UNSEALED 4X4 ISSUE 023 by UNSEALED 4X4

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ISSUE 023

AUSTRALIA'S MOST POPULAR 4X4 MAGAZINE

PAYLOAD, GVM,

WHAT YOU NEED TO KNOW

7 PRODUCTS

IEW V E R COMPLETE

USELESS CAMPING

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LAKE EYRE IN FLOOD OR IS IT?

ROCK DRIVING wIN A set of

CLEARVIEW TOWING MIRRORS

VSnavara

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MAGAZINE

CONTENTS|REVIEWS

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MAGAZINE

CONTENTS|REVIEWS

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MAGAZINE

CONTENTS|TIPS

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MAGAZINE

CONTENTS|TRAVEL

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MAGAZINE

CONTENTS|REGULARS

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MAGAZINE

CONTENTS|REGULARS

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WIN THE RIGHT TO REPRESENT AUSTRALIA IN AFRICA The ‘Spirit of Amarok, Australia’ challenges you and a mate to run the Amarok through its paces for the chance to win an all expenses paid trip to represent Australia in the finals at ‘Spirit of Africa’. We’ll supply the Amarok, you supply

the action. Put your skills to the test against challenges designed by rally champ Sarel van der Merwe and Aussie 4X4 legend Pat Callinan, who’ll be on hand to pass on some tips. Reckon you got what it takes? Prove it. Visit spiritofamarok.com.au to find out more

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drive yourself to africa Because you’ve heroically chosen to download your copy of Unsealed 4X4, you can’t see what’s on this page. But trust us - it’s well worth looking at. To see it in all its glory go to unsealed4X4.com.au

FIND OUT MORE

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So will my truck make choo-choo noises now?

You can have it in any colour you like, as long as it’s grey

GEAR

NEWS

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Finally, a seat for ‘active wear’ enthusiasts...

Fine for cow, pig , sheep, bird and ﬁsh... but n ot emu, okay!

The nicest new part on your 4X4, that nobody can see

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All dual battery chargers are the same...

What Pat says

See the range

Buy now!

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Some bulldust you shouldn’t have to swallow. Like all Auxiliary Battery Chargers are created equal. Here’s 5 reasons to consider a REDARC BCDC.

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UNSEALED 4X4 I

A UNEEK S

MELBOURNE-BASED 4X4 WANTS YOU TO TELL THEM

In this marketplace, it is refreshing to hear of a company that wants the punters to bring the ideas to them. Uneek 4X4 has cemented its name in the industry in a relatively short timespan, by creating well engineered and rather original accessories such as bullbars, LED light bar brackets… and now even their own take on diﬀ lockers,

known as the ‘CAP Locker’ that are soon to be released. And they did it with your help! Uneek 4X4 actively encourages owners of four-wheel drives to approach them with ideas on what products they should be designing. This is why (for example) their front bar to suit GU Patrols has storage compartments

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INDUSTRY NEWS

SOLUTION

COMPANY, UNEEK 4X4, M WHAT TO BUILD NEXT.

check out the Uneek 4X4 bar We installed on Ev’s Zook incorporated into the side wings for recovery gear. And why the rear protection bars to suit Patrols and Jeeps have been manufactured to easily accept a rear mounted winch if you so desire. Uniquely cool features that push the envelope in terms of functionality and design, developed through insights gained by listening to the market.

Another point worth mentioning is that all of their bullbars, rock sliders, roof racks and rear bars are manufactured in Australia – not Thailand or China – which deﬁnitely deserves a round of applause. For more information, visit uneek4x4.com.au

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NEW VEHIC

2016 MIT

MQ TRITON AND Q We have just been alerted, through an official update on the Australian Competition and Consumer Commission (ACCC) website, that there has been a product recall affecting the 2016 MQ Triton and QE Pajero Sport models. The recall is surrounding the genuine factory-fitted Mitsubishi towbar assembly, which will require immediate repair if you have one fitted.

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CLE NEWS

TSUBISHI

QE PAJERO SPORT

RECALL

The official reasoning is the fitted flange head bolts used in the installation can loosen over time. If these vital bolts were to come loose, the towbar could in fact detach from the vehicle – creating a very real hazard to both occupants and other motorists. Not ideal, basically!

This recall is in place nationally, and owners have been advised to contact their nearest Mitsubishi dealer to schedule an appointment to ﬁx the problem with the correct mounting hardware. For more information on the recall, check out recalls.gov.au

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Family Owned Australian Company Since 1958

auto electrical

led lights winches suspension

Penny Wells

TALKS simps

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4X44X4

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FIT MY

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BECAUSE DRIVING SOM AND DANGEROUS IS F AND LADA OW

BY DEX FUL

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METHIN G ILLEGAL FOR SUCKERS… WNERS.

LTON

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GVM is one of the least thoughtabout variables in the equation of setting your 4X4 up for touring. When you think about it, this is kinda scary… as not paying attention to your GVM can have some pretty serious ramiﬁcations. If you like the idea of risking a bent chassis, cooked brakes, voided insurance and automatically being at fault in an accident, then skip on over this article; but if you like being on the right side of both the law

and physics, then you need to make a cuppa and have a bit of a read. For those who aren’t aware, GVM stands for gross vehicle mass – and it refers to the total amount of weight your 4X4 can handle safely. And pretty much everything affects it. From throwing an extra couple of passengers in to filling your fuel tank to topping up the fridge with a few beers to bolting some barwork to your bus to fitting a winch to running bigger

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Because you’ve heroically chosen to download your copy of Unsealed 4X4, you can’t see what’s on this page. But trust us - it’s well worth looking at. To see it in all its glory go to unsealed4X4.com.au

tyres to packing the camping gear – it all goes on the GVM. Now you may think that driving a 4WD gives you a fair bit of wriggle room here – most of them have ladder chassis and heavy-duty suspension (at least compared to a passenger car), and in the good old days this may well have been the case. But there’s been a disturbing trend over the past couple of decades. 4X4s are getting wider, longer and heavier;

but perversely, the amount of weight they can carry has been shrinking. What the…??? To see if we can get to the bottom of all this and ﬁnd out what can be done to keep your vehicle legal, we thought we’d put together this article to show just what you can carry, what you can bolt to your four-wheel drive, and what options you have when the weights you need to have on board are greater than what’s legally allowed.

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QUICK GUIDE

• KERB WEIGHT – This is essentially the vehicle’s weight when unladen. It often includes a token amount of weight for a partially-ﬁlled fuel tank and a driver, but it’s essentially the stock weight of a 4X4. • GVM – Gross Vehicle Mass, or the most a 4X4 can weigh. It can vary through models and trim levels, but is always included on the VIN plate.

• BALL WEIGHT – The force (in kilograms) exerted downwards on a vehicle’s tow ball by a trailer. • PAYLOAD – The diﬀerence between the GVM and the kerb weight of a vehicle. Eﬀectively how much weight it can carry. It includes things like fuel, passengers, bar work, tents, awnings, winches, fridges… you name it.

• AXLE LOAD – How much weight the front and rear axles can • GCM – Gross Combined Mass, the handle safely. The sum of both maximum amount of weight both axle ratings usually adds up to vehicle and trailer can add up to. more than the GVM, giving a bit of It should ideally be the GVM and ﬂexibility as to where the weight is braked tow rating added together, distributed on the vehicle. but often it isn’t (just to make things even more confusing). • BRAKED TOW RATING – How heavy a trailer (with trailer brakes • ATM – Aggregate Trailer Mass. ﬁtted) the vehicle can tow. As The weight of a trailer. As a side we’ll see in this article, tow ratings note, the Gross Trailer Mass are to be treated with a healthy (GTM) is the ATM minus the degree of scepticism; but we’ll get amount of ball weight on the into that in a bit… vehicle’s tow bar.

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1. All accessories added to your vehicle have to be subtracted from your payload capacity 2. It really doesn’t take much for even a large 4X4 like this LandCruiser to be over GVM

2 PAYLOAD

diesel model), leaving a payload of 645kg. Seems fairly substantial, WHAT IS IT AND HOW right? But bolt on a bullbar and IS IT DETERMINED? winch (60kg), a rear bar and a Payload and GVM are closely second spare (70kg), a set of related. If you work out how much drawers (60kg), a 60L fridge on a weight your vehicle has on board slide (60kg), a rack (30kg), roof top when unladen – so let’s say 10L of tent (70kg), a couple of passengers fuel, a front bar and maybe a set of (150kg), a water tank (80kg) and drawers and fridge in the back – the a full long-range fuel tank (120kg) diﬀerence between that weight and and that weight can be reached, the GVM is the payload. It’s basically and exceeded, very easily (we’re a measurement of how much weight now at 700kg by the way – or 55kg BUILT you can carry. UGGED over GVM, and thus illegal). And R AUS & NZ ONDITIONS that’s without a dual battery system, Let’s take a 200 Series LandCruiser ball weight from a trailer, camping as an example. They have a GVM accessories or tools and recovery from the factory of 3,350kg and a gear. Scary, ain’t it! curb weight of 2,705kg (VX turboNON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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GVM UPGRADES WHAT’S INVOLVED?

Properly rated suspension often comes with an increase in GVM

Don’t throw away your 12V microwave and put your eighttonne caravan on the market just yet though. There are things you can do to upgrade your GVM so your vehicle can handle the extra weight safely. The first and most important step is to work out what weights you’re going to be carrying. Chances are you’ll be able to get sorted with little more than a suspension upgrade with springs that are rated to suit the loads your vehicle will be hauling. If you’re looking at towing a 25-foot caravan around the country, you may have to up the ante a little and talk to your 4WD specialist about having some reinforcement plates and possibly an extra cross-member welded to your chassis. This is a serious modification though, and it will need to be signed off by an accredited engineer. It may well be more worthwhile upgrading to a bigger vehicle to handle the load safely, but this varies on a case-by-case basis – your local 4WD store will get you pointed in the right direction.

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WHY ARE PAYLOADS GETTING SMALLER?

and you’ll ﬁnd a 2,795kg GVM and a 990kg payload.

You’d think with 4X4s getting progressively wider, longer and heavier their ability to carry weight would be increasing too; but unfortunately this isn’t always the case. Take the Toyota HiLux as an example. Compared to 20 years ago the current models are bigger and comﬁer in just about every way. However the payload is shrinking. A 2016 SR5 dual-cab has a GVM of 3,000kg and a payload of 925kg. Compare that to the 2008 model

So why can the older model carry 65kg more on a 200+kg lighter ute? There’s a range of factors that could account for this. Comﬁer seats and padding on the interior, heavier frames, larger panels, more electronics and larger gearboxes all add up and collectively take their toll on the GVM. Keep in mind also that as you add accessories to your vehicle, they’ll decrease the overall payload ﬁgures. Keeping things light is almost always better here.

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HEAVIER VEHICLES

AND SHRINKING GVMS It’s a similar story with wagons, too. While the newer vehicles have impressively large GVMs, their kerb weights are higher than ever as well – eﬀectively reducing the amount of weight they can carry. This is somewhat oﬀset by higher-tech engines that deliver better power and economy, but at the end of the day you can’t

escape the physics. There are some exceptions to the rule, but the trend of shrinking GVMs is becoming clear and is more than a little worrying. When shopping for a new vehicle, think about the accessories you’ll likely be ﬁtting, the gear you take into the bush, and the ball weight of any trailer you’ll be towing – they’ll all aﬀect your available payload capacity and the GVM. Speaking of towing…

If you want to cart serious loads or tow big trailers, think about upgrading your tow rig to something like a Dodge Ram, Ford F350 or this Iveco Daily 4X4

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3,500KG TOW RATINGS

NOT AS IMPRESSIVE AS THEY SOUND A few short years ago there weren’t too many options on the market if you wanted to tow a serious load behind you. Today however, almost every dual-cab ute (with the exception of the Triton and Amarok) is rated to tow an impressive 3,500kg (braked). Sounds pretty good, doesn’t it? The thing is, this number is an ‘oﬃcial’ rating and fails to take into consideration gross combined

mass (GCM – the maximum weight of trailer and vehicle combined) and a trailer’s aggregate trailer mass (ATM) and its eﬀect on your vehicle’s GVM. When it comes to towing, it’s also worth looking at the front and rear axle load ratings, or the amount of weight each axle can handle (which, when combined, usually adds up to more than the vehicle’s GVM). Confusing? Yes, it is. Let’s take a look at a Nissan

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This vehicle is rated to tow 3500kg, but after factoring in real-world considerations, it’s not at all an achievable number

NP300 Navara ST-X, which comes with a GVM of 2,910kg and a GCM of 5,910kg. Assuming you’re towing the maximum 3,500kg trailer, subtracting the trailer weight drops the allowable GCM to 2,410kg (or the maximum the vehicle can now weigh). Now we factor in the kerb weight of 1,980kg: That gives 430kg left over for occupants, bar work, canopies, clothes, awnings and the dog.

“Sounds do-able,” I hear you say. But let’s not forget the ball weight of your trailer, which would ring in around the 350kg mark (supposedly, but it’s not really the case; which I’ll explain in a sec). Yep, that’s taken oﬀ your GVM too, leaving you a scant 139kg to play with… so bring your spouse, but leave the dog at home and don’t forget to unbolt the bullbar before you leave.

But wait, it gets worse.

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What if you want to tow when you’re already at GVM? The GCM of 5,910kg has to be reduced by the GVM of 2,910kg, leaving us with a 3,000kg towing ability. Sounds OK, doesn’t it? Nuh-uh… we need to factor in those axle loads, too. The Navara’s combined axle loads add up to 3,020kg (1,320kg front; 1,700kg rear), which is only 110kg higher than the GVM. Seeing our vehicle is already at GVM, that leaves us only 110kg of allowable

ball weight (or a trailer weighing approximately 1,100kg) – but even that’s aiming high. Because the tow ball is located a metre or so behind the rear axle, the leverage changes the load on the axle (eﬀectively making it greater) – so the reality is that even your 1,100kg trailer would be pushing the friendship between you and your vehicle. Without boring you with loads of maths, the table above roughly highlights the eﬀect of this leverage.

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NAVARA ST-X BALL WEIGHT VS GVM ATM

TOWBALL DOWNLOAD

GVM REDUCTION

1,000kg

100kg

130kg

2,000kg

200kg

280kg

3,000kg

300kg

410kg

So with 350kg of ball weight on our at-GVM Navara with 3,500kg braked towing capacity, you’re well and truly over GCM and putting all sorts of stress on your axles, engine, brakes… everything really. And oh yeah… you’re breaking the law, too. Moral of the story? While these vehicles can tow that amount on paper, in the real world you’re more than likely going to end up driving an illegal, dangerous rig –

all the while putting a huge strain on your mechanical components. If you need to tow big loads regularly, look for something with a higher GCM and GVM, and the highest torque numbers you can ﬁnd. Vehicles like 200 Series LandCruisers and Land Rover Discovery 4s are much more suited to heavy towing tasks than a dual-cab… unless you’re talking something like an F250 or Dodge Ram. But you get the point.

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It’s not all doom and gloom, this Toyota carries plenty of weight, but has been modiﬁed to suit the loads it carries, which is an important consideration when setting your vehicle up

BEING OVER GVM

models are almost always a little IT’S EASIER THAN YOU THINK heavier and consequently have a slightly lower payload). Those are In case you haven’t picked up decent numbers by any estimation, what we’re putting down here, and a fair representation of SUVs it’s incredibly easy to exceed your across the mid-size market. GVM when you’re loaded up for an extended trip through the Outback. Let’s say you’re towing your Cub Take a new Ford Everest Titanium Campers Brumby camper trailer 4X4 with the 3.2L turbo-diesel as along for your trip, which comes a case study. They come with a with a 160kg ball weight. You tick 3,100kg GVM, 605kg payload (with the box at the dealer for the factory 80kg being able to be carried on the bullbar and tow pack and throw a roof) and a 3,000kg braked towing set of quality driving lights on – call it capacity (as a side note – top-spec 50kg all up. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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You’ve got a family, so you invest in a roof rack (20kg) to store the bulky gear up out of the way; and throw a set of drawers (60kg) in the back to keep everything accessible. You like to hit the remote destinations, so you throw a long-range tank underneath (120kg when full). Sounds pretty reasonable, right? Nothing too over the top?

But still, it’s deﬁnitely something to think about… especially in the event of things going pear-shaped and you end up in a bingle and your insurance company decides it’s not going to cover you. Priced the cost of a new front bar from Ford (or any other manufacturer) lately? They ain’t cheap!

At the end of the day you don’t have much to play with here guys; and keeping an eye on the weights being carted should be part of your packing regime. There are options for upgrading the GVM with some aftermarket suspension, ranging from 400-600kg increases in load-carrying capacity, which will cover a lot of bases; however it’s absolutely imperative that you don’t go over your GVM. The OK, let’s be honest here – nobody is consequences are just too heavy getting busted for being over GVM. (see what I did there?). With you, your partner and two teenage kids on board (275kgs or so), you’re now at 685kg worth of payload. That’s 80kg over the limit of what the vehicle is designed to carry. And that’s not factoring in any number of things like clothes, camping gear, the dog, the Esky, the mother-in-law or your trick 12V satellite TV setup so you can watch the grand ﬁnal while out in the bush…

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TOP SELLING NEW 4X4S AND THEIR GVMS MODEL

GVM

PAYLOAD

Ford Everest

3100kg

605kg

Ford Ranger

3200kg

925kg

Holden Colorado

2950kg

803kg

Holden Colorado 7

2820kg

610kg

Isuzu D-MAX

2950kg

1010kg

Isuzu MU-X

2750kg

690kg

Jeep Grand Cherokee

2949kg

701kg

Jeep Wrangler (wagon)

2540kg

571kg

Land Rover Discovery IV

3240kg

675kg

Mazda BT-50

3200kg

1082kg

Mercedes G Wagen

3200kg

588kg

Mitsubishi Pajero Sport

2710kg

640kg

Mitsubishi Triton

2900kg

930kg

Nissan Navara

2910kg

930kg

Nissan Y61 (wagon)

3060kg

582kg

Nissan Y62

3500kg

765kg

Range Rover Sport

3200kg

802kg

Range Rover Vogue

3250kg

762kg

Suzuki Grand Vitara

2100kg

480kg

Toyota FJ Cruiser

2510kg

510kg

Toyota Fortuner

2750kg

615kg

Toyota HiLux

3000kg

925kg

Toyota LandCruiser 200 Series

3350kg

610kg

Toyota Prado

2990kg

545kg

Toyota 70 Series (dual-cab ute)

3300kg

1095kg

Volkswagen Amarok

3040kg

1029kg

NB: All models top-spec and dual-cab where applicable.

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? E IK L K O O L G K 0 0 5 S E WHAT DO Canopy and roof rack

60kg

Ball weight (with trailer fully loaded and water tanks filled)

60kg

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Four Passengers (2 adults, 2 children)

275kg

Dual battery system

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HILUX

SURE THE NEW NAVARA COMES W ENOUGH TO KNOCK THE TOP-SE BY EVAN SPENCE

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NAVARA

W ITH ALL THE FRUIT, BUT IS THAT ELLING HILUX OFF THE PODIUM? BY BRETT HEMMINGS

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Since the late ’70s, the Toyota HiLux has been one of the most popular and respected four-wheel drives sold in Australia. There. I’ve said it. Be that because of successful marketing campaigns promoting the unbreakability (hey, it should be a word) of the vehicle, or the fact that it simply continues to prove to be reliable on job sites and in oﬀ-road settings. Even the resale value is strong which clearly shows there is a deep respect for the old Luxy in this country. The Navara on the other hand has not gained the same level of enthusiasm here. People still buy them, and people still like them… but the same passion for the brand just doesn’t exist. On paper, it is hard to work out why that is. The previous D40 model was, on release, one of the most comfortable dual-cab utes money could

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buy. At one point, Nissans were also the most powerful 4X4 utes available. But there were issues, which even Nissan acknowledged prior to the release of the NP300. The big question we have to ask now is: Has Nissan ironed out those bugs enough to make the Navara stronger than the HiLux?

Nissan has gone down the smaller-capacity twin-turbo route, and has also decided to install coil-spring suspension in the rear end. Big design changes, in other words! Toyota has stayed true to its design – oﬀering essentially a face-lifted vehicle with (in this case) a smaller 2.4L turbo-diesel engine. Will this stubbornness pay oﬀ for loyal fans, or has Nissan raised the bar to dizzy new heights? Well, enough cryptic questions… let’s get them dirty!

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DEX DISCUSSES PRACTICALITY

The Navara has great factory tie-down points and a tub liner

By deﬁnition, dual-cab utes need to be practical. They have more asked of them than nearly any other automotive variant on the market. Think trade work, the shopping run, taking a load of garden waste to the tip… and then being left to handle the important camping and 4X4 duties, too. From the get-go, the HiLux has the more practical interior. The hard plastic lining would be easy to keep clean, and the simplicity is something to be admired. It felt like a commercial vehicle in every sense of the word, but to call it ‘utilitarian’ would be extremely unfair. This sector of the market certainly has come a long way since the days where apprentices would be sitting in the back seat with their knees wrapped around their chests.

VS NAVA Nothing to write home about in the rear end of the HiLux

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ULTIMATE

FREESTANDER THE DIRTY DEE SWAG. LEARN MORE. The ridge pole trigger locking system developed by Darche makes the Dirty Dee swag the ultimate freestanding tourer. Near vertical walls and all weather awnings, functionality, durability and comfort have been combined into an all-round outdoor adventure companion.

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In many other ways though, the Navara on test was more practical for our way of life. The factory sliding tie-down points are sensational. Allowing the ability to secure any bulky items in nearly any position is a massive advantage for an everyday vehicle. As was the factory-ﬁtted tub liner, which wrapped around the tailgate. When closed it could actually be used as a mini makeshift table – thanks to the deep upper lip (a neat feature we discovered at happy hour around the campﬁre that night).

The leather seating occupying the interior of the Navara should also be easier to keep clean compared to the pov-pack HiLux, and as we have already mentioned it is a ‘nicer place to be’ in general. Oh, we have to make mention of the sliding rear window Nissan wisely decided to include. This is a seriously handy feature for reversing; or times when you might have stinky pets (or photographers) in the back. Got one like it? Insure it here Insurance for 4X4 enthusiasts

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EV TAKES THEM OFF-ROAD I’ll paint the picture for you… driving along a windy and rutted dirt road doing just under 40km/h, climbing up from a picturesque valley when all of a sudden the back end of the HiLux wanted to overtake the

front end. We had no weight in the tray, and as a result the vehicle felt dangerous unless put into four-wheel drive. The stability control light would ﬂash violently, then things would settle down again.

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While the Navara features a rear 5-link coil suspension design…

This didn’t happen in the Navara. It felt planted and compliant… ‘sporty’ even. So I’m going to give the nod to the Navara for touring and dirt road driving conditions. On more serious terrain though, that changed. The low-slung side steps on the Navara made it challenging to drive over rocks and ruts, whereas the HiLux (with fantastic traction control) felt genuinely capable. Even with old-school leaf springs in the back-end compared to the exciting new coil-sprung rear end of the Navara. As the

The HiLux retains (albeit nice and long) rear leaf springs

Navara featured a factory-fitted rear differential lock, it would crab sideways while trying to climb obstacles – the supple coil suspension definitely didn’t help here. Having said that, I can’t wait to drive an NP300 with good aftermarket suspension fitted as I can see serious potential. If you want a vehicle for rough-and-tumble style offroading though, the HiLux is a more solid performer. Got one like it? Insure it here Insurance for 4X4 enthusiasts

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I somehow got the short straw here, getting to spend time on the blacktop with these two 4X4s (rather than oﬀroad). Never mind… you can’t win them all I suppose.

The first thing that caught my attention with the Navara was the interior. It looks like they have taken design cues from the many trendy soft-roading SUVs they build, and the end result in the Navara is really nice. Perhaps not suited to rough-and-tumble, but it’s well laid out; and very nice to the touch. Keep in mind this is the top-spec model, with nice (and comfy) leather seats and lots of flashing lights and buttons. Bottom-spec (RX) models still benefit from the nice interior layout, albeit with cloth trim and no touch-screen. God bless the old HiLux, in comparison. It sports the same old hard plastics reminiscent of earlier models, feeling like it’s made to last, rather than appease. There is a touch-screen multimedia interface (which honestly looks like a cheap Aldi iPad) glued onto the dash, with annoying buttons that are part of the touch-screen. The top-spec SR5 model is pretty similar, including the old-school gate shifter and sillylooking touch-screen. It’s a recipe that hasn’t changed over the years… and why would Toyota change it? The HiLux is a seemingly self-propelled sales juggernaut.

SAM DOES T

Functional is the word which springs to mind when you sit in the HiLux Modern and plush would be the best way to describe the interior of the Navara

In typical Toyota fashion, the engine bay is well laid out and ready to take a second battery

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THE SHOPPING RUN

Not much space for a second battery in the NP300 though…

On-road, the HiLux is a definite improvement over the previous generation. The new diesel engines (there are 2.4 and 2.8 litre models) give you punchy, linear performance, and they’re noticeably less clattery than the old 3.0 litre. The new six-speed gearbox is great, as well. The Navara, on the other hand, also gives smooth, spirited driving – in a very different manner. You really need to start spinning that 2.3 litre mill for it to start pushing psi and power – making it feel a bit peaky and undecided through the gearbox. It gives greater fuel economy, but I would personally sacrifice that for the drive the HiLux delivers. In terms of on-road ride, the Navara is a winner. Both utes make obvious concessions on smooth rides in the name of load carrying, but the five-link coil setup does deal with undulations much better. Not to say the HiLux is bad, however; a longer and flatter leaf pack does make advances over the older model. It goes to show that the rate of change in this segment is incredible; think about the rough, loud and slow D22 Navaras and LN HiLuxs not so long ago – and compare them to these new models which are so much more refined and car-like on the road. Got one like it? Insure it here

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SPECIFICATIONS TOYOTA HILUX WORKMATE ENGINE: 2.4L Turbo-Diesel POWER: 110kW @ 3,400 rpm and 400Nm @ 1,600-2,000 rpm TRANSMISSION: 6-Speed Auto TOWING CAPACITY: 3,000kg PAYLOAD: 955kg SEATING: 5 PRICE: $43,990

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NISSAN NAVARA ST-X ENGINE: 2.3L Twin-Turbo Diesel POWER: 140kW @ 3,750 rpm and 450Nm @ 1,500-2,500 rpm TRANSMISSION: 7-Speed Auto TOWING CAPACITY: 3,500kg PAYLOAD: 930kg SEATING: 5 PRICE: $54,490

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CONCLUSION Sometimes when you review two vehicles, it quickly becomes painfully obvious that one is the stronger performer. Something minor can irritate you nearly immediately, or one just simply works better. This was not one of those tests. Calling a winner is hard. For my needs, the HiLux would be better suited though. It felt solid, and I loved the no-frills nature of the base model. But it was kind of slow, and felt skittish on fast dirt roads unless in 4WD.

The Navara is a lovely vehicle to drive on-road. The interior is a joy to sit in, and the coilsprung rear end rode well. The engine felt stressed however… one thing all testers can agree on. So this is a hard call. If you are planning on driving tougher oﬀ-road conditions, the HiLux gets the nod. But we can’t deny how comfortable and easy the Navara is to drive. Read between the lines whatever you will there…

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It was about about 10am, and I was driving through the western suburbs of Sydney in an ExArmy Land Rover Perentie. The only thing bigger than the smile on my face was the throbbing pain surging through my right arm after smashing it on the door skin once again. There’s no power-assisted steering here folks, and the gun racks sitting

between the front seats kind of cement the notion that this isn’t your average oﬀ-roader. While rolling to a set of lights, a tiny voice could be heard. “Hi, Mr Army man.” The small buzz-box parked next to me contained two of the most excited kids I have ever seen; both could not stop waving and gawking at the

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camo-painted ex-Army Landie. While the initial cuteness of the situation made me chuckle, I soon learned that it wasn’t just kids who were drawn to these vehicles. Nearly every man, woman or aging Maltese Terrier I drove past did a double take as I roared towards my destination (the Wollemi National Park). I

was late to meet up with my colleague and Land Rover guru Sam Purcell, who was driving something even more special. A ﬁne piece of engineering dubbed The Pimped Perentie built by Australian Frontline Machinery. This was going to be a road test to remember… and just in time for ANZAC Day.

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THE HISTORY OF PROJECT Perentie

In the mid 1980s, the Australian Defence Force sent out tenders for nearly 3,000 vehicles to be produced for active service. The competition was reduced to three potential manufacturers: Land Rover, Jeep and Mercedes. Land Rover (Jaguar Rover Australia, to be precise) got the nod to build both 4X4 and 6X6 propelled vehicles; however the outcome couldn’t be more diﬀerent to the equivalent Series Landies or later Defenders sold worldwide through dealer networks.

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Check them out in action

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The Perentie chassis is damnnear bomb proof (I wonder why) and is completely hotdipped galvanised to prevent rust. The standard smallcapacity Land Rover engines were not deemed powerful enough, much to the dismay of Land Rover purists; and a Japanese-sourced Isuzu 3.9l 4BD1 power plant was chosen. This diesel engine is an absolute torque monster, even moreso in the 6X6 variants that were also turbo-charged to cope with additional loads. With so much torque from near idle, an ‘A’ Spec Land Rover LT95 4-speed gearbox was the only suitable gearbox strong enough in the Land Rover spare parts bin – thanks to the inclusion of stronger tapered roller bearings. “This gearbox runs on engine oil, not gear oil,” our resident Landy Man Sam Purcell exclaimed… not that I asked. The driveline is backed up by a Salisbury 8HA rear diﬀerential (based oﬀ a Dana 60), which is simply huge; it needs to be!

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“Yes oﬃcer, those aren’t cup holders… they are gun holders.”

ARMY SERVICE When you sit behind the wheel of one of these Land Rovers, you feel as though you are perched in a museum. There is so much history involved here, you will ﬁnd yourself exploring every nook and cranny for evidence of the vehicle’s previous life. For some background info, these vehicles served with the Australian Army in peacekeeping missions around the world. Twenty-one peacekeeping missions to be precise – from 1990 until recently when the Army has begun auctioning them oﬀ to the public in anticipation of the newly-commissioned Mercedes replacement. The most common

areas of service include Rwanda, Yugoslavia, Sierra Leone and Somalia. Some vehicles also served in Iraq, Afghanistan and East Timor. So when you buy a Perentie, you are legitimately purchasing a piece of Australian Military history that can legally be driven on the road.

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This is the stock Perentie engine bay

ISUZU POWER As mentioned, the decision was made to not include a Land Rover engine in the Perentie series. Say what you will about Land Rover reliability, realistically engines such as the 300tdi and now the TD5 have proven to be up to the task when well cared for (while delivering exceptional fuel

economy in the process, too). But the Army wanted more, and more is what they got. The Isuzu 4BD1 engine is a truck engine, in every meaning of the word. It sounds like you are driving a 3T rental truck you hire when moving house; not a fourwheel drive. The second you

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This is the not-so-stock Perentie engine bay… drool!

turn the key (oh wait, there isn’t one) you can feel this engine means business. It shakes like a paint mixer at idle which is about 0.04rpm… well, it feels like it. Everything shakes; in fact we had to stop twice to tighten the factory-ﬁtted roof rack, and the aftermarket snorkel. These engines are quite receptive to

turbo-charging though – making them the logical choice for a military vehicle. They are also incredibly tough, and would nearly run on muddy water if you made them. When you opt for diesel instead (as we did), the fuel economy is impressively good – hovering around the low 12L/100km mark.

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THE PRODUCTION Perentie The production Perentie (as it was nicknamed) on this test was exactly as you would expect to purchase at auction from Australian Frontline Machinery. It’s as the troops would have experienced them in warzones, as well. Complete with gun racks in the front (which were initially mistaken for cup holders); shovel and axe on the bonnet; no power steering; and… oh, don’t even

think about a radio or CD player! Third gear was quickly dubbed ‘the mystery gear’ as it takes a little bit of practice to ﬁnd. The roof leaked, and when it wasn’t raining dust got onto and into everything. And in a sick way, I enjoyed every second of it. Noise is also an issue as the back seats (which don’t have seatbelts and can’t legally carry passengers

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The vinyl seats aren’t too bad, if you can deal with back sweat and sliding around corners

on-road) crashed and banged around; and the clutch is so heavy it felt as though you were trying to push a sleeping elephant uphill. So heavy, that when I jumped into my own GQ Patrol I thought its clutch was broken as my foot nearly pushed through the ﬁrewall. It was not broken. The ﬂapping from the soft top was pretty savage, but it must

be said that the ride quality from the stock suspension was actually quite plush. Now, I’m not trying to paint these vehicles in a negative light; not at all. It would be irresponsible to say they are as reﬁned as a Range Rover though. I guarantee you this is the most fun you will have on four wheels if you can live with these niggles. Everybody who had a drive agreed.

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THANKS We wanted to make special mention of all members of the Armed Forces, past and present, for their contribution and sacriﬁces made for our country. Spending just a few days with these vehicles really gave an insight into what they would have gone through on a daily basis just piloting these war machines. One could only imagine the enormity of driving these vehicles through war scenarios. You are one tough lot… that is for sure. From everyone at Unsealed 4X4, we

thank you… Lest we forget. Mention must also go to the kind people at Australian Frontline Machinery, who loaned these vehicles to us (over)eager Journalists. If you are in the market for the most attentiondemanding and fun to drive four-wheel drives around, check out their auction page and make one yours. You might not need one, but you will want one… I sure do. Click below for more information: australianfrontlinemachinery.com.au

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Unsealed 4X4 Garage and Project Rusty are kicking along nicely. The next phase in the Garage itself is the installation of a Molnar hoist. Given that we’re looking to be underneath the 76 Series LandCruiser a fair bit, we thought we’d have a chat to the team at Molnar Hoists to see what they’d recommend – and they pointed us towards their 4.5T two-post M245 High Hoist. Project Rusty needs some loving as well, but before we get too far we’ve asked

Drivetech 4X4 to come into the garage and give her the once-over. Think of this as a post-purchase check-up with some expert advice. We’re going to run over the vehicle from front to back – checking for oil leaks in the engine, gearbox, transfer case and differentials. We’ll look at the coolant levels; check all the hoses and belts, the steering components and the braking system. Pretty much a full service to ensure we know what we’ve got on our hands mechanically.

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PACKIN

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You know that saying, ‘all the gear, no idea’? It pretty much sums me up to a tee. Well, except for the fact I have been four-wheel driving for longer than I care to remember, so I’m not implying I am an off-road novice. The point here is my vehicle is becoming increasingly more setup for off-road travels, and while I have all the gear… I have no idea where to put it all! Over the weekend, I spent some time devising a plan of attack to fit all my touring paraphernalia in the old GQ Patrol, and it dawned on me that there is a real art to packing a four-wheel drive. Here are ten points that I feel will be real assets to anyone in the same situation.

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SMALL CAMP CHAIRS We here at Unsealed 4X4 have been using collapsible chairs from companies such as Helinox and Oztrail recently, and with great success, too. The huge beneﬁt of these camp chairs is they pack down into a bag the size of the pencil case you had in high school, yet they don’t take long to set up. They are also really comfortable, and they make for fantastic conversation pieces around the campﬁre. This concept is quite

new in Australia it seems, but I guarantee you there will be more and more options appearing on the market. Helinox camp chairs start from $124 and they are worth the money. My Oztrail camp chair was purchased on sale for just $12.50 from my local supermarket. Yep, you read that right, $12.50! But it is heavier, and deﬁnitely not as comfortable. I wish I spent the extra money, basically.

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DISTRIBUTING

WEIGHT

Bent chassis are becoming a common sight in Outback workshops – don’t become another statistic. You might not have even thought about it, but the way you distribute weight through your vehicle is extremely important. If you place heavy items at the back of the vehicle for example, it is putting undue stress on the chassis and suspension components while turning your 4X4 into a seesaw on wheels. The trick is to store heavy bits of gear as low as possible, assisting with keeping the centre of gravity down. You want these heavy loads to sit directly over the vehicle’s axle as much as possible, too. This spreads weight throughout the vehicle’s suspension and chassis, rather than dumping loads of pressure on isolated spots.

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SHARING GEAR

Do you really need ﬁve recovery kits in your travelling convoy? Or even ﬁve camp ovens? Nope, I didn’t think so. By being more organised in the planning stages of your trip, you can assemble what I have dubbed the ‘WhoBrings-What’ List. This frees up interior space, reduces the stress on your vehicle and best of all, it will save you money in fuel. You see it time and time again while on trips… someone will ask

to borrow a hammer, and two seconds later a handful of tools are presented from everyone at camp. Now, you still need to be prepared for any situation that can present itself – but a little communication between the vehicles on your trip before you leave just makes sense. This step will take some time to hone, but once your mates get into a groove it will become the way you camp for good.

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STORAGE SOLUTIONS

Storage drawers are an amazing addition to any touring four-wheel drive. They allow for more gear to be stored safely, and give everything a home. Looking for the tomato sauce? It is in the left drawer at the front… you see where I am going here? Personally, I don’t have storage drawers in my current four-wheel drive – because for my needs they add a fair amount of weight, which is the enemy. Instead, I use separate storage cases which are always packed and sitting in the shed ready to go at a moment’s notice. One box has all the cooking gear required and enough room for food. The second case houses all the required tools, spare parts and recovery gear I may need. This way I’m not carrying around unnecessary weight while commuting, but I can still be organised while at camp. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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TOO MUCH FOOD I’m sure this is something we are all guilty of, and something that seems to happen on every trip I’ve been on. We bring too much food! For me, the allure of a roadside burger or pie is too hard to ignore – meaning the food in the fridge for lunch is now sitting around idle. But it isn’t just the amount of food we take; it is the way we carry it that causes issues, too. Lately I have been

bringing away pre-made meals from Happy Camper as they are quick and easy to prepare without taking up much storage space. Vac-sealing meat is a smart idea for concise storage too – instead of bringing away the bulky packaging supermarkets insist on using. It all adds up, and if you put in the eﬀort here it just might make it easier to say no to the roadside burgers.

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MULTI-USE ITEMS

If you have ever owned a Suzuki Sierra, you are probably also really good at packing (and playing Tetris). A tip I learned from my time bouncing around in a Zook is to only bring items that have two or three uses. Instead of packing a hammer, bring an axe that can be used as a hammer as well. Want to bring a hammock along? Sweet! Use it as a seat cover on the trip. Don’t just throw in your stubby holders; why not store your small jars of herbs and spices in them on the way? Not only does this limit the amount of kit you pack, it also makes you think about the things you actually use while in the bush. Maybe that TV and hairdryer can stay at home… unless you are planning on opening a mobile oﬀ-road hair salon, that is. And I’m going to take a wild guess, and assume you aren’t.

KNOW YOUR ENEMY… GVM

It is all well and good to say that if you want more space, then bring less stuﬀ. The truth is, there is only so much weight a vehicle can carry before it is deemed to be unroadworthy. This is known as the vehicle’s Gross Vehicle Mass, and if you are a regular reader of Unsealed

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4X4 you would have heard about this topic already. The point is, while it might be great to bring away everything including the kitchen sink, there is a limit to the amount you can carry. This limit will be printed on your rego papers and stamped on the vehicle’s compliance plate. A trip to your local weighbridge fully

loaded will let you know if you are safe. Considering how little room modern manufacturers allow for these days though, I guarantee you will be surprised at how quickly this number is reached. This is especially true if your 4X4 has been modiﬁed with barwork and other weighty accessories.

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GOING DIGITAL

Leave those books at home, and I’m not just saying that as a dodgy tactic to keep you reading Unsealed 4X4 (cheers for reading, though). The reality is more and more publications are going digital. What this means is you don’t have to drag along a sack full of books on your next trip, if you have an iPad or similar tablet device. This saves loads of space while also reducing weight.

Download the books you wish to read before you leave, and swipe through them at your leisure. You also have the advantage of being able to store music and take images with the same device; and even run your navigation software while on the road. Remember that point we made about bringing one item that performs multiple tasks? A good tablet is the perfect example.

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ACCESS ALL AREAS

There are nooks and crannies all over your vehicle, which are just begging to be utilised. Think about the amount of space under just one of your front seats, and you will notice it is the perfect spot for a ďŹ re extinguisher. The rear panels in a wagon are another example of wasted space, which could be used to house recovery gear or even a small water tank. One place I feel is completely wasted is the inside roof area. A trick I have seen before is to use a mesh cargo net to hold any light yet bulky items such as clothes and sleeping bags. The cargo net can be tied up to the roof grab handles, allowing for more interior space while keeping those necessities high and dry. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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SEAT AND DASH ORGANISERS

An excellent way to make the most of unused space is with a few ‘organisers’. As we all know, the little things tend to add up rather quickly – so by grabbing a few seat or dash organisers, you can de-clutter your interior simply and easily. Dash organisers are perfect for sunglasses and other items you need to keep close by. Seat organisers are perfect for your kids’ toys, or other small

items like sunscreen, torches, umbrellas or cutlery… just to name a few. For the minimal outlay, they really are an excellent addition to any touring vehicle. They don’t weigh very much at all, and they will enhance your camping experience. Imagine searching for that torch you always lose, and actually ﬁnding it where it should be? Oﬀ-road Nirvana right there, folks.

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LAKE EYRE

LAKE EYRE IS FILLING TOURISTS ARE FLOCKING T WIDMAN OUT TO SEE WHA

... &

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IN FLOOD… OR IS IT?

WITH WATER AND THE TO SEE IT, SO WE SENT VIC AT ALL THE FUSS IS ABOUT. VIC WIDMAN

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DRIVING LIGHTS: REIMAGINED Try them out for yourself!

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Whilst a large portion of the country is still in the grip of a dreadful drought, it has been raining in the Red Centre. And with rain in the Centre comes the prospect of Lake Eyre ﬁlling with water. Social media has been alive with photos and video of Lake Eyre and its surrounds once more brimming with water – so is it worth a trek out there this winter to have a gander? Too bloody right it is! In fact, as you read this I’ll be sitting in a plane ﬂying over the Lake with the shutter on my Canon going crazy. But before we talk about what you will see and where you should go to see it,

let’s have a look at a few facts about Lake Eyre.

It is Australia’s largest salt lake and is the 13th-largest salt lake in the world. I have to be honest, it surprised me that so many were ahead of it. But it is still darn big. Our Lake is split into the north section and the south section. Lake Eyre North measures 144 kilometres long by 77 kilometres wide, whilst Lake Eyre South is 64 kilometres long and 24 kilometres wide. That is a lot of country devoted to nothing more than glimmering white salt ﬂats in dry times. It also gives you some idea of how much water it takes to ﬁll it

(more on that in a minute).

The Warburton Groove brings most of the water into the Lake

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Lake Eyre is also the lowest point of our continent at 15 metres below sea level; and its drainage basin comprises 15% of the continent. Now when we think how big Australia actually is, 15% is a vast area.

If you have ever ﬂown over Lake Eyre when it’s dry, you will agree it is indeed an amazing sight. A brilliant white glimmering surface that blinds you. There are stories of dingos wandering out onto the dry lake surface and losing

sight of land, and becoming disorientated and never ﬁnding their way back to shore. I recall a conversation with the hotelier at William Creek in the mid 1990s where he related a story of a light plane that set down on the Lake and became bogged in the black oozy mud that lays beneath the thin layer of white salt. That light plane sat out there for years, attracting dingos and wild dogs… which then perished beside it, because they couldn’t ﬁnd their way back to any visible landmark.

A Desert Parks Pass is needed if you intend to visit the Lake Eyre region

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2 1. Driving the Oodnadatta Track after rain 2. Camping along the Oodnadatta Track

3 5

3. Sunsets in the Outback after rain are spectacular 4. William Creek Hotel is the centre of activity for ďŹ&#x201A;ights, dinner and a drink or two 5. Oops! Do you think we should tell Woomera about this? 6. Trevor Wright (far left), owner of Wrights Air and most of William Creek

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But the big attraction at the moment is the fact that Lake Eyre has water in it. This opens a whole new can of worms: When is the Lake actually full? Well, the biggest known flood was the flood of 1974 when, at its deepest, Lake Eyre had six metres of water in it. To get that into perspective the current depth (at its deepest point around Halligan Bay) is just 1.8 metres. Even during the big flood of 2010/11, when Cooper Creek crossed the Birdsville Track and flowed into Lake Eyre North, it was only 2.5 metres deep. The Lake does not have to be very deep to give the appearance of water over almost all of its surface area; hence most people think it’s full even though it may only have a few millimetres of coverage. Think about those sizes again: 144 kilometres by 77 kilometres. That is still a lot of water, even if it’s rather shallow. Evaporation rates are enormous, too. There is a huge surface area exposed to the sun and wind. In fact, wind can cause far greater evaporation than a sunny day, and any Outback traveller will know there is nearly always incessant wind across the vast flat plain of Lake Eyre. So the shallower the water, the less time it will give the appearance of being full.

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Harking back to that great ﬂood of 1974, it took four years for the water to evaporate. The ﬂoods of 2010 through to 2012 were all gone by 2013.

Lake Eyre will have a really big top-up when there is a combination of weather events. Local rain helps a lot but doesn’t really provide long-lasting coverage, which is what is occurring this year. But when we get a tropical cyclone either

Gee the line at Wet’n’Wild was hell that day!

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from the east or the west crossing the continent and ﬂooding vast areas of the Channel Country, the Gulf Country and Central Australia, we are almost guaranteed a big ﬂood in Lake Eyre. The water drains down through Georgina and Eyre Creeks, the Diamantina (which becomes Warburton Creek) and Cooper Creek; and eventually, if there is enough, it will reach Lake Eyre… topping it up at spectacular rates.

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Conditions can change at the drop of a hat in the outback

For example, it is estimated that in a ﬂood situation Warburton Creek is putting 1,750,000 cubic metres of water into the Lake every hour. So what are the chances of seeing water in Lake Eyre over the next couple of months? Well, they are pretty good to be honest. Over Christmas 2015, Lake Eyre and its surrounds received good local rain and the Lake had a shallow cover over quite a large area. This was followed up by localised storms

during January and February; and social media driven by Wrights Air at William Creek and the ABC news kept public interest in the fact that Lake Eyre once again had water in it. Then in early March, heavy rain fell again over the Lake – closing the Oodnadatta Track for about 10 days and stranding a few tourists. With the modern advantages of Facebook and drone footage, video clips of vast tracts of water ﬂowing down Neales River into the Lake were splashed across our TV and

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iPhone screens. All good stuﬀ for those of us who love to see the Lake with water in it. This might help you to get some idea of how excited people are about Lake Eyre ﬂooding. As you may know, I run a 4WD tag-along tour business, and on hearing that Lake Eyre had water in it, I planned a tag-along trip out to see it. The trip was booked solid in just two weeks, with people wishing see this amazing sight. The best way to see Lake Eyre’s water is, without doubt, from

the air. Yes, you can drive to the southern shores of Lake Eyre South – but to be honest, by the time you read this and get out there it is highly likely there won’t be any water within viewing distance at that point. You will have more luck if you take the road out to ABC Bay just short of William Creek; but standing on the edge of the Lake looking at its muddy shoreline is small reward for the long drive it has taken to get there. As Molly would say, ‘do yourself a favour’ and get out to William Creek and book

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1. Neales River ﬂowing across the Oodnadatta Track heading for Lake Eyre 2. The birdlife in the waterways feeding into Lake Eyre is booming at the moment 3. Old Ghan historic engine at Marree

a ﬂight with Wrights Air… this is no advertisement for the air service but the fact is it is the best way to see the true vastness of Lake Eyre (whether it has water in it or not). From the air you also see the changing colours in the Lake bed: Deep blue created by deeper water; ice blue indicating very shallow water that is high in salt content; reds and browns caused by the receding water exposing mud and clay; and all around the feeder creeks and gullies there will be veins of greenery amidst the dry red earth sands of the desert. This

4. As the water recedes the green growth takes over – creating amazing patterns in the arid landscape

alone is a sight to behold. A road trip to William Creek is often reward enough – with the history of the Old Ghan Railway, the incredible stark Outback and million-star stopovers each evening. But now there is also the reward of seeing water in Lake Eyre. And who knows when that might occur again? It could be next year; or not until your grandkids are old enough to remember Pa talking about the day he ﬂew over a mirror image of the sky in the driest place on Earth.

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FACT FILE WHERE: Lake Eyre is north of the Oodnadatta Track in South Australia. NEAREST TOWNS: Marree, William Creek and Oodnadatta. Oh, you wanted a supermarket? Then that would be Port Augusta or Coober Pedy. ACCOMMODATION AND CAMPING OPTIONS: On the way out along the Oodnadatta Track there are some great camping options. Just pick one of the Old Ghan ruin sites. If you want camping with basic amenities, you can camp at William Creek, Mulooorina Station and Marree. If you prefer a solid roof over your head, try the Marree Hotel or the campground at William Creek which has good cabins for rent.

BEST TIME TO GO: NOW! Before it dries up. BE PREPARED: The longest distance between fuel can be up to 400 kilometres depending on what parts of the shoreline you visit (William Creek to Marree via Muloorina). Basic food supplies are at these towns, but it’s best to carry all you need from either Port Augusta or Coober Pedy. Your 4WD doesn’t need any real special preparation. Having good all-terrain Light Truck style tyres will be a big advantage, and drop your tyre pressures to around 30psi when oﬀ the blacktop (to avoid punctures). If it rains forget it; the roads will be closed… therefore carry some emergency food (enough for at least ﬁve days). The last group of tourists spent an extra 10 days at William Creek, so it can be serious. If rain is predicted, don’t go.

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PERMITS AND FEES: You will need a Desert Parks Pass if you visit Lake Eyre at Halligan Bay or Level Post Bay near Muloorina. Desert Parks Passes are available by visiting: ienvironment.sa.gov.au

CONTACTS: iWrights Air Phone: 08 8670 7962 wrightsair.com.au

iWilliam Creek Hotel Phone: 08 8670 7880 williamcreekhotel.com iMarree Hotel Phone: 08 8675 8344 marreehotel.com.au

iMuloorina Station – No need to ring the Station. Camping beside the billabong, follow the signs, pay at the honesty box; it’s cheap! MAPS: HEMA Great Desert Tracks maps are best for this. The HEMA HN7 navigator was also used.

Make sure you include a ﬂight over the Painted Hills whilst at William Creek

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CAMPSITE EXODUS 11

WE TAKE AN 80-GRAND TRAILER OFF-ROAD BEHIND AN 8-GRAND TOW-RIG, AND FIND OUT IF WE’VE ALL BEEN DOING THIS CAMPER TRAILER THING WRONG ALL THIS TIME… BY DEX FULTON

BY SCOTT MASON

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Camper trailers are getting pretty ritzy these days. It’s not uncommon for them to feature dinettes, hot water and a bunch of electric gadgetry such as televisions and sound systems. Inclusions you’d expect to ﬁnd in a plush caravan rather than a canvas tent that can be towed. It points to the fact that more and more of us are looking to get a little more comfort in our oﬀ-road travels and leave their dome-tentin-the-pouring-rain days behind (not that there’s anything wrong with soggy tents).

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So where does one go when one is looking to step things up in the luxury department from a camper trailer… but not quite willing to commit to the whole ‘wearing cardigans and appreciating chardonnay’ thing that comes with

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Independent coil-spring suspension with twin shocks and AT tyres makes for serious oﬀ-road towability

being a caravan owner? Enter the hybrid camper. Part caravan, part camper trailer and arguably the best of both worlds. Plenty of comfort, heaps of inclusions, easy to tow and probably the quickest set-up time this side of a roll-out swag. Now, most hybrids are on the upper end of the expense scale – but let’s stop and think about this a minute. While having a top-shelf tow-rig is always going to be desirable for most of us, is the expense really justified? After a lengthy scientific debate (a few of us had an argument around a campfire) the team here at Unsealed 4X4 reckon your money may be better put into your trailer. Now bear with me here – while

plenty of hours are spent behind the wheel on a trip, when you’ve arrived at your destination there’s nothing better than jumping into your top-shelf trailer and being able to prepare a gourmet meal, sit inside out of the rain, or simply hit the sack for a well-earned rest with a minimum of fuss. The tow-rig helps with none of that. Sure, capability and reliability are still important; but there are plenty of vehicles on the second-hand market that will pull pretty much anything along behind them (hey! I heard that Land Rover reliability joke; keep it down!) and drive pretty much anything you point them at. So why not spend the diﬀerence between a new tow rig and a middling trailer and upgrade to a nicer camper – and spend your time in the bush living like royalty?

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The stainless kitchen is on a trick 270-degree slide, has hot and cold water and is completely stainless; as is the slide-out storage box/bench. Also note the galley behind the kitchen. Nice!

I had a chance to test this theory recently when I got my hands on a Complete Campsite Exodus 11 hybrid. And after a 1,500km trip camping (borderline glamping) out of it, I can say that the system works. Now I could bang on about the 8-grand tow Discovery, but chances are that’s not why you started reading this yarn… so I’ll leave it alone, aside from mentioning that even with the trailer weighing in at 1,600kg and with the aerodynamics of a house, the Exodus 11 actually

towed incredibly well behind the asthmatic 2.5L turbo-diesel. Now to what you want to know about: Can the ‘ten times more expensive than the tow-rig’ trailer be justiﬁed? Yes. Absolutely. Without a doubt. While my tow Disco probably gives you enough of a clue that I’m probably not in the right demographic to own this trailer, I would honestly still buy one for no other reason than it makes everything so easy.

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1 1. There’s storage all over the place; and note the Webasto hot water unit 2. The electrics are, again, well thought out and easy to operate from either inside or outside the trailer 3. We initially thought the shower cubicle would be a pain to pack up and down, but it was actually as simple as two straps and four hooks. Loosen the straps, unhook each corner and it drops down. Packing up is the same but in reverse. This is seriously well thought out and beautifully designed!

4. Easy access to the pumps and tank ﬁll points 5. Forget your foam mattress – the Exodus 11 boasts a queen innerspring unit that’s comfy as. Also note the extraction fan (which can be reversed for inbound air-ﬂow), and the bedside storage…

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Pull up to your campsite after dark in the pouring rain? No problem. Jump out, open the door and ten seconds later you’re ready to sleep.

Want indoor seating, an 80L fridge, easy-to-set-up awning and a full stainless kitchen on one of the most ingenious 270-degree slide-outs I’ve ever seen? Yep, this thing has all that and more.

Feel like a shower after a hot and dusty day’s drive? Right this way, Sir… where you’ll notice the pull-out shower cubicle that folds out in about 30 seconds ﬂat, and packs back up in about the same time. Want plenty of storage, hot and cold water, legitimate oﬀ-road ability, LED lighting and a proper queen-size innerspring bed? You got it. As the name suggests, there is really nothing else needed with the Complete Campsite. Stock the fridge and pantry, top up the water tank, throw a couple of camp chairs in the drawbar-mounted box and you’re ready to put the city in the rear-view mirror. It simply doesn’t get any more hassle-free. At least that’s what I found. The Exodus 11 towed extremely well over plenty of rough roads thanks to its independent coil-spring suspension with twin shocks and proper all-terrain rubber. It’s no lightweight, sure; but the majority of NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

RIGHT NOW

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EXTRA GRIP IS WORTH GOLD

That’s why you fit Cooper tyres Beware of tyres that imitate the Cooper look but are not built to perform

ost 4WD tyre brands make only one all terrain tread either one with a round edge or one with a square edge. Cooper

tyres come in a choice of tread edges so you can match your tyres to your terrain. The result? Extra grip off-road.

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CLICK HERE TO GENERATE A QUOTE FOR YOUR VEHICLE To find out more visit coopertires.com.au or call 1300 COOPER

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It’s the little touches – like the windows all being able to be completely open, open-meshed, closed or blocked for sleep-ins – that let you know you’re in a quality camper

the mass is down fairly low – so off-road angles are not as much of an issue as they might otherwise be. And the single-piece fibreglass shell is both strong yet flexible, so it’s perfect for corrugations or serious four-wheel driving. Even the DO35 coupling, which is probably my favourite trailer coupling for bush towing, allows plenty of movement – there’s really no doubt that these have been designed to tow absolutely anywhere. And it’s all so functional, too. There are storage boxes all over the

place, a twin-battery system that’s kept at full charge via the Anderson plug or the twin solar panels on the roof, and everything is just a piece of cake to use – from pushing the roof up to get it set up (yep, that’s seriously all that’s needed) to setting up the awning and pulling out the fridge. It all literally just takes seconds. Yeah, I deﬁnitely copped some ‘did that guy just steal that trailer?’ looks while pulling it along behind my clunky old Land Rover… but geez, wasn’t the boot on the other foot around camp, where I was

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living the good life while everyone else was still wrestling with their guy ropes and zip-on annexes. For me at least, I’d much rather be towing the Exodus 11 behind my old bus any day of the week than pulling up in a brand-new 200 Series LandCruiser with a ﬁve-grand tent-on-a-cheaplymade-box-trailer. I guess it all comes down to priorities. As for the big question – is this hybrid worth over 80 gorillas? It really comes down to your own needs, wants and credit rating. Personally, I could easily justify

the money if I was doing big trips regularly. The absolute ease of use, comfort levels and all-around versatility – this thing would be as comfy at the ‘local grassy ﬁeld’ type of site as it would on Fraser Island, up the Cape or anywhere really. The quality and versatility of the unit deﬁnitely lend a lot of credibility to the ‘Complete’ moniker. If you’re looking to upgrade the canvas camper trailer to something big, easy to tow, and with enough comfort to satisfy a Kardashian, this may well be the hybrid you’ve been looking for.

From pulling into camp to this stage takes about three minutes. This thing redeﬁnes ‘quick and easy camping’

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SPECIFICATIONS:

COMPLETE CAMPSITE EXODUS 11

Chassis

75 x 50 x 3 mm hot-dipped galvanised

Coupling

DO35 oﬀ-road coupling

Rims and Tyres 17-inch steel wheels and 265/75R17 AT tyres Suspension

‘Cruisemaster’ independent coils and twin gas shocks

Water Tank

L-lounge, two-burner stove, stainless steel sink, galley and 82L fridge 110L

Weight

1,580kg tare with 420kg load capacity

Canvas

Australian made (not that there’s much of it)

Price as tested

$81,950

Living Area

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Dry rock is easier to drive than slick rock, but both should be tackled at a crawl rather than at wide open throttle

A ship in harbour is safe, but that is not what ships are built for. It’s a phrase suburban mums throw around every time they get a new haircut or someone is mean to them on social media, but the actual intent of the saying lends itself a lot more to 4X4s than the latest Facebook meme. And 4X4s are adventure machines. From the ground up they’re designed to take us out of our comfort zones, beyond the horizon to places never before seen – no matter what Mother Nature or the old logging trails throw in our way. It’s almost romantic in a way, until you realise that the vast majority of oﬀ-roaders put more stock in the modiﬁcations made

to their vehicles, than having the skillsets to actually take on those situations. Rock driving is one of those challenges that can throw a spanner in the works for new and old 4WDers alike. Countless trips in the backcountry have been abandoned at the sight of a few uneven rock ledges on the path ahead. The thought of expensive sheet metal becoming intimate with infinitely stronger granite is enough to make anyone turn and run for the freshly-graded fire trails. But that’s not what four-wheel drives are built for; or where adventure lies. Arming yourself with the figurative tools to take on rock driving ensures your adventures don’t end when the easy trails do.

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KNOW YOUR 4X4

You can make the ﬁrst step toward ruling the rocks before even leaving the dealership. In rocky terrain the ﬁrst thing to catch you out will be low-hanging components. Spend 10 minutes lying underneath your vehicle to get acquainted with the driveline. The key areas to look for are

driveshafts, transfer case, diﬀ centres, fuel tanks; and suspension components like arms and leaf spring mounts. Imagine you were trying to drive over a basketballsized boulder and how you’d need to steer your vehicle to miss all the low-hanging components. That’s Step 1 to line selection.

Low-hanging components like transfer cases can often be protected by aftermarket bashplates like the one on this HiLux

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GET THE RIGHT GEAR That new twin spare tyre carrier you’ve been eyeing off might be just the thing your 4X4 needs, but in the rocks you have to factor in the negative aspects of fitting one up. You’ll never need good approach and departure angles anywhere like you’ll need them in the rocks. A step 500mm off the ground is easily driveable for

most 2-in lifted 4X4s, until you start adding bulbous bar work and low-hanging bash plates that’ll have you punting metal (not tyres) into the rocks. Adding scrub bars, sliders and front and rear bars may be vital to prevent panel damage – but be careful you’re not making your 4X4 less capable in the process.

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KNOW THE

TERRAIN There are two types of rock you’ll encounter in the bush: Either dry rock or slick rock. The actual geological names are impressive, but irrelevant from the driver’s seat. Dry rock is a high-traction surface. Spinning your wheels isn’t going to ﬁnd you any more traction, and can only end in tears. Slick, or wet, rock will provide very little traction and will often leave you reaching for the winch. Both types of rock should be taken as fast as necessary and as slow as possible.

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DROP YOUR PRESSURES By now the myth of dropping tyre pressures to widen the footprint should be more or less gone. The tape measure has proved once and for all that lowering pressures drastically increases the length, not the width, of your contact patch. By increasing the surface area of the tyre we’re able to spread the load of the 4X4 out over a larger area, reducing the likelihood of digging

in; and vastly improve the traction available with a sturdier grip on the terrain. In the rocks, dropping pressures also allows the tyres to conform to the uneven terrain – eﬀectively moulding themselves around the obstacles you’re driving over. It’s the diﬀerence between bumping into a rock, or completely wrapping it in tyre-rubber for maximum traction.

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WALK THE LINE With the vehicle prepared it’s time to face the obstacle itself and perform what I like to call ‘the aeroplane’. With your arms out to each side, your hands will be roughly the same width apart as your wheels. This allows you to visualise where you want each tyre to go, where you need to steer, and what you

need to avoid. Where possible you’ll want to avoid gnarly side angles, although in some situations they can be required to keep your vulnerable sheet metal away from the rocks. With multiple ledges, now is the time to do a little track building so you’re not trying to climb two ledges at once.

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SECOND PAIR OF EYES In anything diﬃcult enough to have you walking the line, a second pair of eyes from a spotter will be invaluable. They can ensure you’re staying exactly where you had planned to be; as well as spot any issues that may come

up throughout the drive. Before setting oﬀ, agree on a set of simple and easy-to-see hand signals; then ignore every other yahoo trying to tell you what to do. One spotter; one line of communication for the driver; no distractions.

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REACH FOR THE LOCKERS In an ideal world, rock driving would be like climbing a set of stairs: Smooth ledge after smooth ledge. In the real world, rock ledges are rarely square with each other – meaning you’ll often ﬁnd yourself either lifting a wheel, or climbing an obstacle with one tyre on it and the other spinning. On hightraction surfaces, wheel-spin is the devil… so you’ll want both lockers

engaged to keep it to a minimum. And you’ll need to be in low-range ﬁrst gear for maximum torque and climbing ability. In many situations, traction control is a huge beneﬁt – although when the going gets really tough it rarely allows the crawling speeds capable with twin lockers (instead functioning like an advanced version of ‘riding the brakes’ when you lift a wheel).

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Hand up who likes changing CVs? Yep, neither do we

KNOW WHAT BREAKS, AND HOW TO AVOID IT The two major killers of components you’ll ﬁnd in the rocks come from pushing your vehicle’s drivetrain beyond its comfort zone. CV joints are normally the ﬁrst to go; and the further from straight they are, the weaker they become. Front locker on, full lock on the steering and a bootfull of loud pedal will destroy just about any CV joint in an

instant. If you’re steering full lock, keep the locker off if possible; and go smooth on the throttle. Drivetrain shock from bouncing and wheel-spin is another sure-fire killer of drivetrain components. The huge shock load can destroy diff gears, uni joints and axles. If you start bouncing, back off the throttle instantly and reassess your line.

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Winching may take a few minutes more, but it beats a few thousand dollars worth of damage

CALL IT QUITS You could spend the next 100 years on YouTube and not ﬁnd one single hilarious video of a driver accepting they’re not making it up a climb and reaching for the winch. Conversely, it only takes about half a second to ﬁnd a few hundred videos of drivers who didn’t know when to call it quits – resulting in snapped axle shafts, punched-in sheet

metal and insulting comments from those who reckon they know better (but rarely do). The point is there’s no shame in winching through an obstacle and heading on your way; but there is inevitable remorse in letting bravado get the better of you to the point where your 4X4 is severely damaged. Play stupid games, win stupid prizes.

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THINGS YOU NE

about

LITH

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WE TAKE A LOOK ONE OF THE HAPPEN IN THE 4X4 WORLD, AN

BY S

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EED TO KNOW

HIUM

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E MOST ADVANCED THINGS TO ND ONE OF THE MOST EXCITING.

SAM PURCELL

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In case you’re wondering, this is what raw lithium looks like. It’s ﬂoating in oil

Lifepo4 means Lithium Iron Phosphate

And this is the one you want to know about. The battery in your phone is probably lithium-ion, but LiFePO4 takes things to the next level. It acts as the cathode material, and is pretty trick at discharging (and recharging) power.

Built-in brains

Unlike good old-fashioned lead and sulphuric acid, LiFePO4 needs a few brains to help it operate. The power supply units you want to use will have built-in battery management systems, which protect them from excessive charging and discharging, and also keep the cells balanced and protect against excessive volts and amps.

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It’s expensive

Yeah, no escaping this one… lithium power does cost a pretty penny. Expect to pay around $1,800 for a 100AH battery, and then another thousand or so for all the ancillaries to make it work. But like BB King said, that’s paying the cost to be the boss. Or, if you prefer Snoop Dogg: Paid tha cost to be tha boss. Yo.

It’s light

This is awesome; you should have seen the look on our local auto sparky when he picked it up! Everyone thinks lithium batteries are empty. 100AH of power weighs just under 12kg – much less than half a comparable 100AH lead acid battery.

Lithium power means you can spend more days at camp like this, without worrying about ﬂat batteries: winning!

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It’s powerful

The funny thing about lithium (and something that took me some time to get my head around) is that 100AH doesn’t really equal 100AH. Where a lead acid battery quickly loses volts (and grunt) as it loses capacity, LFP stays at over 12V right down until 20% capacity. This gives you lots more usable power than lead acid, despite the same 100AH nomination.

It recharges better

So, it’s awesome at discharging. On the other side of the coin, lithium is also boss at taking charge back on-board. Lead acid has about 70% recharge efficiency, and lithium sits at a staggering 90%. So it’s better off the alternator, better off solar… just better, really.

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1. Somewhere between ½ and 1/3 of the weight, and at the same time delivering up to double the performance. Awesome! 2. We have a Revolution Power Australia 100AH unit going into Sam’s Project 130, and will be putting it through the ringer 3. Lithium beats lead acid in recharging, with a much better eﬃciency rating

It needs special help

A very different composition to lead acid means LFP does need special management. Try and plug an LFP battery into your traditional system, and it won’t last long; you might as well empty your wallet into a blender. It needs a special charging profile, which can be supplied by a specifically designed charger for LFP batteries. It’s worth noting that this makes for a more complex overall system; you can’t just run a basic DC to DC or isolator setup.

It has a huge life cycle

This is an interesting one: Life cycles with lithium are significantly better than lead acid, provided the batteries are well cared for. Stats we have seen suggest that they can have a projected life of up to ten times longer than lead acid – which is mighty impressive. This measurement can be as long as a piece of string though, in the real world… as we all use our batteries differently, in different conditions.

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You need to do the maths

With the above points in mind, it’s an interesting exercise to try and ﬁgure out how many cents you are paying per amp hour, throughout the projected life of the battery. Where LFP is signiﬁcantly more expensive than lead acid up front, there’s potential that you could be paying for a cheaper battery in the long run (if you do manage to run it to death).

It’s hard to get

Where lead is processed out of raw ore from the earth, lithium is sourced in a very diﬀerent manner. The two biggest producers of lithium are Chile and Argentina, who gather it up from brine pools. Diﬀerent compositions are separated though electrolysis, which forces a chemical reaction from DC (direct current). If it’s done right, you’re left with raw lithium.

Like for like, but quite different. You need a completely different charging profile to manage lithium, therefore a different controller is required

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It hasn’t been around long

Lithium has been around since day dot, but its use in batteries has been around for less time than Justin Beiber. It was 1996 when some very smart cookies found LiFePO4 to be a great material for a battery cathode, conﬁrmed through neutron diﬀraction.

Thanks to Stuart Peddle, REDARC and Revolution Power for their assistance with technical information in putting this story together.

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d E V

EVOLUTION , NOT REVOLUTIO N. THIS CUSTOM RA NGER AND CAMPER CO MBO IS PURPOSE-B UILT FOR ADVENTUR E. BY SCOTT MA

SON

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Oﬀ-road ready. This touring combo is a go-anywhere setup

Building a 4X4 is best done with hindsight in mind. It’s only through experiences and failures that we’re able to decide not only what works and what doesn’t… but more importantly, what we actually want. It’s the reason we see people building multiple setups time and time again. Suspension lifts go up and down, storage systems go from simple to complex and back

again, and bar work ranges from ﬁve-poster Kangaroo killers to comp style tube. All of this often while projects are still at the drawing stage. Sometimes your end goal can change so far from the original plan that your best bet is to wipe your hands, then start with a clean slate and all the knowledge you’ve gained from past attempts. An evolution in ideas to reach the new goal.

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Like many of us, Matt Clark wasn’t born behind the wheel of a dirty old 4X4. He didn’t turn up to get his licence behind the tiller of a leaf-sprung 40 Series, and he doesn’t have fond memories of moving out of home at 17 with all of his worldly possessions piled in the back of an MQ Patrol. In fact, before he ﬁrst slotted himself into a 4X4 he had spent more than a few pay cheques on turbo-charged go-fast cars. At the time Matt was blissfully unaware what life had in store for him; and just like the iconic bushﬁres that drastically change the Australian landscape, Matt’s life was about to be altered… and all because of a single spark.

In Matt’s case, that spark was a dirt bike. Try as you might there’s no chance of loading a dirt bike into the back seat of a sleek turbo coupe – so Matt opened up the wallet again and came home with an SR5 HiLux extra cab: Just the tool to get him and his bike where he needed to be. Now, 16 years later it’s safe to say that spark has forever altered Matt’s course in life. Red-lined gear shifts have been replaced with beach ﬁshing, the scream of high-revving engines swapped for the sounds of wind blowing through quite campsites, and late nights on the tools replaced with, well, late nights on the tools. Some things never change.

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S I N C E 1 8 5 7

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For a man who had a late start into the world of oﬀ-roading, Matt didn’t waste any time getting up to speed. In the 16 years since he ﬁrst locked in the hubs he’s owned everything from a solid-axle supercharged HiLux on 35s through to a Fraser Island-conquering Mitsubishi Express van and everything imaginable in between.

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Set-up for weekend and long range touring. The perfect combo

Each new vehicle brought an evolution of its own. Tyres got smaller but travelled further, superchargers made way for solar panels, and 35in mud tyres were replaced by camper trailers and a bit of clever line selection.

replacement for his V6 Triton. It didn’t take a great deal of searching before the new Ford Ranger was given the nod. Enough mumbo under the bonnet, modern styling, and a back seat big enough for a couple of teenage boys made it the With the camping and adventure perfect ﬁt. Now he just needed to bug ﬁrmly planted, Matt make it the perfect 4X4. went shopping for a suitable NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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One of the ﬁrst pieces of the puzzle to go in was a comprehensive suspension overhaul. Rather than an oﬀ-the-shelf kit, Matt pieced together the components himself. In the rear there’s a pair of 300kg constant load leaf springs from Old Man Emu teamed up with Tough Dog big bore shock absorbers. The front end has had a similar altitude adjustment with full replacement Tough Dog struts and an additional 25mm lift from a strut top spacer. The combined package has lifted the Ranger roughly 75mm over standard, with added towing ability. Shoehorned into the wheel arches are a set of BFG KM2 mud tyres measuring in at 305/70R16 and

wrapped around CSA Jackal alloy wheels – a factory option from Ford and the perfect oﬀset to keep the rubber in the guards. But it takes more than some tyres and lift to make a tourer, and Matt’s Ranger never comes up short. Starting from the front end there’s a full suite of colour-coded ARB bar work with a Smittybilt X20 winch tucked inside and twin 30in LED lightbars ﬁlling in the gaps; while underneath a full set of ARB underbody protection keeps things dent-free. Those with keen eyes may have noticed that the ARB fog lamps in the bar have been replaced by a pair of 100mm Hella driving lights, too.

The colour-coded ARB barwork right around the front sure looks a treat

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The BFG KM2 Mud Tyres should provide plenty of oﬀ-road touring kilometres ahead

Perfect for enjoying the peace and serenity...

In the back, the factory alloy tray has been ﬁtted with a steel frame that supports the canvas canopy and alloy roof rack. Despite being a ‘no-name’ brand, Matt tells us the roof rack is perfect due to its low weight. It provides mounting options for a 20in light bar, rollout awning, high-lift jack and twin 90W solar panels. The canopy houses twin fridges: An ARB 47L on a slide; and the second, an Engel 45L. Both fridges are powered by a 130Ah AGM battery with a RedArc isolator. The interior of the Ranger is mostly stock, aside from a tasteful stereo install. For now, the driveline remains relatively standard with a Safari snorkel and 2.75in free-ﬂowing exhaust letting it breathe better; and a Wind Booster throttle control giving more throttle response. Looking ahead, a pair of E-Lockers could be on the cards.

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Fully set-up, this custom built camper trailer has all the mod cons

If you’re trying to ﬁgure out what trailer Matt is towing, you might as well give up now. Despite never picking up a welder before Matt enlisted a mate, and with a few key purchases they pieced together the trailer you’re looking at in the front driveway at home. The trailer was fabricated around the wheels and tyres, which of course match the Ranger – giving Matt eﬀectively

four spare tyres in a pinch. From there the box was made to suit the tent from Skamper Kampers, before Matt pieced together all the little luxuries. Up front the alloy toolbox was purchased straight oﬀ eBay and it now houses a 130Ah AGM battery which is connected to the Ranger through an Anderson plug. The box

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also serves as a mounting point for the Joolca hot water system fed by the twin 40L water tanks bolted onto the trailer’s ﬂanks. There are all the usual suspects as well… like gas bottle holders, ﬁrewood storage, LED lighting and side lock boxes. But up the back is where the magic happens, with a stainless steel slide-out kitchen (also courtesy of eBay). Matt estimates the trailer owes him around $6,500 all said and done – which, when you consider the options he’s got, makes for money well spent. It’s indicative of the entire build, really. The right gear, in the right places, and a bit of cost-cutting where required. That’s the recipe for success no matter what your goals are.

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1 2

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3 1. Easy access front storage box 2. The swing-out kitchen area is neat and ever so practical

4 5

3. Twin 40L water tanks ﬂank each side of the trailer and supply the Joolca hot water system 4. A spare tyre and hot water controller are mounted to the front 5. The suspension and rolling stock have been modiﬁed to match the vehicle

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REASONS

TO GET TO THE

PILBARA

A PHOTO ESSAY OF ARGUABLY ONE OF THE MOST PICTURESQUE OUTBACK LOCATIONS IN THE COUNTRY

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The Pilbara region up in northwestern Australia is a place like no other in the entire world. It has everything that four-wheel drive adventurers need. Stunning scenery, remoteness and above all, it’s a fantastic place for you to spend a few weeks exploring over 500,000 square kilometres of oﬀroad paradise.

Take a look at the images over the next few pages and tell us you don’t want to get out there. We’re already planning our next trip!

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The Pilbara has some of the most spectacular red rock escarpments youâ&#x20AC;&#x2122;ll ever lay eyes on. This is hard to put into words, but it truly has to be seen to be appreciated. The red earth viewed against the brilliant blue sky and vivid green plant life is seriously something else. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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The low annual rainfall of the area means that introduced weeds don’t do well out here, but the hardy acacia trees and spinifex grasses absolutely thrive; and even more impressively, they are spaced so that they look like some sort of manicured garden rather than one of the most remote areas of bushland on the planet. Animals are in abundance too, with a wide variety of endemic species able to be seen in their natural habitat… making the trip out here thoroughly rewarding. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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The rock formations of the Pilbara are simply fantastic, and there’s no shortage of gorges and older-than-time rocky tunnels to explore – usually accompanied by crystal clear swimming holes and waterfalls that are straight oﬀ a postcard. Karijini National Park oﬀers numerous locations to explore and soak up the area, with gorges that require you to ‘spider-walk’ down the rocky crevasses. It’s an experience like no other and really allows you to appreciate the magnitude of this ancient area. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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This may sound odd coming from a sustainable, touring 4X4 magazine, but thanks to the mines, the roads out in this part of the world are so well maintained you could drive a Prius down them (although we don’t recommend it). While this is not exactly what we usually look for in an oﬀ-road destination, it does mean that towing a camper trailer or caravan out here is easily done. Good roads can make the trip way less tiring (and easier on your vehicle and trailer). NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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The Batavia and Kimberley Coasts are what dreams are made of if you enjoy your beaches, ﬁshing and water activities. Soft white sand, brilliant blue water, plenty of marine life and almost nobody around. What could be better?

These are the kinds of places where you could easily spend a month or two without even realising how long you’ve been gone. Stress is a word that just doesn’t exist out here. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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oo FFOD Th is iss ue:

BREAKFAS

BY LAUR

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d oDDER WITH

ALLYSIA

ST BURRITOS

RA BOSHAMMER

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Light a ﬁre in your belly with these spicy breakfast burritos. They’re a tastier alternative to plain old eggs and bacon, they’re ﬁlling, and they’re a good way to use up any leftover snags from the night before – a rare event I know, but it’s been known to happen. It’s a versatile recipe, and you can combine pretty much whatever meat and vegetables you’ve got with you. The best part? You don’t even need a knife and fork to eat them.

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8 bacon rashers, diced

2 cooked sausages, roughly chopped

3 garlic cloves, minced

Parsley or coriander to garnish 4 medium-sized potatoes, thinly sliced

1 red onion, diced

1 green capsicum, diced

1 tsp. paprika and chilli powder*

A punnet of cherry tomatoes, quartered 3 cups grated cheddar cheese

8 eggs, whisked

*Use spices depending on your taste. I used 1 tsp. of each which gave it a pretty good kick.

2 tbsp. butter A few glugs of olive oil 1 packet of tortillas Foil for wrapping burritos Salt & pepper to taste

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METHOD 1. Pour a decent glug of olive oil into a hot skillet and fry the diced onion and bacon until cooked 2. Add sliced potato and some butter, cook until it potatoes start to soften 3. Throw in cooked sausage, diced capsicum and spices 4. When potato is starting to crisps and capsicum is cooked, add minced garlic and cook for 2 minutes 5. Pour whisked eggs over ingredients and stir through until cooked

Like kids in a lolly shop, all manners were thrown out the window

6. Lay out tortillas and spoon out cooked ingredients evenly into a row. Top with cheese, chopped tomato and parsley 7. Wrap tortilla tightly and wrap each burrito in foil 8. Throw burritos onto hot coals for 5 mins, turning occasionally to crisp up each side of the tortilla

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HOW TO ROLL A BURRITO

1 3 Tip. No tortillas? Turn this meal

into a Mountain Man Breakfast. Pour the scrambled eggs over the other cooked ingredients, top with grated cheese and leave to cook through. Dish up some hefty slices and tuck in.

4 To reheat, throw the foilwrapped burritos into the coals or onto your camp stove, ﬂipping them a few times so the tortilla doesn’t burn. After about ﬁve minutes, they should be ready to eat!

Make a big batch of burritos To reheat in a microwave, in advance to save yourself some remove foil and keep wrapped time when you’re on your trip. in a paper towel for 3 minutes, Allow the cooked ingredients to and then heat until crispy in cool to room temperature, wrap an oven set to 220º. in tortillas and then wrap like this feature? why not Share it... each burrito in foil before freezing them. Subscribe

Tip.

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THE

EVOLUTION OF THE 4X4

CHASSIS… …AND WHY AIRBAGS AREN’T THE FRAME BENDERS WE’VE BEEN LEAD TO BELIEVE THEY ARE. BY DEX FULTON BY PAT CALLINAN MEDIA ARCHIVE

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Because you’ve heroically chosen to download your copy of Unsealed 4X4, you can’t see what’s on this page. But trust us - it’s well worth looking at. To see it in all its glory go to RAYS SIDE TA WAY D unsealed4X4.com.au FOL STT-4W

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Back in the 1970s, a 4X4 chassis was little more than a pair of thick 5-6mm C-section steel rails kept roughly parallel to each other via a few cross members attached via rivets and, if you were lucky, some done-by-anunderpaid-guy-in-a-factorysomewhere welds. They typically allowed a fair degree of flex and twist to help axle movement, which was limited thanks to the overly stiff and inflexible suspension set-ups of the day. Jump forward in time and by

the late ’80s and into the ’90s suspension improvements (from a handling point of view) like IFS and swaybars were being developed by just about every manufacturer under the sun. With the ﬂexible chassis of yesteryear sending handling into a spin with these new improvements, they had to be stiﬀened up to take advantage of the newly available movement from the springs and shocks. Usually with box section rails, albeit made from thinner 3mm steel.

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PROTECT YOUR FROM RUST

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While talking strictly stock vehicles, this is actually a good thing, but what fourwheel driver ever leaves their vehicle 100% as when it left the factory floor? One of the most popular modifications on the planet is to throw some upgraded suspension under the frame – specifically, airbags to compliment the rear springs and take some extra weight over the rear of the vehicle.

And that’s where problems can arise. Y’see there’s a bit of a misconception out there that airbags can cause the chassis of some dual-cab utes to fold like a pair of twos in a high-stakes poker game. I say misconception because it’s usually not the fault of the airbag at all… or the frame rails for that matter.

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Collector’s Items

Legacy is an Australian charity dedicated to caring for the families of our veterans. With a 90-year history in Australia, Legacy today assists over 90,000 widows and 1900 children. Part proceeds of each Legacy fridge-freezer and transit bag sold go to Legacy.

ENGEL ‘LEGACY ’ SERIES FRIDGE-FREEZERS

In 2015, Australians will commemorate 100 years since our nation’s involvement in the First World War. Like all Australians, Engel are doing their part to acknowledge this significant event in Australian history. Engel have released two special edition army green portable fridge freezers and matching camouflage transit bags. These collectors items are available while stocks last. Part proceeds will go directly to Legacy to help support the families of returned service men and women.

SPECIAL EDITION LEGACY FRIDGES S B AG O M A R CY C E FO L E G AVA I L A B L D E L S A MO BOT H

• Fully endorsed by Legacy A S K YO U R • Army green colour with Legacy badge R E TA I L E R T E N G E L OO • Features Engel Digital Technology YO U R S N O R D E R W! • Sawafuji Swing Motor • Tough steel construction • Available in the 40 litre and 60 litre model • Limited stock available For more information or your nearest stockist, visit www.engelaustralia.com.au

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ARE FRAMES GETTING WEAKER OR SMARTER? It’s no secret that weight is the enemy of performance and fuel economy. The lighter you can drive your 4WD, the better everything else generally is – it’s basic physics. With this in mind, manufacturers have long been trying to walk the fine line between strength and being light enough to not affect performance too much. From the C-section steel used in the early utes to the fully enclosed box section used in the more modern vehicles, to the full monocoque (Jeep Cherokee, Mitsubishi Pajero etc.) construction frames, they all have their pluses and minuses. When it comes to dual-cab utes, they usually utilise either a C-section using thicker steel or box using slightly thinner steel but with extra strength (and weight). The C-section is more likely to flex a

little (not necessarily a bad thing) in off-road situations while the box frames offer more rigidity, although usually at the expense of weight. So which one offers better performance for off-road use and load carrying? Well, neither one is “better” than the other, as they’re both fairly stout and can support a lot of weight. The real devil is in the detail. Take the VW Amarok as an example. They’ve gone for a full box frame with no fewer than seven cross members to aid torsional rigidity and weightcarrying ability. Even the later model HiLux is sporting a thicker frame these days; are we seeing a swing back to thicker and heavier frames with the current crops of utes? Perhaps it’s the stories getting around of the previous generation of dual-cabs bending chassis that are making them go this way, or are they simply looking to get more practicality to go with the modern crop of ‘comfortable’ work utes?

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While many vehicles with airbags have ended up like this, it’s unfair to blame the bag for the chassis failure

DO AIRBAGS CRACK CHASSIS?

While this may be true to a certain degree, it’s not the whole story.

We’ve all heard the story. Somebody ﬁts helper-airbag springs to the back of his ute to help out with the load carrying. They pile all their gear in the tray and hit the tracks… and come home on the back of a trayback with a chassis that looks like a banana – must be the bags’ fault right?

You see, airbags enable you to level your ride, pretty much regardless of whatever loads you have in the back. And they can give a false sense of conﬁdence and make you think that your vehicle is absolutely ﬁne, despite being a ton or so over GVM.

So there they are, carrying way too much weight and travelling Not exactly, no. The idea is that the over tracks that would tax even the heaviest duty suspension – it’s bags concentrate the forces on a really no surprise the chassis call small section of the chassis rails, it quits, but let’s be honest, it’s not causing them to bend or crack. really the bags’ fault is it? NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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SO YAY OR NAY TO BAGS?

Keeping your vehicle within its GVM and having the weight on board correctly distributed will more than likely see you getting home without a drama – and

airbags can make the trip a lot more comfy and easier on your vehicle too. The problem with them is that folks see them as something that’ll allow you to load a few ton of gear on the back of the ute without a worry for the weight the vehicle is designed to handle

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Makes travelling so much easier.

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or axle load capabilities. Although they are great for carrying loads, levelling out suspension systems and increasing ride comfort while heavily laden, they don’t magically make your BT-50 able to carry F350-type loads. And that’s where people get into trouble, especially

when driving hard.

Are they worth it? Yes, absolutely, but not to sound like a broken record, if you’re exceeding your available payload you’re going to run into trouble – probably sooner rather than later.

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Have you ever bought something and started to set it up, only to get halfway through the job to think… “Why does this exist? What purpose does this product serve, and why on Earth did I buy it?”

are several (seven to be exact) pieces of camping equipment that we here at Unsealed 4X4 simply can’t stand. From the bizarre to the straight-up dodgy; these are the bits-of-kit you won’t ever ﬁnd in our four-wheel Well you wouldn’t be alone, there drives… well, not anymore.

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The Chairs may be cheap, but requiring physio afterwards isn’t my idea of a bargain

BARGAIN BIN CAMP CHAIRS No doubt many of you have had experiences with those $8 camp chairs you see at hardware stores, and I’m going to make the assumption that not many have been good experiences. Not only are they uncomfortable; they are weak and they tend to fall to bits after one or two uses. The hinges

snap, the seat material rips, and I even had one where the drink holder mesh disintegrated. This caused my drink to spill and froth everywhere – nearly reducing me to tears in the process. Don’t risk the same thing happening to you or your loved ones; avoid the lure of the bargain bin camp chair.

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CHEAP DOME TENTS

Cheap dome tents are perfect for those who enjoy sleeping in a plastic bag

A good quality dome tent can be a real asset for those who enjoy hiking or perhaps require a more compact setup. But those $19 eightman dome tents found ‘promising the world’ in certain retail chains aren’t even worth the cable ties holding the poles together during transit. They hate wind, heat and cold. They rip; some leak; and the cheap hardplastic poles included tend to snap like grumpy toddlers at bedtime. A tent is an investment, and something that you should get years of use out of. A cheap dome tent is a disposable item that will basically guarantee a bad camping experience. In my opinion, canvas is hard to beat when looking for a long-lasting tent or swag… and it’s worth the investment.

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Moments after this photo was taken, a torrent of abuse was heard across the land

SWAG BAGS THAT DON’T FIT!

WHY? WHY? WHY? This grinds my gears harder than a gearbox without oil. Why do so many swag manufacturers insist on including just enough canvas in their swag transit bags to barely ﬁt the swag back inside. Sure, when the swag is new and there is no air inside the mattress (and no sleeping gear

inside) they are OK. But once you actually use the swag for its intended purpose, things start to get messy. Here is a business idea for any canvas specialists out there: Invent a jumbo swag bag that can actually ﬁt a swag back inside it – without causing a stress-induced mild heart attack. I’d be lining up for that product.

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PRODUCT

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Check the certiﬁcation number of your cooker for conﬁrmation, this one is faulty and should be binned

GAS BURNERS THAT BLOW UP

This is a scary one, and if you are still using a non-certified gas cooker please place it in the bin and cough up the $30 for a new one. Recently a major ACCC recall decreed the majority of lunchbox cookers (as they are known) to be removed from sale as the risk of them exploding due to faulty cut-off valves was rather real. All dodgy cookers have been recalled; and a new safety cut-off valve has been installed to prevent this issue. But be wary of purchasing old stock from a less-legitimate business. Stick with brandname units here, folks. And ask the question: Is this a certified unit, and is there documentation included to prove it? When those portable gas bottles go bang, they do so with a huge amount of force.

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TUFF’N UP There’s tuff and then there’s Safari Tuff. When you head off the beaten track you need components you can rely on. The last thing you need is to get stranded out here. Sure you’ve got a satellite phone and help is only a couple of days away, but your reward is to beat the track, not let the track beat you. These kind of conditions are tough on drivelines so don’t skimp on quality, always make sure you’re fitted out with an EXEDY Safari Tuff Clutch. EXEDY’s enhanced design and quality material specifications give you the confidence to attack the toughest tracks. EXEDY Safari Tuff clutch range, for serious four wheel driving.

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We’re over esky…

SORRY ESKY, I’M SEEING SOMEONE COOLER A good quality icebox is ﬁne for storing some cans in over a weekend, but I personally won’t go camping without a 12V fridge/ freezer again. The pivotal moment for me came when I was fourwheel driving on the NSW Mid North Coast and a container of pasta salad exploded inside the esky – turning the ice into disgusting slurry, thus coating the food and drinks inside with greasy goo. It really sucked! The second

we arrived home, the decision was made to buy an Evakool Fridgemate for about $1,100. I have used the fridge on every trip away since, for the last seven years… and without an issue too, I might add. Now for me, that is money well spent. Do the sums: Four bags of ice a month costs, say, $12. Times that by the 84 months I have owned the fridge – and that adds up to $1,008 worth of ice. The fridge has nearly paid for itself.

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A good quality head torch is useful. A dodgy one (as I’ve found out) is not

HEAD TORCHES THAT DON’T WORK

I am often ridiculed by staff and mates for my dislike of head torches. I understand they are practical, especially for fishing or cooking; and that I am in the absolute minority here. They just aren’t for me. Basically I hate bugs flying into my mouth while I’m walking at night; and I hate it when people forget they are wearing one and blind me with their artificial brilliance. There, I’ve said it. The unnatural hatred is possibly further developed by my insistence on

buying cheap head torches from supermarkets or service stations, to see if I can get over my disdain for them. This only inflames the situation, as these products fall to pieces fast. So I’m not actually writing off head torches, as they can be useful. I’m writing off head torches where the light falls out, or the straps break over my large melon. I’m writing off head torches that have adjusters that snap, and head torches that offer less illumination than a candle.

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Nice and thick, this is what a camp mattress should look like

SELF-DEFLATING AIR MATTRESSES

Air mattresses should be seen only at childhood sleepovers, or floating down rivers. They offer a terrible camping experience in my opinion – for two very valid reasons. Firstly, they tend to let air out overnight, so you wake up with your face in your partner’s armpit (or with a rock trying to enter your spine). Not ideal. Secondly, they offer no insulation – meaning they will actually make you colder overnight. I do

like the fact that they fold up into a fairly small bundle; and they are affordable. But I will personally never sleep on one again. A far better option is a selfinflating mattress (available at any camping store). Self-inflating mattresses have foam inside, which insulates against the cold ground. The foam also means you won’t ever wake up flat on the ground with an angry-looking ant two inches from your nose.

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OUTBACK GOURMET

FOOLPROOF

FISH PARCELS BY JO CLEWS

With fire bans in place all over the country and temperatures just too hot to be bothered cooking over an open fire, summertime sees us having to dig out our tried and tested stovetop meals. This recipe I am going to share with you features frequently when I am catering for a mob of hungry clients in the Outback. It takes little time to prepare and less than 20 minutes to cook; and I can cook 20 parcels at a time on a gas hotplate, or in large baking dishes over a few gas burners. Most fish can be used for this method. Even whole fish can be done this way. I try to use one largish (approx 150g) portion of whatever fish I’ve got per parcel. I have had great success with Basa. I know it’s farmed and imported but it is cheap… and cooks up perfectly every time. Everyone I have served it to has loved it. Whiting fillets are my next choice, and I use two fillets per parcel

(as they are usually quite small). Salmon is hugely expensive but without doubt tastes a million dollars when cooked this way. method To cook these parcels you will need a hotplate over a gas burner; a shallow fry pan; or even the Weber set at a moderate temperature. Place one sheet of foil or paper on your work surface and smear a teaspoon of butter in the middle. Place the fish fillet over the butter, sprinkle with your favourite fish sprinkle and a squeeze of lemon or lime juice. Draw the top and bottom edges of the foil or paper together, and fold over a couple of times to encase the fish; fold over the ends to completely seal the parcel. Paper ends may need to be twisted, as paper tends to unfold (unlike foil, that stays put). Place the parcels onto the hotplate, fry pan or Weber and cook for approximately 12-15

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minutes or until you can press the thickest part of the ﬁsh with your ﬁnger and it is hot to the touch.

INGREDIENTS

Serve with cold salads for a cool summer meal, or stir-fried vegies and udon noodles for a hot meal on a cool night. Either way, enjoy.

i Your favourite ﬁsh herbs or seasoning

Tip. I like to use baking paper

as it can be burnt in the ﬁre after use, whereas foil can’t.

i 1 portion of ﬁsh per parcel per person i 1 teaspoon of butter per serve

i A squeeze of lemon or lime per serve i 1 30-40cm piece of foil or baking paper per serve

Tip. Australian Lemon Myrtle

and Pepper Berries are a lovely local seasoning.

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WINCHIN FOR

B EG

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S R E INN

S FO R U S IN G E U IQ N H C E T D N T IP S A F YO U R CA R . O T N T H E ES S E N T IA L O R F E H T T W E IG H T A T H AT B IG PA P E R N

BY SCOTT MASO

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For the vast majority of us, a winch is one of those ‘must have’ items, one of the ﬁrst bits of kit on the list along with a bullbar and decent tyres. Unlike tyres, which are used every time we turn the key, a winch generally does not see much use – but when it’s really needed we are useless without one. So with such little use it is easy to forget all the things we need to consider to get the job done safely and properly. Let’s break it down and have a look at the important fundamentals.

Dropping tyre pressures and clearing around the tyres can often get you out of a sticky situation

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Do I even need to winch?

So you’re stuck, but do you even need the winch? In many cases, simply clearing around the tyres with the shovel or using rocks and timber to pack the track can eliminate winching completely. Even reducing tyre air pressure can get you out of a situation safely. If all this fails, then you should be doing these things anyway in order to assist the winch – remember the more strain on the equipment, the more potentially dangerous the operation is.

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Do I have the required gear?

You have the winch; but do you have a good recovery kit? A lot of times you will need the ancilliary equipment to connect safely to an anchor point. Is your tree trunk protector in good order (not frayed or damaged and complete with data tag); are the shackles rated (stamped with Work Load Limit or Safe Working Load); is your snatch block in good order; are you connecting to properly rated

recovery points (if using another car as an anchor) and can you use a bridle to share the load?); is your winch rope or wire in good condition; and do you have suﬃcient cable dampeners (or air brakes) for the job? These may seem like simple things we are checking here… but it is amazing how easy it is to overlook the basics during the excitement of a recovery. Checking your equipment beforehand is the key (not later, after it has failed).

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Planning the winch recovery Setting up and planning the winch operation is the next important aspect. What are you planning to use as a safe anchor point? A tree, another vehicle? Will the winch cable reach the anchor? Will you need to use an extension strap or will you need to reduce the load on the winch by performing a double-line pull? Spend the time now to plan it carefully.

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Performing the recovery

Before commencing, double-check your connections. Ensure you have shoveled/packed and done everything you can to reduce the working load; and that you’ve identiﬁed and mitigated any hazards. Ensure that you have placed your cable dampeners at each end of the cable (approximately two metres from each end, and on each leg of the cable if you’re doing a double-line pull). Now for the really important bit before you hit the winch

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controller: Are all bystanders well clear? If you are not the one person in the vehicle operating the winch (or the person in control of the anchor point vehicle, if required) you have no place within the vicinity of the operation. As a rule, at least 1.5 times the distance away from the length of the recovery is the minimum safe distance for bystanders. Once you have taken up slack in the cable, you may assist the winch by slowly applying gentle

throttle in the stuck vehicle; but you must be very careful not to overrun the winch cable speed to create slack in the line. The resultant shock load when that slack is suddenly taken up again, if the vehicle suddenly rolls downhill or back into that mud hole, will likely overload the components and cause a breakage of some sort and potentially a very dangerous situation. If you are unsure of slack, do not turn the wheels and simply let the winch do the work.

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Freeeeedom! So now you have successfully carried out the recovery and the vehicle is safe. When packing away your equipment, spend the extra few seconds to inspect all of the gear you have used – checking carefully for damage. Any questionable items should be discarded, without exception. By carrying out regular inspections with new equipment you will learn to recognise when suddenly your gear looks damaged.

know first-hand that this guide is only that – a small part of what you should know in a limited number of words. The simple fact is there is no substitute for the hands-on knowledge and experience you will get out of a one-day winching course with qualified trainers. In order to cover all you really should know, we would have to dedicate several issues focused solely on winching safely – which would not make the mag the awesome read that Some of the best hard-earned you it is. Courses are available right could spend to enrol yourself in across Australia; so don’t just an approved recovery course. ‘think’ you know it all… there is no excuse – go out and learn it in a As a qualified instructor with proper training environment. Getabout Training Services, I NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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Winching Safety

» Take the time to know your equipment. Know the ratings of each item and, yes, go and read that boring old manual that came with the winch. » Watch a few recovery videos on the Internet and try to pick the errors – believe us there are a LOT of people out there doing it wrong! » The loads and potential energy

during any winching operation can be potentially fatal if something goes wrong. Take the time to plan the recovery; and ensure you inspect your equipment regularly. » Use dampeners or ‘air brakes’ over winching ropes; multiple dampeners (two metres from EACH end, over joins and on each side of multiple-line pulls) should always be employed – a simple blanket or jacket can be

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used if required. » Use only rated shackles and recovery points. Using a factory tie-down point or tow ball is a disaster waiting to happen.

» Inspect your gear for damage before and after each use. » Do not exceed equipment Work Load Limits (WLLs). » Always use tree trunk protectors, if required.

» Never use a tow ball as a recovery point – it could fail and » If you would like to improve become a deadly missile. your skills and learn advanced » Keep bystanders away, at least techniques, book in for an 1.5 times the length of the accredited winch recovery recovery (three times the length course. You will seriously be is even better). amazed at what you will learn. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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Handy Winch Tips Ensure your winch control cable can’t get caught up anywhere by wrapping it around your bar before placing inside the vehicle to operate the winch.

Don’t forget to pack your normal recovery kit. Those extension straps, extra shackles, dampeners, tree trunk protector, bridle and snatch block come in very handy. If you haven’t used your winch for a few months it may have

gathered internal moisture which can cause problems. Every so often, switch it on and run out half of the rope; then wind it back in. The running of the motor will create internal heat and help to evaporate any internal moisture. Gently ﬂow running water over your ropes or wires to remove buildup of contaminants like mud. Do not use high pressure, as this will drive any muck deep into the structure where it will then act like internal sandpaper.

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UNSEAL

READER

JORDAN’S HILUX

plans up his sleeve to grab some mates and head up and down the Last year, Jordan picked up his 2000 east coast on surfing, fishing and HiLux two months before he went wheeling adventures - when he’s not for his P plates. He’s pretty happy in the classroom of course. When with it, saying it hasn’t let him down he finishes school at the end of the yet and runs like a dream. It gets year, Jordan plans to go bush. After him where he wants to go, whether a couple of days camping, he’ll head it’s spearfishing, surfing or foursouth along the coast spearfishing wheel driving. He’s running Kumho his way towards Victoria. Now let’s Road Venture A/T tyres and Pedders all think back to when we were in suspension and plans to raise the Year 12 and wonder why we weren’t old girl up further and fit some as switched on as this young bloke? bigger tyres in future. He’s got some

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LED 4X4

RS’ RIGS

CHRIS’S FORD RANGER Chris bought his 2014 Ford Ranger XLS brand new and before he even took it home had it shipped straight off to TJM in Canberra for the full treatment. They took care of the suspension for him, with a 2in lift at the front and 3in in the rear. The TJM boys also fitted bar work, bashplates and a 9000lb wireless winch. The fuel tank guard and diff guards come courtesy of Superior Engineering while Xray Vision can

take credit for the 220 LED spotties and 24in light bar. He’s ﬁtted a Sammitr steel canopy and has a Rhino Rack Pioneer tray to mount his Maxtrax and shovel. Baintech has taken care of his electrical accessories with a 12V panel in the tub and additional Anderson plug. The engine breathes a little easier with the 3in exhaust from the turbo back and for a little extra grunt, and Chris installed a Steinbauer power chip for a little more mumbo.

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EMAIL US HERE

We want to see your 4WD in Unsealed 4X4. So much so, that we’re giving every vehicle we publish a one-year subscription to the Pat Callinan’s 4X4 Adventures magazine. Send in some photos and tell us a little about your rig!

ALICIA’S 200 SERIES

Alicia’s 2008 turbo-diesel 200 Series was bought to tow her family’s 25ft caravan but after they took a four-wheel drive course for her husband’s birthday, they were hooked! They got rid of a few computer issues by removing the power chip and remapped the ECU for more power oﬀ-road and while towing. They’ve had a GVM upgrade done and installed heavy-duty Old Man Emu shocks and springs. They ﬁtted 33in BF Goodrich all terrains,

and the exhaust system whistles a new tune thanks to Redback. An awning, Safari snorkel, steel bullbar and Ironman 4X4 winch, a UHF radio, Clearview towing mirrors and a Kenwood/Garmin touch screen stereo navigation system. Alicia and her husband have turned their ‘Cruiser into the ultimate touring vehicle, which is just as well because they’ve just started a huge trip around Australia with Gibb River Road, the Nullabor and Cape York on their hit list!

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PETER’S MITSUBISHI CAMPER

Peter’s Mitsy camper, or NTT (No Time Table) as it’s called, is quite the machine. It’s been to Birdsville, along the Oonadatta Track, Old Strezlecki… in fact, there’s not many places it can’t go – he’s even taken it where others dared not to for fear of the roads being terrible. He’s replaced the wheels with super singles, put in a front locker and ripped out the insides to reﬁt it as their full on motorhome. This year,

he installed a new UHF radio, a stone guard for the windscreen (following an unfortunate rock-meets-glass incident outside of Birdsville); he also got wheel pressure gauges and ﬁtted double compressors on board as most servos couldn’t keep up with the pressure demands from the massive rubber. Peter says the Mitsy camper is a great long-distance vehicle; it gets through water crossings with no problems and the extra height has the added bonus of oﬀering better views too!

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HYBRID SWAG

EBULA

WITH A DESIGN CLEARLY BASED ON OUR VERY OWN SYDNEY OPERA HOUSE AND WITH 360-DEGREE VIEWS TO MATCH THROUGH ITS UNIQUE WINDOW DESIGN, THE DARCHE NEBULA 1550 CERTAINLY IS A NEW TAKE ON THE STANDARD TWO-PERSON VEHICLE-BASED TOURING SWAG.

...

BY TIM STANNERS

BY SCOTT MASON

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It takes 90 seconds, they said. Well… we couldn’t quite match that; but once we got it set up, World War 3 nearly erupted amongst the crew as to who was going to be the ﬁrst to try this brand-new swag: Part of the Steel Swag Series from Darche. The Nebula 1550 weighs in at a decent 22kg but as a vehicle-based touring swag, it certainly adds some

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comfort and space over your standard double swag.

This ‘hybrid’ swag stands at 1.0m in height – and at 2.3m long and 1.55m wide, it almost gives you a ‘tent-like’ feel with the rugged comfort and durability of a swag. There’s plenty of room for two people who don’t mind a bit of touchy-feely at night, and the ability to sit fully upright allows for plenty of ‘changing room’.

EBULA 15 The Nebula 1550 is almost cavernous with entry points on all sides

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The Nebula’s ﬂoor base is made from 600gsm welded PVC and the near-vertical walls are made from a really decent 420gsm rip-stop canvas. There’s also an extra thick and comfy 50mm highdensity mattress to mould into at night. The outer ﬂy provides extra weather protection on three sides, as well as a neat little

awning-style roof out the front – which is actually big enough to ﬁt a couple of camp chairs underneath for shade. Camping in warm weather is where this design really hits the mark. There are four massive zip-style windows which can be rolled up to let the air ﬂow right

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The Nebula 1550 will transform you into Blue Steel too!

through, while the zipped ﬁne mesh keeps the mozzies out.

Nebula from its box, I put Darche’s 90-second claim to the test (you can see this in the We’ve yet to give this swag a run video). Unfortunately it looks like I in the cooler weather, but closing may need to go to swag school to it right up should create a nice come close to the record; but with warm air pocket to keep you snug practice I managed to be much during the winter months. closer. It took me just over four minutes to set the Nebula 1550 After the crew unpacked the up completely, including the ﬂy. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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Would I recommend the Nebula 1550? Absolutely… with a couple of minor things to consider. It is large when rolled up, but it comes complete with a properly-ﬁtted canvas carry bag; so it’s probably best carried up on a roof rack.

Despite the picture on the front of the box, the awning poles are an optional extra and they do need to be purchased separately. That aside, it is very comfortable and gives you the headroom that a standard swag doesn’t. Having

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slept in this hybrid over many nights now, I have to say it is fast becoming my favourite swag. It sure looks the biz and if youâ&#x20AC;&#x2122;re after something a little roomier than your ordinary swag, with

the durability and ease a swag provides, then the Darche Nebula 1550 could be just what the Outback touring swag doctor ordered. Check it out at: darche.com.au

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THE EDITOR Dex.

I don’t like oﬃces. I’m much more at home tapping away on a laptop next to a campﬁre and being surrounded by bush than in a cubicle made of something that looks suspiciously like asbestos and cheap carpet panelling.

MORE P

BETTER Q AN but what blows my mind is that we’re continuing to grow – with more and more readers jumping on board what I can proudly say is Australia’s best oﬀ-road publication.

So thank you for continuing to flick I was literally on my way out of the through our mag and for sending Unsealed 4X4 office doors to head in the hundreds of emails we get somewhere a little more scenic each week from people either for the evening (and to write this wanting to get involved or just column) when I was grabbed by saying G’day. All of us here are our designer extraordinaire Laura, humbled by (and so appreciative who told me to stop stealing all of) your good wishes. of the camping gear from our storeroom; and that we’d officially Unfortunately, I do have a bit of gripe this month. The annual Tuff cracked the 300-page mark this Issue. That’s over 100 pages more Truck Challenge was held a couple than any other mag on the market of weeks back and, once again, – and we’re still charging the low- the idiots have put a dent in our reputation as four-wheel drivers. low price of nothing. Apparently some MENSA genius And from looking at the reader decided that throwing a gas bottle numbers, you guys are enjoying on the campfire would be a barrel it too. Our previous Issue had of laughs and a young fella in his over 200,000 readers from all early twenties copped some pretty over the world. So we’re not serious burns as a result. I have only the biggest and most-read no idea whether he was involved (which we already knew about), in the initial action or not, but this NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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R’S COLUMN

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PAGES,

QUALITY ND STILL FREE! kind of rubbish has to stop. This is not a new thing, either. I remember I attended Tuff Truck back in 2003 (or was it 2004?) when pretty much the entire campground was woken up at about 3am by what sounded like a Howitzer impacting the site. Somebody who had obviously eaten a lot of lead paint chips throughout his childhood had decided he didn’t need his 9kg gas bottle anymore… and thought it’d be a hoot to throw it on the fire. The explosion was deafening. This is the kind of behaviour that tars us all with the same brush, and we need to start being proactive in cutting these goons off from our community. Pete, the bloke who runs Tuff Truck, has made huge inroads into cleaning the event up and making it much more family-friendly, and full credit to him and the competitors who make it out there each year. And I’m by no means saying you shouldn’t go there and have

some fun – it’s a great event; but the guys who come to oﬀ-road events to cause a ruckus and act like window lickers really don’t deserve to be there. These are the same guys driving highly illegal trucks and cutting through virgin bush when they go oﬀ-road – they’re the guys the rest us roll our eyes at and mumble ‘dickhead’ under our breath at. We really need to stop the eyerolls and start having a word. This is Darwinism at its worst and it’s time to ‘thin the herd’ a little. The culture of competing for the biggest bogan title is causing so many problems for those of us who just want to get out and enjoy the bush in our 4X4s. I hate that a young bloke was hurt, and if it doesn’t serve as a wake-up message for the rest of us to start squashing this type of behaviour before it gets out of hand, I don’t know what will.

Dex.

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ADVENTURE

Grab a drink, heat up a bowl of buttery popcorn and get ready for ano everything from 6X6 vehicles climbing vertical walls, to an old battler

This water crossing is a bit much for the 200 Series, so a tank tows it through. Standard…

Will the old HiLux make it to the top of Big Red?

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CINEMA

other instalment of Adventure Cinema. We’ve got of a HiLux having a crack at Big Red in the Simpson Desert.

We don’t know what a Weismann 6X6 is, but after seeing it climb a wall… we want one.

”How Not To 4WD” – the title kind of says it all.

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Water crossings. This one was tame but you never know what lurks beneath the surface â&#x20AC;&#x201C; a nice big rock hidden at the perfect height to smash your diff, or a big deep section ready to sweep you away. Spotters polarised Copper sunglass lenses will eliminate reflected water glare and enhance your depth perception to see you through some gnarly situations.

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ADVENTURE

CINEMA Pat takes a look at BluямА Hut and shares a few local hut rules from the High Country etiquette book.

If you have ever wondered how ARB Air Lockers work or why you need them, then this clip is for you.

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ADVENTURE

CINEMA

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A bogged 4WD tour bus on Moreton Island with an incoming tide… yep, better call the front-end loader.

Pat tackles Cape York’s infamous Nolan’s Brook.

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GOT A TRACK UPDATE FOR US? If you see or hear of any road or track closures due to weather or restricted vehicle access, get in touch with us so we can let the rest of the four-wheel drive community know. editor@unsealed4x4.com.au

ROAD AND TR

WHAT’S HA

IN YOUR NECK O

NORTHE TERRITO

WESTERN AUSTRALIA

S AUS

› WARNING! This road and track guide is as up-to-date as possible, but weather conditions can change in the space of minutes. Before venturing into the bush, check with local police, National Parks or the managing authority for the area you will be travelling in before leaving. NON-INTERACTIVE VERSION | PLEASE INTERACTIVE MAGAZINE AUSTRALIA’S MOSTCLICK READHERE 4X4FOR MAGAZINE

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RACK REPORT

APPENING

OF THE WOODS?

ERN ORY

QUEENSLAND

SOUTH STRALIA NEW SOUTH WALES

VICTORIA

TASMANIA

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AUSTRALIA’S TROPICAL O OUTSTANDINGLY DRAMA SEASONS – THE LUSH, R SEASON AND THE LONG P WHICH PORTRAYS THE LA

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OUTBACK IS A PLACE OF ATIC AND CONTRASTING REJUVENATING MONSOON PARCHED ‘DRY’ – EACH OF ANDSCAPE SO DIFFERENTLY.

Y BARRY LYON

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The transition from almost ﬂuorescent green grass to straw brown is a slow one, wrought by endless sunny and rainless days. However change is inevitable, and by roughly June/July each year the tropical savannahs and woodlands have been transformed to a state where the grass, often in great abundance, is ready and willing to burn.

Aboriginal people traditionally lit ﬁres according to established patterns to help provide food and basically manage the countryside. The wisdom to do so was gained over many thousands of years. These days Aboriginals, rangers, graziers and other ﬁre-savvy land managers continue to burn in the early part of the dry season in a

controlled manner – often based on that Indigenous knowledge. Fires may also be lit at the start of the wet season (these mimic natural lightningignited ﬁres). The extent of burning in the north often surprises many visitors.

However this practice is very important for the tropical ecology (except rainforests). Ideally it creates a mosaic of burnt and unburnt country that benefits wildlife, and also helps to protect against later hot wildfires. Wallabies, kangaroos and cattle thrive on the fresh green grass that sprouts after early ‘dry season’ and ‘storm season’ fires. Some pigeon and parrot species such as the endangered Golden Shouldered Parrot rely on open, burnt ground. Here they feed

Lizards, birds and insects all suﬀer from habitat destruction after the ﬁre passes

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Rangers regularly backburn to reduce ﬁre intensity

on fallen grass seed that easily survives ‘cool’ ﬁres. Seeds from some plants require heat or smoke before they germinate – the beautiful Banksias being a famous example. Unburnt areas are a haven for wildlife that needs grass… from that basic animal of the food chain, the grasshopper, through to various birds, mammals and reptiles. Fires that occur later in the Dry are regarded as wildﬁres. They typically burn out vast areas causing untold environmental damage and destroying fodder. They often threaten homesteads, campers and travellers.

Large wildfires also produce huge quantities of greenhouse gas emissions such as methane and nitrous oxide; they release carbon; and their flames can damage ‘fire-sensitive’ rainforests. Some of these wildfires are caused by escaped campfires (or other accidents), but most are started by arsonists. Because of their size, these blazes are typically hard to contain. Fire fighters usually have to resort to back-burning off roads or dozed control lines (often in the cool of the night) to have any chance of success.

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Being confronted by a ﬁre of any type can be disconcerting to say the least. Fortunately smoke usually signals fair warning, enabling time to drive well away. In more urgent situations, the sight of smoke alerts people of the chance to move to bare ground or the relative shelter of a creek or gully.

In a real emergency when a ﬁre front is approaching in savannah grasslands (only), it is possible to ﬁnd an area of shorter grass, light it up yourself, and then move onto the burnt ground when (and where) it’s safest to do so.

This may mean leaping or driving over some flames. However if you wait for the wind to momentarily ease and approach from the Fire burns much more quickly quieter-burning rear part of the going uphill than downhill… a point to keep in mind. fire, the risk is much reduced. And certainly better than being In fact, a fire’s ‘rate of spread’ confronted by an advancing solid doubles for every 10 degrees of wall of flame! Either way, this uphill slope; and conversely halves approach should only be used in a when burning downhill. genuine emergency.

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This method, often known as ‘making a blackout’ (of a different kind), will not work in a forest fire or normal bush fire as we generally know it, as the flames are moving high through the foliage and are not just confined to the ground.

Avoiding parking or camping in long grass is a wise idea, too. It is the unexpected that often catches people out – a wind swirling through a campﬁre surrounded by dry grass or dry leaf litter can be a real drama!

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While ﬁre in Australia’s north is very much part of the scene, as with anything else in the bush dealing with it is very much a matter of common sense; and trusting instincts and advice. Above all else, it’s about being careful. Just once in our 30-odd years of frequent camping we have been threatened by a bushﬁre. Seeing the distant smoke we simply packed up and moved on… away from the danger!

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UNSEALED 4X4

EV ESC

THE O

So my Patrol has had new wheels and tyres, suspension, roof rack with rooftop tent and awning and a dual-battery system installed. Recently I’ve installed more lighting than you would ﬁnd at a Rolling Stones concert too… so you could say the old girl is really getting there. But as I’ve been spinning the spanners myself, I’ve had no time to use it!

That all changed when my wife and I realised we had a free weekend. Literally 30 minutes later, the Patrol was packed and we were oﬀ to ﬁnd a new spot (to us) in our native NSW Blue Mountains. I was really interested to see how all these enhancements performed in the real world. We even timed setting up and packing down, and had it

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STAFF CORNER

CAPES

OFFICE

licked in under 20 minutes (which is pretty impressive). So, my favourite modiﬁcation? I would have to say the dualbattery system, which kept the cans cold in my fridge. A close second though would have to be the Narva LED strip lighting that I ran along the alloy channel in my awning. The strip lighting literally sticks in place, and can be cut to

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length. All I had to do to complete the installation was solder on a 12V plug and run enough cable to reach the Baintech accessory panel in the back. It’s brighter than a late-night kebab shop and took literally 10 minutes to install! This was a great shakedown run for the Patrol; and the start of many more adventures. I really love that old truck of mine!

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D TO GET TO THE SNOW

S WINTER

US SERIOURE… NT N-UP ADVER OW IN A G OF WAY KIND

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Winter is right around the corner. Fireplaces are ﬁring up and 4X4s are getting parked up until the weather improves. It’s a scene we all see year in and year out, and it just makes no sense at all. The snow (and cold) is just as much a part of life in Australia as heading to the beach when it’s warm and kicking back around a campﬁre with a cold beer or two. But sure enough, every autumn the camp chairs go back in the shed and we all head inside to huddle around the TV.

This year, buck the trend. Strap the swag to the roof and set oﬀ for an adventure most people can only dream of. Here are six reasons you’d be mental not to camp in the snow this year.

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ANYWHERE IT SNOWS IS

SOMEWHERE AWESOME ANYWAY Let’s rattle oﬀ a few of the most common places to lock the hubs in the snow. Victorian High Country, Barrington Tops, Snowy Mountain National Park, basically all of Tasmania… If there’s a reason these places all sound so familiar, it’s because they are all amazing places in their own right. People ﬂock to

them rain hail or shine; they travel from all across the world to come and see them. It’s safe to assume they’re on your ‘must-do’ list anyway – so why not see them in a way few people ever do. You get the snow driving experience, and you get to see an amazing part of Australia in the process.

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MAGAZINE

READER SURVEY

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IT SHOULD BE

ON YOUR BUCKET LIST

For lucky people living in the lower third of the east coast, this doesn’t apply to you. For everyone else this is a standout trip – not the kind of thing you punch out over a weekend because there’s nothing on the boob tube. You wouldn’t hesitate to travel for weeks to see the

tropical parts of Australia, or the huge expanses of the Outback, or the crystal-clear white sand beaches of the west coast – so why the hell are you not planning a snow trip right now? It’s a part of the Australian landscape and any adventurer should be itching to see it.

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ESCAPE the

CROWDS

Getting away from the crowds is one of the best things about camping. Camper trailers, 12V fridges and roll-out awnings all shelter us from the elements and make the trip that little bit more comfortable. So it stands to reason the big attraction is the isolation, falling asleep to the sounds of nature all around

as you stare up at the stars. The best part about camping in the snow is the isolation. While all the weekend warriors are tanning themselves indoors in front of their microwaves, youâ&#x20AC;&#x2122;ll have the campgrounds all to yourself. Unadulterated isolation, without the people two sites over blasting Alanis Morrissett at 2am.

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YOU GET TO buy

NEW GEAR

There’s no such thing as bad weather, only bad gear. The lowest Australian temperature ever, in all of recorded history, was –23ºC near Mt Kosciuszko over 20 years ago. To put that in comparison, the average low in Greenland is just three degrees warmer. Greenlanders eat, sleep, and work in that sort of weather for half the year. They’re able to do it by

donning the right gear. A properlyrated sleeping bag, a solid pair of boots, thick pants, a down jacket with a beanie and a set of thermals can have you handling extreme weather like an Eskimo. Duck down to the local outdoor outﬁtters and chuck it on a layby… after all, who doesn’t love stocking the shed with new camping gear?

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KILL TWO BIRDS WITH ONE STONE

Every man, woman, child, wife, girlfriend or emotional boyfriend loves the snow. For us Australian’s it’s a bit like a Canadian heading to the beach. We don’t really get the road closures or rust issues from it – so it’s always seen as an adventure. Even heading down for a day in a snow park with a rented Toyota Corolla is enough to

create memories for a lifetime. So why not push it to the next level? Bring the family along and you can tick all the boxes like building snowmen, tobogganing, snowball ﬁghts and building an igloo… all while having a seriously great time. It’s the ultimate family-friendly sleeves-rolled-up adventure. Just remember to pack the snow gear!

THE SNOW MAGAZINE

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GO BEFORE YOU CAN’T

Let’s not sugar-coat it, Australian pollies get overwhelmingly tight in the pants at the thought of more regulations. For a country that’s essentially the longest-running and most confusing episode of Prison Break ever, we sure do love throwing up gates and imposing restrictions. The harsh reality is sooner or later seasonal closures,

and people whose opinions count for a lot more than they should, may mean heading oﬀ into the snowy wilderness is something we can only experience on TV. Get out there and make the most of the snow while you can. The more of us using these places responsibly, the harder it will be to lock them up.

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These days, the idea of cruising down to the local beach camp with an Esky and a dome tent is similar to medieval torture for many; we all want more luxury and mod cons while out exploring. While out shooting the LED driving light comparison in the last issue, we bumped into Cigi and Jose who were travelling around Australia

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in their BT-50 Extra Cab with a Rhino Camper slide-on mounted to the rear. We literally couldn’t stop looking over in their direction, and had to ask if we could take a closer look at their setup. Hey, when an opportunity presents… you strike! Their own description of their camping setup is spot on too: “It’s light, comfortable and simple to set up.”

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THE CAMPER Jose had the line of the day when asked why they chose the Rhino slide-on. “They also make boats, so the slide-on shouldn’t leak.” Pretty hard to argue with that, but there are other key points we took away from our quick viewing. These slide-on campers are made in Australia, which gets a massive tick of approval from our end. This also helps if there is a warranty

issue or any damage arises; chasing spare parts and advice shouldn’t be a drama. Being of all-fibreglass construction, Rhino Campers are actually really light. There are two sizes available: A 2.1m that weighs just 280kg, or the longer 2.4m camper that tips the scales at 320kg. When you think about it, that is roughly the combined weight of a young family of four.

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The layout of this camper is rather smart… especially for a touring couple. On the driver’s side of the unit there is a standard-size double bed with storage underneath. It is deceptively roomy too; there’s ample space for two people inside. On the passenger side is a spacious kitchen (that can be further customised during the build process) with an 84L water tank and space for a fridge as well as numerous storage bins. It is a simple layout, but one that just works. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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OPTIONS

As well as giving a choice of overall As mentioned, two different sizes dimensions, Rhino offers a few are available. If you own an extra- key optional accessories to pimp your camper out. Everything from cab 4X4 ute, the smaller 2.1m additional fly screens to 100Ah model should fit the bill nicely. AGM Deep Cycle batteries can be Those with single-cab utes can selected at the time of purchase; as choose to run the longer 2.4m well as lighting, and awnings that unit – which allows for more run from the side to the rear of internal storage and sleeping the camper. Apart from the look of space. The slide-on can be lifted the camper, it seems nearly every off the vehicle with the use of supplied support arms – meaning aspect can be modified to suit your you can set up base camp and still own tastes and requirements. use your vehicle for day trips or a quick blast to the shops.

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SPECIFICATIONS:

For more information on Rhino Campers, check out the website: traytopcampers.com

rhino slide-on Width Length Height

2m Choice of 2.1m and 2.4m 1.250m at the rear and 1.050m at the front

Priced from

$14,688 (2.1m) and $15,695 (2.4m)

Standard inclusions

» Double bed with foam mattress » Four wind-up legs for loading and storing the camper » 84L water tank with electric water pump and tap » Fully lined inside with marine-grade fabric » Dust-proof hatches – both sides and rear » Camp kitchen » Full under-bed storage » Two wind-out windows and fly screens on the ‘bed’ side hatch » Removable kitchen prep table » Two LED lights in the bed area and one in the kitchen » Fuse box and 12V plug in kitchen (one 12V plug in bed area) » Anderson plug to connect to the vehicle

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MAGAZINE

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