UNSEALED 4X4 ISSUE 005

16 2 PAG

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(FO RF RE E)

ES

TRALIA'S LLY AUS OFFICIA

No.1

* ZINE A G A M 4X4

5 4X4s

HOW TO:

BEST BUDGET

WATER

CROSSINGS UNDERBODY

WHAT YOU'RE DOING WRONG

AMOUR

OFF-ROAD

GUIDE

RIP-OFF OR NOT?

THE L.E.D WAR that rocked the 4X4 world

ISSUE 005 0BITCOIN

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GEAR NEWS

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LIGHTFORCE

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RIP-OFF O

THE L.E.

that rocked th

LIGHTF

VS

AR

Lightforce, one of Australia’s most-respected high-end LED spottie, and it bears more than

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ARB

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OR NOT?

.D WAR

he 4X4 world

FORCE

VS.

RB

lighting brands, has just released their latest n a passing similarity to ARB’s LED Intensity.

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ARB

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The Background

Ever since I can remember, Lightforce has been the innovator and the goldstandard of 4X4 auxiliary lighting.

They’ve always been some of the bestlooking, brightest, and most-durable on the market. If you wanted a fair-dinkum set of spotties – you could never go wrong with a set from Lightforce. Plus they had always been Aussie-made, wearing the mark of the proud Skippy.

But two years ago, ARB caught them asleep at the wheel with the launch of their innovative high-end Intensity light. You see, ARB had a problem that was shared with most 4X4 tourers. LED technology was bright, energy-efficient, and durable – but the form factor of how it was delivered, usually by way of a light bar, didn’t exactly fit well into your standard bull bar. Seeing room for innovation, ARB worked with American off-road LED lighting pioneer Rigid Industries to put hightech LED technology into a more familiar shape. The ensuing product took the high-end lighting world by storm, firmly planting it in people’s minds as the light to have.

Even though Lightforce’s competing Genesis HID put more light further down the track, at a more affordable price, the crowds had spoken: LED was in, and almost everything else was out. It wasn’t until a few months ago, almost two years after ARB launched the Intensity, that Lightforce launched a competing range of LED products.

The Copycat

Lightforce has always made a fantastic product. The issue here though is that the Lightforce LED215 bears more than just a passing resemblance to the ARB Intensity. The striking similarity begs you to ask the question: “Is it a direct copy?”

No other major aftermarket lighting company has produced an LED light that looks even remotely similar to the Intensity, likely because they are not blind. They’ve all put their own engineering prowess and design considerations into their own unique products. Hella’s LED offering looks nothing like ARB’s, nor does Peak’s offering, or Narva’s, or Xray Vision’s lights.

The two share an almost identical LED array, a similarly-styled bolt-on front cover, a waterproof connector made by the same company, and a remarkably similar stainless steel mount. You’d even be forgiven for thinking the light’s heat sink is exactly the same. Sure, the colour is different, but in my opinion, everything is way too similar.

There are some changes, but that’s something I can’t help but think was instigated more by the legal team than the engineering team. Take one quick look and you’ll understand why we have reason to believe that both companies have been in legal discussions about the similarities of the Lightforce product.

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Is it a Knock-off of a Knock-off?

Months after the ARB Intensity was launched, Chinese factories (namely those located near Guangzhou) started pumping out knock-off versions of the Intensity. As demand increased, frankly the quality of the product increased. While it never quite reached the quality you’d expect from a well-known manufacturer, it certainly made a statement that said: “we could manufacture your lights.”

Our suspicion is that one of those factories is now producing the LED215.

When we asked Lightforce if the LED215 was designed ‘from the ground up’ by their team, or if changes were made to an existing

light produced by their selected manufacturer, Lightforce’s response was that they “selected a business partner who we knew would be able to interpret our design improvements, and work with us to create the best light for our end customers…” The very fact that they’re talking about improvements seems to confirm our suspicions.

At the end of the day, China is the leader in technology manufacturing, and even Apple outsources production of the iPhone to Foxconn, a completely different company. So it’s not always a bad thing from a quality standpoint. That being said, Lightforce has built their reputation on Aussie-made products, so it’s a bit unsettling to see the iconic Australian brand shift manufacturing overseas for their high-end product range.

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XTR SHOCKS

ULTIMATE OFFROAD SUSPENSION

CHECK OUT THE LATEST VIDEOS

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What’s Different?

little if any weather sealing, and undesirable materials. They lack the Lightforce added four separately switched daytime running lights at the high quality construction of both the edges of the LED light array to give the Lightforce and the ARB, have ZERO backup if they were to fail, not to LED215 a cool, modern look around town. Mounting filters to the Lightforce mention that they’re all show and no go –they don’t perform. One particular is also much easier than with the ARB light has copied the ARB so effectively, Intensity. Lightforce claims a higher they’ve even ripped-off their logo. light output at longer distances, but We reached out to ARB for comment we’ve found the ARB to be much on the rumour that these lights are brighter at the distances that matter, so similar they’re actually the same usually between 100-200 meters. light…made in the same factory. They assured us there’s no truth to that, as the ARB Intensity is manufactured in The Real Knock-offs the United States, and the knock-offs Setting design similarities aside, ARB are made – as you might have guessed and Lightforce both make a great – in China. product. The real knock-offs here are the lights that use subpar components, Words by Matt Scott

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INTO THE WILD:

TOP NATIONAL PARKS FOR 4X4S

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Flinders Ranges National Park Experience earth’s majesty in this ancient terrain offering a truly Australian landscape of arid desert and mountain ranges punctuated by tree-lined creeks and gorges.

Lock in the hubs and drive down Bunyeroo Creek or Brachina Gorge until you find a campsite to your liking, or hit the blacktop and join the crowds at the world-famous Wilpena Pound – a mountainous amphitheatre worthy of strapping on your hiking boots.

Alpine National Park

History is prolific throughout the park, with Aboriginal rock carvings and ruins of early European settlements completing a 4X4 experience that ticks all the boxes.

Bang in the middle of the revered Victorian High Country, the Alpine National Park is a true four-wheel driver’s paradise with plenty of wheellifting hill climbs, river crossings and stunning ridge-top trails.

The Blue Rag Track and Billy Goat Bluff Track are two of the more popular routes and rank highly on the pucker scale, however there are enough trails in the area to fill an entire magazine.

Snow is common in winter when many of the tracks are closed, while river crossings and hill climbs can be deadly after rain.

When the sun is out this region offers idyllic camping among amazing mountain scenery and is a must-do 4X4 destination.

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Munga Thirri (Simpson Desert) National Park One of Australia’s best known desert crossings, and for good reason – the Simpson Desert is a magical place.

Best travelled west to east for easier crossing of the sand dunes moulded by prevailing winds, there are a number of tracks through this desert wonderland, with the French Line, QAA Line and Rig Road the most popular.

Finke Gorge National Park A hundred kilometres west of Alice Springs is this relatively small national park with one of the best 4X4 treks in the country taking you through a series of desert oases including Boggy Hole (which is far from “boggy”) and Palm Valley.

This is seriously remote country with the challenging trek taking four days or more. Adequate preparation is required and tracks may be impassable after rain.

Camp in between any of the 1100 dunes and hike up for the sunset, which will be a good as you will see anywhere.

The route follows the Finke River, which is said to be the oldest in the world, although it rarely flows today, allowing this journey between its waterholes.

Most of the route is on sand, with rocky sections requiring a reliable, high-clearance 4X4. You should travel with a second vehicle and recovery gear along with a means of emergency communication.

Camper trailers are ill-advised.

Camping is spectacular at Palm Valley and especially Boggy Hole.

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Snowy River National Park Adjacent to the Kosciuszko and Alpine National Parks, the Snowy River National Park shares many traits with its high country neighbours.

Huge gorges, old-growth forests and the majestic Snowy River combine as wilderness waiting to be explored.

Stunning scenery is offered on the many 4X4 trails throughout the park, with the Deddick Trail the best known due to its challenging sections such as The Staircase, recommended to be tackled only in a northerly direction when the track is dry.

Karijini National Park

There is beautiful river-side camping throughout the park, while rafting or canoeing down sections of the river is a stunning experience.

Located just outside of the mining hub of Tom Price in Northwest WA, the Karijini National Park is a visual nirvana of beauty. The spinifexrich dry lands are like a perfectly manicured garden, with ample room between species, all placed on a bed of iron-rich dirt. You might think you’ve seen red dirt–but until you’ve been to the Pilbara…well, it’s like they stole some extra ink from the Pantone chart. And then there are the oases; waterfalls, spider walks and swimming holes that are unlike any other. Plus, mining royalties for roads ensures the corrugations won’t shake your fillings loose.

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Jardine River National Park Cape York is seen by many as the ultimate 4X4 destination, with extreme driving through an amazing countryside steeped with history and heritage.

The Jardine River National Park is in the thick of it and accessed only via four-wheel drive, most excitingly via the infamous Telegraph Track and its dangerous creek crossings – Gunshot and Cockatoo Creeks.

For the brave or foolhardy, you can also attempt to cross the Jardine River, however these days most take the car ferry via Bamaga Road, which also skips the creek crossings.

Kakadu National Park

Other must-see sites include Twin Falls and Fruit Bat Falls as well as Captain Billy Landing and the Cape’s WWII relics.

Not the place to go if you are after an extreme off-road adventure, however Kakadu is the largest national park in Australia and has dual World Heritage listing for both its cultural and natural wonders.

Camping oases such as Jim Jim and Twin Falls are accessed only by a high-clearance 4X4 in the dry season, offering plenty to satisfy your 4X4 cravings, while the fishing is exhilarating as you compete with the crocs to land a big barra.

Aboriginal art is as good as it gets and a boat or chopper ride is a must to get perspective of the region.

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Greater Blue Mountains National Parks Whether you are searching for doubledifflock trails, peaceful camping, hiking, caving or stunning scenery, then the Blue Mountains has it all.

Only 90 minutes from Sydney and listed as a World Heritage area, you could spend months exploring its offerings.

For those with less time, Burralow Creek camping area is on the edge of the mountains closest to Sydney and accessed by a fairly easy track which leads to a flat and grassy campground that is a great base from which to explore the region and the nearby Grose Valley.

Bay of Fires Conservation Area Experience stunning beach camping on Tasmania’s north-east coast in a conservation area named by the Lonely Planet in 2009 as the “world’s hottest travel destination”.

Other unsealed attractions in the Blue Mountains include The Lost City, Kanangra Walls, Newnes ruins, Newnes Plateau, Mount Walker, the Six Foot Track and McMahons Lookout.

Words by: Tom Haynes

This accolade has increased its popularity, however the attractions remain, including the azure ocean lapping on pristine beaches and associated activities like fishing, surfing or hiking.

There is plenty of camping throughout the park at picturesque locations such as Policemans Point or Eddystone Point and while most locations don’t require you to lock in low range, there are plenty of 4X4 trails in the area, which has stunning driving and is worth the trip.

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1 x AIR LOCKER $995

1 x AIR LOCKER, COMPRESSOR

AND PUMP UP KIT $1195

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For your closest ARB outlet call 1300 ARB 4X4 or visit arb.com.au Promotion runs from 29th September to 28th November inclusive. Offer applies to CKMA12 compressor only and excludes RD99CE Air Locker. Normal fitting charges apply. Available to Australian customers only. Not to be used in conjunction with any other offer.

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CRYSTAL BALL

WHERE TO NEXT FOR UTES?

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WAY back in 1955, Datsun’s range of commercial vehicles boasted a crew cab ute – four seats but just two doors and a cargo tray body about the size of a decent wheelbarrow.

So the next Nissans, Toyotas and Mitsubishis will have to be good to hold their places on the sales ladder. These utes also need to be good to uphold solid reputations earned over the decades.

By 1972 there was a four-door Datsun 620 ute which became the Datsun 720 in 1980 which morphed into the Nissan Navara from 1986.

This next Nissan Navara ute takes over from both the current, albeit 10-year-old, D40 and the 17-year old D22 Navara.

Now, some 60 years on from that first crew cab, the world waits on the latest in Nissan’s four-door utes. And the next Toyota HiLux and Mitsubishi’s Triton.

This trio was the first of a new generation of dual cabs, tailored as much for recreation as work, which arrived in 2005 and 2006.

Then the competition warmed up from 2011 with all-new Fords, Mazdas, Isuzus and Volkswagens landing with, in many instances, improved dynamics, comfort, style and safety. Some of these are already heading toward a mid-life upgrade.

Due in Australian showrooms early next year, the next dual-cab Navara sits on a new platform with an all-new and more sculpted body that’s a little lower and shorter than the current ute.

There are two, 2.3L diesel engines.

The single turbocharged engine produces 118kW and 403Nm, the twin turbocharged engine has 140kW and 450Nm. Then there’s the choice of sixspeed manual or seven-speed auto.

The Nissan’s cabin has also been extensively reworked and boasts a raft of comfort and convenience features plus seven airbags.

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Prices for the new utes will be known closer to the launch date.

THE next Triton is now expected early next year.

Nissan’s new platform could also spawn a proper off-road wagon, just as the Isuzu D-Max is father to the MU-X wagon and Ford’s Ranger ute will be the base for the forthcoming Everest wagon. That would fill Nissan’s model gap now the Pathfinder has gone all soft and snuggly.

Mitsubishi Australia is hoping there will be images, and information, on the new model out of the Thai factory by December and the Triton released here in the first quarter of 2015.

There’s not as much known yet about the next Toyota HiLux, despite some spy shots of disguised prototypes taken in April showing frontal style more like the latest Kluger wagon’s treatment and a longer, wider body.

Toyota Australia is tight-lipped about the eighth generation of the everpopular ute but will admit there’s a deal of interest out there judging by increasing enquiries from the media and the public.

It does appear there will be Australian engineering input into the HiLux suspension and handling dynamics.

And when those spy shots were taken there was a Ford Ranger, Volkswagen Amarok and D40 Navara among the convoy, obviously benchmark vehicles for Toyota’s local and Japanese engineers.

There’s speculation this next Triton will incorporate some of the dramatic style seen on Mitsubishi’s GR-HEV concept shown at the Geneva Motor Show in 2013. There’s also the suggestion the next-gen Triton line-up may include, further down the track, a hybrid dieseland-electric option to complement traditional powerplants as with Mitsubishi’s Outlander PHEV. For now it’s a fair bet this Triton will still sport some body curves, offer diesel and petrol options plus Mitsubishi’s Selec-Trac four-wheel drive system with upgrades to current drivetrains rather than all-new configurations. It would feature all the latest in safety gear and driver aids, likely to help it earn a five-star ANCAP rating.

For now the current Triton ute remains a popular little truck. It may date back to July 2006 but today it’s Mitsubishi’s numberone seller here, aided by updates, better supply and very sharp pricing.

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dolium.com.au

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The Ford Ranger’s been kicking goals since launch in September 2011 with a mid-life upgrade expected in 2015. But with the current combination of style, dynamics and specifications winning the Ranger critical and consumer acclaim, any changes should be minor.

The D-Max was launched here in June, 2012 and would be expected to be around in its current form for a few seasons yet.

There’s nothing forthcoming about any major update plans for Holden’s Colorado. Launched in mid-2012, it’s only two years old and had a new 2.8L The Ford’s been helped in recent diesel, new six-speed manual box plus months by freer supply after some production delays for Wildtrak versions Trailer Sway Control thrown into the and some colour combinations. There’s mix late last year. also been some re-alignment of And there’s little news to share yet about specification packages. the Mazda BT-50, although we do know the Mazda’s Big Grin style will be toned Isuzu’s D-Max will continue to soldier down when a new model is released in on through 2015 with a minor update 2015 in the wake of relatively poor sales due sometime in the next 12 months.

It’s understood that these changes will of its current model. While a signature not be major, rather there will be some Mazda look, the Big Grin has been cosmetic freshen-ups across the range. seen as a bit too car-like, a bit too overdesigned for the ute.

CONCEPT DRAWING

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Mazda Australia boss Martin Benders recently told The Sydney Morning Herald: “[The current design] is very polarising.

You can argue that it’s not a problem but when you see what the ford Ranger does in sales and what we do, and where we miss out, we know that lower fleet sales are partly attributable to design.

“I’ve seen what designers have done – they’ve taken away some of the exaggerated parts and they’ve made it a little less bold. The facelift won’t have the horizontal chrome grille lines that the Ranger has got but it will still be pretty tough. It’s due in the second half of next year.”

The VW Amarok is expected to continue as before over the next 12 months.

The first of the VW utes arrived in early 2011 and the range has gradually been expanded with different trim levels, the most recent being a Canyon edition with extra high-end add-ons such as 17-inch Roca alloy wheels and satellite navigation plus different exterior trim.

The BT-50’s been selling around 1000 a month, most of those higher-grade, diesel-powered and four-door utes. The Words: Bruce McMahon Mazda arrived in late 2011 so a model update is certainly due regardless.

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YES VS NO

DO YOU REALLY NEED LOW RANGE?

ROBERT PEPPER THINKS IT’S TIME FOR 4X4 CLUBS TO CHANGE THEIR LOW-RANGE-ONLY RULE, MATT SCOTT THINKS IT SHOULD STAY

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Over time, things change. Societies shift focus, what was once acceptable becomes taboo, Australia’s best 4X4 magazine is online, and rules that were reasonable years ago begin to look outdated. Specifically, the line in the big book that says 4X4 club members must have low-range 4X4s.

This used to be sensible. The club existed for the purpose of roughterrain bush touring, and if the car didn’t have low-range, it’d struggle.

The rules probably also mentioned the (male) president should be addressed as “Sir”, and maybe mandated AM radios and cross-ply tyres as standard equipment.

So rules must move with the times, and it’s time now for the low-range rule to be dropped. Yep, heresy.

Does that mean opening the door to softroaders and running super-easy

trips? Absolutely not. I’m a huge softie fan, but the fact is they cannot proceed as quickly or as easily as a low-range heavy duty vehicle, particularly when loaded, and that will slow up a convoy.

Four-wheel drive touring is not a speed event, but neither do you want to have to build tracks or recover vehicles every half hour. It’s a bit like saying if you’re going on a bushwalk you should wear hiking boots, not sneakers. That said, I’ve run successful off-road trips in softroaders, and the likes of the Subaru Club end up in most places they want to go – just follow their Facebook page.

Yet fundamentally, low-range was only ever a workaround, designed to deliver useful amounts of torque at very low vehicle speeds, and to provide engine braking. If you can achieve that without the addition of a heavy two-speed transfer case then why not?

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Today’s engines commonly have outputs in excess of 200kW, and that’s the diesels. Torque of 700Nm+ doesn’t raise an eyebrow. Automatics are 7, 8 and even 9-speed, and vehicles are finally becoming lighter.

All this means modern cars have less and less need of low-range, like the new Range Rover Sport and VW Amarok, (editor’s note: the manual Amarok has low-range) both of which are capable vehicles I’d take anywhere in the High Country. Granted, they would be even better with low-range, but nevertheless I’d rate both of them well above the likes of, say, the R51 Pathfinder, and many older vehicles without traction control. These new cars have the clearance, power and robustness of a low-range 4X4, as distinct from the likes of the X-Trail, CX-9 and CR-V, which are designed all the way through for light duties, lacking a decent 4X4 transmission for starters, let alone underbody protection.

So 4X4 clubs, what you really mean is a rough-terrain vehicle, and if it does the job what does the transmission matter? If you continue to exclude vehicles without low-range we will have the tragi-comic mess of a club denying membership to an owner of an Amarok TDi but allowing in the owner of a 1980s HiLux, and you’ll look as foolish as if you required your members to pay their fees by cheque.

›These Amaroks lack low-range, but believe me, you’ll have a hard time leaving them behind in the bush.

›Toorak tractor it may be, but to say the Range Rover Sport lacks serious off-road ability even without lowrange is simply blind denial of the facts and evidence.

›CR-V and CX-9 are in no way designed for off-roading and should be kept firmly to gravel roads at worst.

By Robert Pepper

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YES, YOU NEED LOW-RANGE.

Mr. Pepper is correct, over time, things do in fact change. These days, a young boy named Justin Bieber has become more popular than time-honoured bands such as the Rolling Stones and Pink Floyd. Likewise, softroaders, with their lack of low-range, have become more popular than the utility lowrange-touting four-wheel drives of “yesteryear.”

The point I’m trying to make here is that softroaders without low-range are a lot like Justin Bieber: they both suck, and they have little, if any, place on serious 4X4 tracks.

Low-range gives the driver more control over the vehicle, and allows you to slowly ‘crawl’ up obstacles without stressing the driveline. It also allows you to reduce your gearing by as much as four-to-one, giving you access to power at a lower RPM. Sure, modern vehicles produce ridiculous power figures, but 700Nm+ of torque at 5000rpm doesn’t do you much good when you need it at 700rpm.

Let’s not forget how useful low-range can be when you’re going down massive lengths of steep grades off-road.

Even the Range Rover Sport’s massive Brembo brakes will quickly burn up without the assistance of engine braking if it’s towing a heavy trailer.

Most of the vehicles I’ve seen without low-range promise heaps of off-road potential, but it’s all theoretical. Real world experience with these vehicles will likely leave you disappointed.

Sure, you might be a hero for taking a softroader through a rough section of track, but try doing it time-and-time again for the next twenty years. I think you’ll find your softie reduced to a pile of mush.

At the end of the day, we all hate being stuck behind someone on the tracks that’s trying to prove how much of a hero they are with an ill-equipped 4X4.

Low-range is a good gateway for fourwheel drives—oh, and I guess clubs too.

By Matt Scott

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PION

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THE PIONEERS

LONDON TO SINGAPORE BY LAND ROVER AND THE BBC DOCO THAT BROUGHT IT TO LIFE

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In 1955 six British university undergraduates - three from Cambridge and three from Oxford - conceived a plan to be the first people to travel overland, from London to Singapore, using 4X4s. Singapore was chosen as the destination as it was the furthest point from London still on the landmass that makes up the continents of Europe and Asia. Once over the English Channel it was land, but certainly not roads, all the way.

The expedition took place in a different era, when the British Empire still spanned the globe. The expedition route was one that could not even be considered today. Many of the areas the travellers visited are presently closed to foreigners due to war and civil unrest. Roads and tracks used in some locations had been built by army engineers during WWII and no longer exist.

There is a DVD with modern commentary by the surviving members of the expedition team and original footage from the BBC-funded documentary of the expedition. Check out this highlights video: Words: Greg Rose

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BUDGET

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THE FIVE BEST

BUDGET 4X4S UNDER $10K for Broke Twentysomethings

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T 4WDS

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If you’re like me, a potentially broke twenty-something that spends every last dollar on travelling, an expensive 4X4 likely isn’t in the cards. These days, a full-size fourbie can cost upwards of eighty grand, and that’s before you start fitting all of the nearly-essential four-wheel drive kit. Luckily, there’s quite a few fantastic four-wheelers for those of us on a budget.

They might not have bluetooth, the latest styling, or the most powerful engines, but they’ll get you where you need to go. We’re looking for models that are easy to get parts for, simple to repair, reasonably fuel efficient, and most importantly – cool.

1

› TOYOTA LANDCRUISER TROOP CARRIER

Just because you’re strapped for cash doesn’t mean you can’t have an awesome 4X4!

70-series (2H and 1HZ models)

The LandCruiser Troopy is nothing short of iconic, and for good reason, too.

They’re tougher than a pile of rocks, big enough to sleep inside of, and parts are available almost everywhere in the rare case you break something. In production since the mid-1980s, they’re also quite easy to find for well under ten grand, just be weary of cheaper vehicles with loads of kilometres. As a bonus, it’s hard to find a Troopy that hasn’t received some kind of aftermarket upgrade.

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› NISSAN PATROL GQ Y60

The GQ Patrol is the workhorse of budget utility four-wheel drives. It’s not the prettiest, but its all-around coil suspension and available rear differential lock will get you through the rough bits with ease. They’re reliable, easy to fix, and available with a few different engines – though the petrol versions can be a bit thirsty. It doesn’t take much to find one for under six grand with some desirable modifications already fitted.

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› NAVARA D22

The rough-and-tumble ute that’s just as ready for a trip across the Simpson as it is the commute to work with a bunch of tools in the back. The Navara D22 benefits from still being in production, so even though the vehicle might have styling from last decade (or maybe two decades ago) it still appears relatively modern, and parts are widely available. It also gets decent fuel economy, in addition to being reliable and practical. As a bonus, they’re also considerably better value than the HiLux when like vehicles are compared.

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BUDGET

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› TOYOTA HILUX 4X4

The Hilux is one of the most popular 4X4s in Australia for good reason, they’re versatile, comfortable, reasonably fuel efficient, and parts are available everywhere. You can find them used with a tray back and a few other accessories for under six grand and they’re also great for doubleduty as a work ute. Expect a fair share of kilometres on cheaper models though, but then again, not even Top Gear could kill the Hilux, so we’re not sure you’ll have much luck.

› SUZUKI JIMNY

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As capable as a mountain goat, and about the size of one too, the Jimny is a tiny 4X4 that packs a mean punch.

They’re cheap, they’re reliable, they usually have low kilometres, and they sip petrol like a mouse. You can get a mid-2000s model for under seven grand, well-equipped. Of course, a 4X4 this small means you’ll have to think like a backpacker and travel light – unless you are a backpacker…in which case the Jimny might just be your soulmate.

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FREE RECOV

*

WHEN YOU PURCHASE

A KINGONE WINCH With any Kingone TDS95SH, TDS12 and TDS12SH winch purchase, receive an Opposite Lock Recovery Kit absolutely free!

Recovery Kit includes 10m Winch Strap Extension 3m Tree Trunk Protector Pair of bow shackles rated at over 3 tonne Recovery Gloves Heavy Duty Recovery bag

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VERY GEAR

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GADGETOGRAPHY

THE APPS YOU NEED FOR YOUR 4X4 ADVENTURES

There was a time when the only way you would carry a phone on a 4X4 trip was if you ripped the rotary dial clunker from the wall to use as a paper weight for keeping maps flat on the camping table.

We can now phone home from some fairly remote spots (Telstra and other carriers willing), plus our phones or tablets carry encyclopedias of information – some is even useful. Your favourite app will depend on your own sense of off-road adventure, but here’s some top tools to download to your iPhone or android phone.

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1. PACKING UP

ULTIMATE CHECKLIST

For the organisationally challenged, this simple app has checklists for 52 different occasions from camping to kayaking, (plus first aid, boating, hiking and every other event you’ve never planned). The developer is a list maniac who can speed up your own list creation for editing, exporting and emailing.

You can even plan a baby shower while chilling at the campsite.

Cost: $2.12 (Google Play) $2.49 (App Store)

2. GETTING THERE 3. TACKLING MEMORY MAP THE TRACK No need for a separate GPS! Download on the fly or copy maps from your PC. Once the app and maps are loaded to a GPS-enabled phone, you don’t need a network connection for realtime navigation. Comes with a Topo250 map of your current location; additional maps can be purchased in app with a free trial to make sure it works on your device.

Cost: Free (Google Play) $1.29 (App Store)

EUREKA 4WD TRAINING

Perfect for 4X4 newbies; or as an instant refresher for rarely tackled tricky situations. This app includes 20 instructional videos of professional 4X4 trainers in action plus around 40 pages of instructional tips and techniques from sand driving to water crossings.

Expert advice is always on hand.

Cost: $2.49 (Google Play) $2.49 (App Store)

TEN GREAT DOWNLOADS

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4. PHOTOGRAPHERS 5. ECOTOURISTS GOLDEN HOUR

FAUNA FIELD GUIDES

There’s an ideal time of day to take photos – when everything is perfectly lit and even an instamatic can capture a great image. This easyto-use app helps you to know when to get out of bed to catch perfect sunrises and when to set up camp to ensure your camera is waiting on the tripod for the last rays of sunshine to bathe the rocks in fire.

Ever spotted a shy critter and wondered what it was? Identifying the birds, animals and reptiles you see and knowing a bit about them makes a hike more interesting than ever – especially if you spot the rare Greater Galumphing Galoot. The Australian Museums are a credible source of beautifully photographed fauna guides for each state.

Cost: Golden Hour $2.49 (App Store) or Exsate Golden Hour $Free (Google Play)

Cost: $Free – a neat spend of our cultural tax dollar

TEN GREAT DOWNLOADS

6. HIKERS

BUSHWALKING APPS

From the paid Australia Bushwalking app by passionate bushwalker and travel writer Melanie Ball to free apps released by state and national parks services, it’s much easier to take a hike and reliably reach your destination. As well as trail description you’ll get a range of info such as climate, best times to trek, or flora and fauna identification.

Cost: Australia Bushwalking $3.82 (Google Play) and $4.99 (App Store) Wildwalks (1000 walks in NSW) $Free (App Store) 60 Great Short Walks Tasmania $Free (App Store) Explore Grampians $Free Inspiring Gippsland Walks $Free (App Store)

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NEXT GENERATION ENGEL IT’S A FREEZER! IT’S A FRIDGE!

The new MT45FCP Combi is part of the Next Generation digital range, which have all new features plus the same Engel reliability.

ANNOUNCING THE LATEST IN THE ENGEL FRIDGE FREEZER RANGE

THE NEW MT45FCP COMBI The new MT45FCP is a fridge and freezer in one and has different options for use!

Option 1 Freezer 16 litres and Fridge 23 litres. Total 39 litres

Option 2 Freezer 23 litres and Fridge 16 litres. Total 39 litres

Option 3 Refrigerator Only - User friendly LED Digital control, with built in (divider removed) battery protection Total 40 litres - The famous Sawafuji swing motor with only one moving part - Lowest maximum power draw - Rugged steel cabinet with LED interior light.

- Tri-voltage - Removable wire baskets and divider with easy clean interior.

- 3 year warranty and Australia wide service network

For stockists call 1300 302 653 or visit www.engelaustralia.com.au

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7. BEACH BUNNIES 8. STARGAZERS TIDE TIMES

There are lots of apps for local tidal information – depending on your phone species. Free apps are basic and others have fancier graphics. Great for when to go fishing, drop in the dinghy or drive along the beach (and back!). Most download information for a year so there’s no need to have a network connection to check local info.

Cost: Australian Tide Times Plus $2.49 (App Store) AU Tides $Free (Google Play) or AU Tides Pro $2.49 (App Store)

STAR CHART

Most camping addicts know the allure of a starry sky. Kick back from the campfire, point your GPSenabled phone at the sky (or manually enter your location) and get facts like distance from home and whether it’s a star or a planet. You can even locate your own star sign – how cool is that?

Cost: $Free, but there are optional in app purchases for extra functionality

9. MEDICAL DRAMA

FIRST AID BY AUSTRALIAN RED CROSS

One app you hope you’ll never need but should not be without. Get instant access to simple interactive step-by-step advice on common first aid emergencies from asthma to burns, bleeding and broken bones, plus CPR. It’s professionally produced and could save a life – and it’s free from Google and Apple.

Download it NOW.

Also check out free apps from state tourism authorities for inspiration and information on local attractions and activities

10. I’VE GOTTA GO

SHOW THAT LOO (IPHONE) OR BUSTING!/AUSSIE LOO (ANDROID)

For times when it is not appropriate to duck behind a tree with a shovel. These neat little apps have all the info on public toilets in both major cities and remote townships. The map function shows the closest toilet, including opening hours. What a relief!

Cost: $Free

TEN GREAT DOWNLOADS

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PICTUR

AN UNSEALED PHOTOG IN THE KIMBERLEY

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RE THIS

GRAPHIC WORKSHOP WITH NICK RAINS

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TRADESMAN

®

Ever since we photographers stopped feeding those long curly plastic strips (film) into our cameras and went digital there has been a massive upsurge in the Commercial & 4WD Roof Racks amount of information available to budding camera owners. The Internet is positively teeming with information about all aspects of digital photography, cameras have never been so good for so little money and even phones have made everyone a photographer.

ROOF RACKS

Information is one thing, but being able to sift through the glut of tutorials, articles, videos and ebooks is almost a skill in itself. But more than that, at some point you need to actually point the camera at something and take a photo. What you point your camera at is the crux of the whole learning process and you can only hone this skill by actually making some photographs.

This is where photography workshops come in. You might have all the theory down pat, but there is nothing like going out and making your own images with a seasoned professional photographer at your elbow to really Because you’ve distill down theheroically essence of what makes chosen to download your importantly, a good photo and, equally copy Unsealed 4X4, whatof does not.

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you can’t see what’s on photography thisI have page.been But conducting trust us - it’s training the past well worthfor looking at.six Toyears or so,itand have been go a full-time pro see in all its glory to photographer for the past 30 years. I unsealed4X4.com.au

have shared my knowledge with keen enthusiasts in a variety of situations, but by far the most effective way to totally ‘get’ photography is to head off on a well thought-out and organised trip with like-minded people, and spend the whole time eating, breathing and living photography.

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TRADESMAN

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ROOF RACKS Commercial & 4WD Roof Racks

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This is where photography workshops come in. You might have all the theory down pat, but there is nothing like going out and making your own images with a seasoned professional photographer at your elbow to really distill down the essence of what makes a good photo and, equally importantly, what does not.

I have been conducting photography training for the past six years or so, and have been a full-time pro photographer for the past 30 years. I have shared my knowledge with keen enthusiasts in a variety of situations, but by far the most effective way to totally ‘get’ photography is to head off on a well thought-out and organised trip with like-minded people, and spend the whole time eating, breathing and living photography.

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For the past three years I have run one particular workshop in the Kimberley at the well known Home Valley Station, about 90 minutes down the Gibb River Road from Kununarra. The most recent one was in June 2014 under the auspices of Leica Akademie Australia, and was a five-day workshop involving landscape work, fashion photography and aerial photography. We were up before dawn each day, went out shooting before breakfast, conducted classroom sessions during the heat of the day and then went out again in the evening for another shoot.

By the end of five days – 10 shoots and 10 seminars – everyone was completely exhausted but extremely happy!

!

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So what can you expect from such an event, or from some similar, less elaborate workshop?

First and foremost, there is nothing like learning by doing. Digital cameras give instant feedback through the screen on the camera’s back so you can learn as you go. Shoot, evaluate, and shoot again if necessary.

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$4395 OF EXTRAS * FOR JUST $1595 • Shelves in all over head • Gas bayonet cupboards in kitchen and dinette • 2nd 100 watt solar panel • Hyland coupling • 2nd 100AMP battery • Exclusive leather upgrade • Alloy entry Step • New limited edition decals • External shower * Offer valid from 1 July 2014 – 24 December 2014

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My aim has always to set up interesting opportunities for my guests, particularly if it’s something it might be hard to organise on your own. In the Kimberley we had a helicopter with its doors off to shoot proper aerials, and we organised a mock ‘muster’ where three stockmen moved about 100 head of cattle around the yards at dusk so we could shot into the light to get that classic golden dusty silhouette look.

Secondly, instructors like myself are able to explain, in ‘real time’ as it were, what’s going on in front of the camera and how best to capture the images as they present themselves. I take my broad experience for granted – my techniques and approaches have become second nature by now – but for newcomers some concepts can be tricky to get your head around and having someone close by to ask when a question arises is incredibly effective as a learning tool.

Nick Rains is a travel and documentary photographer as well as the principal instructor for Leica Akademie Australia which offers photography training and trips for all keen photographers.

For more details visit www.leica-akademie.com.au

Beyond the learning experience, everyone has genuine fun, lots of it, and best of all they get to share it with other people who are in the same head space. Friendships are made, people collaborate and share experiences and even learn from one another. By the second day it’s quite common to see two or three guests huddled around someone’s laptop discussing the finer points of composition or exposure, and later on in the evening around the dinner table, conversations range far and wide.

People tend to think photography is a solitary pursuit. It certainly can be, but when you can share experiences with other like-minded people, the enjoyment is magnified in some way. To coin a phrase – the whole becomes greater than the sum of the parts.

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SIDE BY SIDE BY FUN THE LATEST ALL-TERRAIN OFFERING FROM YAMAHA IS A JEKYLL AND HYDE OF WORK AND PLAY

The side by side (or ROHV, or UTV) segment has exploded in America over the past few years, and is quickly gaining traction here in Australia.

than a full-sized 4X4, and they are an absolute hoot to drive.

There are two distinct markets for these beasts: the hardcore recreational There’s the Polaris Ranger, Honda user (think of the hunter, fisherman or Pioneer, Kawasaki Mule and John off-roader) and the agricultural user Deere Gator, while Yamaha’s offering (who wants something to zip around in this very competitive all-terrain the property without it needing to be market is the Viking. registered for on-road use). Rather They are vehicles that sit somewhere in than just shooting straight for one, between a quadbike and a 4X4. What’s Yamaha have hedged their bets and included both buyers in their brief for so good about them? They are cheap to run, they’re much more capable the Viking.

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Unsealed 4X4 was lucky enough to spend some time behind the wheel of the Viking at a media launch recently, and quickly learnt that the it is both wicked fun and awesomely capable.

The launch was held at the Mount Seaview Resort near Port Macquarie, which boasts some steep and rugged country littered with off-road tracks perfect for testing a marauding Viking.

Switching difflock on gives equal drive to all four wheels, meaning the Viking can crawl over some impressively difficult terrain. The floor is one large flat bashplate, allowing all manner of sliding over obstacles without getting caught up. Top speed is 80km/h and control is easy with 4X4 engaged, with stacks of stability and predictability coming from the wider and longer wheelbase.

Two-wheel drive, on the other hand, is oversteer central in the twisties.

The Viking retails for around $19,000 and it comes with a manual thicker than your average paperback.

Seriously, these things come with more accessories than your average 4X4

does. When it’s almost the same price as a road-registerable Suzuki Jimny, the Viking will be hard to justify for some.

For others, though, it will be the perfect tool and toy.

FROM MUSIC TO MACHINES Did you know? Yamaha’s logo is made of three tuning forks, a nod to the company’s origins in making musical instruments.

Elmer Fudd, eat your heart out: The more cashed-up among us can pimp their Viking to extraordinary levels. This one is sporting a 3500lb Warn winch, roof, windscreen, camo vinyl wrap, rifle cases and a storage box.

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COPY THAT

WHAT YOU NEED TO KNOW ABOUT RADIO ETIQUETTE

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“If you are transmitting your achievements on emergency channels CH5 or CH35 and they interfere with communications then you could face more than abuse from other users” Enabling line-of-sight communications of about 5km and up to 100km when using repeater stations, a UHF (ultrahigh-frequency) CB (citizen band) radio is a must-have for anyone serious about heading bush.

For four-wheel drivers, UHF radios are particularly handy for co-pilots to communicate wheel placement when navigating a rutted hill climb, or to alert others in your convoy that the bog hole you just drove through was so deep the water was halfway up your windscreen.

However, UHF radios are also popular with truckies, tradies, caravaners and farmers, who may or may not be interested in the fact you just stomped it up “Heartbreak Hill” … probably more likely not.

And if you are transmitting your achievements on emergency channels CH5 or CH35 and they interfere with communications then you could face more than abuse from other users,

with maximum penalties of five years’ imprisonment and a $165,000 fine.

There are some other legally designated channels such as CH22 and CH23 which are to be used only for transmitting data, however of the 80 channels (expanded from 40 in 2011), most are free for transmission by anyone. To help keep order, there are some basic principles you should follow, namely recommended use for specific channels.

Common Sense

Common sense applies when using a radio and you should treat communications as you would a normal conversation: ask if you can join in and introduce yourself – you may wish to have a call sign, don’t interrupt, don’t swear, don’t play music and if an open channel is being used by another group, switch channels.

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FIRST AID KITS

KIT RESTOCK

CONTACT

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“Not just a bag, but a brilliantly designed piece of gear in its own right” - Issue 009 of Pat Callinan’s 4X4 Adventures magazine.

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Legislation applies to the use of UHF and is enforced by the Australian Media and Communications Authority (ACMA). If you are subjected to serious abuse or are “alarmed”, “affronted” or “intimidated”, you can report it at www.uhfcb.com.au, however given what you hear on many channels, swearing or vulgarity is not enough to instigate action.

The easiest thing to do if you don’t like what you are hearing is switch channels. Confrontation will almost certainly antagonise.

LOUD AND CLEAR

Do you want pink, yellow and grey as well as the lime green? Australian radio manufacturer GME has two new handheld models hitting the market in November 2014 and one of them – the TX665 – comes in a standard vibrant lime green colour. This loud look makes it “ideal for today’s active lifestyles”, according to GME. There’s also the opportunity to customise it using interchangeable coloured covers.

The basic black radio is clearly too boring for some these days.

In the age of the mobile phone, the TX665 and TX675 are being promoted as the ideal way to communicate when mobile reception isn’t available.

And in keeping with the digital age, these radios boast another first: rechargeable lithium batteries (boasting up to 14 hours of operation) that can be juiced up using a USB power supply.

The 1W TX665 has an operating range of up to 7km and the 2W TX675 10km.

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Given most conversations are with friends or people you know, few people use traditional radio speak such as “roger”, “copy” or “over”, however it can still be heard on more official channels.

If using a repeater channel ensure you operate your radio in duplex mode to use available repeaters and avoid interfering with other communications. Also bear in mind that your communications may travel hundreds of kilometres and repeater channels are commonly used by

farmers and homesteads. While you have as much right as they do to use a channel, if possible switch to an unused channel.

UHF radios can also increase offroad safety. When not in use, have your radio on “scan mode” to search for communications from oncoming traffic and avoid a potential head-on collision. Also tie a red flag to your UHF aerial to ensure you are seen coming over crests.

Words: Tom Haynes

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UHF Channels 1-80 (Any not mentioned are for general use) CHANNEL CH1 - CH8 & CH41 - CH48

USE Repeater channels (use duplex mode only when necessary) CH 5 Emergency repeater (Repeated channel (use only on 35) in emergencies) CH10 4X4 convoys and clubs CH11 Call channel (make contact and switch) CH18 Caravan & campers convoy channel CH22 and CH23 Data transmission only CH29 Pacific and Bruce Highway channel CH30 Alerts/warnings (traffic, weather etc) CH 31 - CH38 & Repeater input CH71 – CH78 (avoid using - especially in simplex mode) CH61 – CH63 Reserved for future expansion

80-channel network on 40-channel radios

In 2011 the ACMA changed the Australian UHF network from 40 25kHz-wide channels to 80 12.5kHz channels. The 25kHz radios still work on the new network (on 40 of the 80 available channels) and some 25kHz radios can be serviced to work on 12.5kHz and access all 80 channels.

There have been reports that the ACMA will cease service for 25kHz from 2016, however an ACMA spokesperson told Unsealed 4x4 “no decision has been made apart from an undertaking to look at the issue around 2016. This should not be interpreted as 40 channel (i.e. 25 kHz) would be banned after 2017.”

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REVIEW

THE

LOTUS CARAVANS TROOPER THE MOST LUX WE’VE EVER TESTED

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HAVING YOUR CAKE (and eating it too)

There’s no doubt how popular caravaning is in Australia. Tourers are seen trawling up, down through and across all of Australia’s major and minor bitumen arteries all throughout the year. They’re up in Karumba tucking into the terrific seafood, lazing about with a glass of chardonnay at Cable Beach in Broome as the camels walk past, and in every town in between and along the way.

There’s a glaring omission here, something that cannot be forgiven.

The fact is, many caravans out there are restricted to the blacktop; their stance and construction meaning that any sort of long-term exposure to the rough stuff will lead to a painful demise.

More for you!

Lotus set up for business in 2004, and instead of aiming for that big piece of bitumen-only pie that everyone else was salivating over, they chose to do something different: A caravan with all of the bells and whilstles, genuine offroadability and a bit of a ‘knockabout’ nature to the construction.

SUGAR DADDY The $86,000 Trooper is a bit like confectionary, with a soft, melting interior surrounded by a hard shell.

Inside, you’ve got a full-fat double bed with an innerspring mattress, surrounded by top-quality cabinetry done in a contemporary style with hidden piano hinging. There’s a full-ceramic toilet and sink in the back area, along with a shower and washing machine.

LOTUS AIN’T NORMAL

An upright fridge is in the kitchen, along with a gas/electric Swift oven/ Out of the hordes of Australian grill. There’s also a microwave, three caravan manufacturers out there, gas hobs and an electric hotplate. there’s only a select few that make something suitable for off-road duties, The leather seating in the dinette is quite salubrious, and you have all of something that has the capability to the mod-cons in the world to ward off get you away from those crowds that the bitumen accommodates. Get some discomfort for good: Air conditioning, TV, heater, hot water, Sony Fusion dirt under those wheels, and you’ll Radio and CD/DVD player with interior see the rates of infestation plummet.

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r speakers and controls. ffectively a mini house How do you power this? A , teamed up with two 100 atteries.

RY BENEATH

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& BRUISES

n up is one thing, but the protecting it from the ocks and scrapes that he territory. A one-piece up with a hot-dipped, 6� is and a full complement of nd scrub bars to allow the e through the knocks and ease. A common fitment 75 R16 tyres are employed per, using quality rubber f the plumbing is tucked otected underneath, and onstruction is well sturdy perfect for those long rough, backcountry roads to the unspoilt, uncrowded adore so much.

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PROTE

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THE GUIDE TO

UNDERBODY PROTECTION

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ECTION

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There you are, driving through a massive mud hole in the middle of the track—and bang—a lone rock has punctured something vital on your vehicle’s underbody. Maybe it’s the fuel tank, maybe it’s your oil pan or gearbox, all you know is that your vehicle no longer has what it needs to keep moving forward.

If you’ve been in a situation like this, then we don’t need to tell you how important underbody protection is for your 4X4. A few hundred on a skid plate, or a few thousand on a gearbox – your choice.

WHEN YOU NEED IT:

If your 4X4 touring adventures tend to wander from well-known gazetted tracks, and you enjoy finding those special, remote, technical places, underbody protection might be a great plan for you. Don’t forget to do some research on your specific vehicle.

Some are more vulnerable to damage than others, and it’s pretty common for modern vehicles to have complicated, low-hanging electronics that are easy to get smashed on the easiest of technical tracks.

WHEN YOU DON’T NEED IT:

Most 4X4s are reasonably tough and can handle your average track with ease. The reality is that most situations 4X4 tourers are placed in never require skid plates. If you stick to gazetted, well-travelled tracks, there’s likely no need to fit underbody protection. But it’s always better to have it and not need it, than to need it and not have it.

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PROTE

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DIFFERENTIAL COVERS AND GUARDS

Differentials are tough. They put up with massive amounts of power, load, and shock on a daily basis without complaint. But they don’t like to be messed with. Hit a rock hard enough with your differential and it’s bad news.

They’re not only expensive, but nearly impossible to fix in the field without specific tools. Differential covers tend to come in two varieties: replacement covers, and bolt on guards. Depending on your vehicle, you’ll more than likely have one of the two.

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Pelican Products Pty Ltd Suite 2.33, Platinum West • 4 llya Avenue, Erina NSW 2250 Tel: +612 4367 7022 • Fax: +612 4367 7066 • infoAustralia@pelican.com All trademarks are registered and/or unregistered trademarks of Pelican Products, Inc., its affiliates and/or subsidiaries.

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ECTION

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PROTECTION STEPS AND ROCK SLIDERS

If you’ve ever seen a 4X4 with serious damage beneath the doors, it’s likely that they wandered into a technical track without the correct equipment. Protection steps and rock sliders can prevent thousands of dollars of damage to your 4X4 and should be considered essential if you’re playing in technical terrain. Protection steps are designed to take a beating while making vehicle entry easier with the addition of a step. Rock sliders are designed specifically around the ability to support the weight of your 4X4 when it’s bashing against a rock.

They’re usually lower profile too, and more durable than side rails.

Cape York

Be there. See that. Do that.

Buy an Ultimate. www.ultimateoffroadcampers.com.au

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PROTE

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SUMP GUARDS

Sump guards play a multifaceted role when it comes to underbody protection.

Traditionally, they don’t run the entire length of the engine, but they do focus on the sensitive bits towards the front.

Your radiator, steering stabiliser, air conditioning, oil cooler – they’re all things that can be saved by a quality sump guard. They also look quite cool, as this is the skid plate you see on a 4X4 when it goes down the road. In addition, they can be quite useful in an animal strike.

FUEL TANK SKIDS

You can have all the fuel in the world with you on your adventure, but if it’s going into a tank that has a hole in the bottom, it’s not going to get you very far. Factory tanks are usually pretty durable, but rocks and sharp sticks can make quick work of them.

Fuel tank skids put a protective layer of aluminium or steel between objects destined to leave you stranded, and the precious black gold inside your tank.

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ECTION

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ENGINE AND GEARBOX

This is pretty basic, but without a functioning engine or transmission, your vehicle is dead in the water and will need to be towed, or repaired on the spot. Usually this is difficult in the middle of the bush. It’s fairly common to see engine and gearbox skid plates combined together, as they share a common space. This is the most common skid plate you’ll find—for good reason.

RESOURCES:

ARB www.arb.com.au Asfir 4x4 www.asfir.com/international/ Avenger www.avenger4x4.com.au Brown Davis www.browndavis.com.au Ironman 4x4 www.ironman4x4.com Outback Armour www.outbackarmour.com.au Opposite Lock www.oppositelock.com.au TJM www.tjm.com.au Wolf 4x4 www.wolf4x4.com.au

www.glind.com.au

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ADVAN

RECO

TECHN

HOW T

A SNATC

THERE’S MORE TO I

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NCED

OVERY

NIQUES

TO USE

CH STRAP

IT THAN YOU THINK

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If ever one invention simplified the process of vehicle recovery, it was the snatch strap. Much quicker and easier to use than a winch, they are reasonably lightweight and compact to carry in your vehicle. As part of a dedicated recovery kit, there’s not much more you need before needing to take one step up to winching.

Most recovery kits will contain either one or two straps, and all the needed hardware and attachments (shackles and tree trunk protector) to use them – including a good pair of gloves. But snatch straps do eventually wear out (we will get to that later) and you may wish to purchase another spare one.

When buying a snatch strap it’s important to know how much your

loaded vehicle weighs … and then ignore that and buy the next one up.

When the ‘polite’ rule of snatching is ‘if you are the one that needs recovering, your own snatch strap is used’ is the norm and you’ve purchased one suitable for your vehicle … why is this?

You will invariably come across some poor sod bellied out on the low tide mark, and he won’t have one. Nobody with half a heart is going to leave him there … even if he does weigh a tonne more than your vehicle does. Unless, that is, he doesn’t have a suitable recovery point and you value your life … in that case, the kindest thing to do is grab a shovel and help him dig; or grab the Maxtrax.

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PERFORMANCE EXHAUSTS

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HOW DO THEY WORK?

A snatch strap is a length of nylon webbing with loops (or eyelets) at both ends, which uses kinetic energy to ‘pop’ a vehicle out of a bogging situation.

They are generally around nine metres long and come in various breaking strains – similar to a load rating on a cable. Whilst most ‘pre-packed’ recovery kits come with the highest rated straps, do double check.

stored is enough to recovery most vehicles out of bogging situations.

Do not ever use a snatch strap as part of a winching operation, to tow a vehicle, or in circumstances where intricate recovery moments are required … and never use them to pull out something like a tree stump unless you want one imbedded in your back window. Their stretching properties can be dangerous when not used in the correct manner; and it is also for The best straps are made from 100 this reason they should NEVER be per cent nylon, as polyester does connected to a non-rated recovery not hold the same stretch and snap point and especially never a towball. back properties. They work by the The power in a rebounding snatch strap use of kinetic energy – think of it like can tear off a tow ball and launch it at stretching a rubber band and then high speed … and right in through the letting go of one end, in essence a windscreen like a missile. People have slingshot effect – and can stretch under been killed or seriously injured this way. load by around a metre of so. This may This is also why a cable damper is used not sound like much, but the energy in all snatch strap recoveries.

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Blue Sky

Navigation

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SNATCH STRAP RECOVERY

Attach the strap to the two vehicles by using a rated bow-shackle through the eyelets at either end. The bow of the shackle should be against the recovery point, with the strap eyelet lying against the pin.

Before you do any recovery with a snatch strap, ensure both vehicles have rated recovery points. If one vehicle doesn’t then you are safer trying to dig it out, road-build, or grab your Maxtrax – it’s not worth the danger of shackles Tighten the pin, then back it off half a turn; whizzing through the air. If both vehicles this prevents the pin binding in the shackle are okay: and making it impossible to remove.

Prior to reaching for the strap, conduct a visual inspection of the bogging. Look at what is stopping the NOTE: Make sure the bow shackle is vehicle (it will be either traction or rated to suit the weight of the vehicle. ground clearance). If ground clearance This rating, also classed as a Working is the issue (i.e. the vehicle is Load Limit (WLL), should be stamped ‘bottoming out’), grab a long-handled on the outside edge of the shackle. shovel and move away the mud/dirt, Hardware store ‘D-shackles’ are not snow, log or rocks. Likewise, it’s a rated and can fail and turn into lethal good idea to clear a track ahead of the projectiles. wheels to make forward (or rearward) progress easier. All of this preparation ensures that less stress will be placed Place a cable damper over the middle on the recovery points and on the section of the snatch strap. snatch strap, making for a far safer recovery.

All bystanders should be well out of the way.

Unroll the snatch strap between the two vehicles to ensure there is enough length. If it’s too short, reverse the recovery vehicle back closer. You are looking at 2-3 metres of slack with the vehicles as in-line as possible. Do a final check to ensure there are no twists in the snatch strap.

Ensure that both vehicles involved in the recovery are able to communicate via UHF – timing is crucial in this type of recovery.

If a third person is able to coordinate, have them also in radio contact but standing well out of the way and off to the side.

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› A quality recovery kit will have everything you need in the one bag.

The recovery vehicle drives slowly forward until the second vehicle can advise that all the slack has been taken up in the strap. Do NOT step over a snatch strap that is under tension.

Before any recovery is done, both drivers need to ensure – and this goes without saying – that they are both wearing their seatbelts. The force of the rebound can throw an unsuspecting driver into the steering wheel if they aren’t strapped in.

The stuck vehicle should be in first gear low range (in idle, clutch in if a manual) and ready to drive out.

The recovery vehicle will move forward in low-range second gear at the ‘all ready, go’ signal of the driver in the bogged vehicle, via radio or hand signal. Excessive speed is dangerous, go as slow as you can but fast enough to give the snatch strap a chance to rebound.

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STRAPS 1

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The driver of the stuck vehicle should release the clutch and/or drive forward when they feel the jerk of the snatch strap pulling them. The vehicle will literally ‘pop’ out of the bogging.

›Assess the bogging and try shovelling some sand away first.

Once the vehicle is free and able to drive forward, both vehicles can stop and be disconnected from the snatch strap.

›Only attach the snatch strap to a rated recovery point.

If the vehicle does not come out after the first attempt, do not simply attempt another recovery at higher speed. Instead, re-evaluate the stuck vehicle, and attempt to remove the obstacles that may be in its way. Also consider lowering tyre pressures on the stuck vehicle to give it more traction. Faster recoveries merely increase the ‘shock load’ on the recovery points, and it is this momentary spike in the load that causes the most damage.

›Never undertake a snatch recovery without a damper.

After the recovery – if the snatch strap is still clean, inspect its length for nicks, and stretch marks (a strap actually has a ‘snatch-life’ and once it has any damage or indicators of stretch damage, it needs to be replaced) and if all is okay, roll it up and put it back in your recovery bag. If it is dirty and caked in mud, you will need to clean it – so pop it in a plastic bag, give it a good hosing when you get it home and drape it over your clothesline until completely dry. Never pack away a wet snatch strap, as they can rot.

›On an agreed signal, the first vehicle moves forward until they feel the ‘pop’.

›Inspect the snatch strap for wear before packing away.

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A GUIDE TO

CATCHING

THE HUMBLE (and much maligned)

MULLET

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CHARACTERISTICS

The humble mullet always has been and always will be a true breadand-butter species for grass roots Aussie anglers. Viewed by some anglers as merely a baitfish, mullet are far more than that. They are an honest sportfish and are respected fare on tables throughout Australia.

Mullet have no doubt been the initial inspiration for many an angler’s lifelong affair with fishing.

Australia has several species of mullet with widely varying localised names.

These include the sea mullet (bully mullet), sand mullet (lano), flat-tail mullet (tiger/jumping mullet), yelloweye mullet, pinkeye mullet, diamond-scale mullet, pop-eye mullet and poddy mullet amongst others. Poddy mullet is a general term used for small bait-sized mullet in southern areas.

Sea mullet, yelloweye mullet and sand mullet are the most popular species amongst recreational anglers.

They have quite impressive growth potentials:

WHERE TO FIND ‘EM

Sea mullet are found in coastal and estuarine waters in both tropical and temperate regions. They will venture well into the freshwater reaches of estuaries and are found right throughout Australia.

Yellow-eye mullet are present from Shark Bay in Western Australia along Australia’s southern coastline to Newcastle in NSW. They are found in estuaries and inshore coastal waters.

Sand mullet are common in estuaries and along coastal beaches throughout NSW, South Australia and Victoria. The large diamond scale mullet and popeye mullet are tropical species.

TACKLE REQUIREMENTS

Handlines, small threadline and centre pin outfits are ideal for presenting the tiny morsels of bait that are best suited to the mullet’s small mouth and picky feeding habits.

Light line is essential and nylon monofilament lines of less than 4kg breaking strain are favoured by mullet fishos.

Sea mullet – Mugil cephalus – Max size 5kg Sand mullet – Myxus elongatus – Max size 1kg Yelloweye mullet – Aldrichetta forsteri – Max size 1kg

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SO SHE SAYS

WHY I DITCHED IT ALL,

TO FOLLOW MY 4X4 DREAM 

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Can I share something with you? I just drove across Africa. I made it 30,000km across the most intense continent in the world with my man, my mind and my Troopy. Without being too wordy or superfluous, crossing the continent was the most satisfying moment of my life to date.

many people like himself exist – each pursuing a challenging quest”. And not just quests of the travelling variety. It was in the form of the athletic, artistic, and psychological. What’s interesting is that he found people brought great meaning to their lives when they undertook a quest.

Why? Well, years ago I set my heart on buying a 4X4 and driving across Africa.

Unlike many of my dreams, it never made it into the ‘one day’ basket. It was a dream that had its own thumping heart and what is best described as its own sense of urgency. Before jumping on the plane to Africa I had a last hoorah with my best friend. After an emotion-soaked hug goodbye and being told to “Be safe” I mustered these words: “I just have to do it. I just have to get it done once and for all.” It was only once those words came out, through a choked up throat, that I realised how much this expedition had taken grip of me.

Isn’t it funny how things like this pop into your line of vision, just when you need them? His book was released days after I crossed Africa and achieved my ‘quest’.

I write that word in inverted commas because the term gives me a vision of nerdy computer games – 1990s Warcraft style – but I get the concept, and really connect with it.

Before this trip I used to consume fast WiFi like oxygen. I would get lost in a vortex and pump through content seeking examples of people who set out to achieve something and low and behold actually did. Entrepreneurs mostly, compulsive travellers always – people living their life to a nonconformist beat. So, needless to say, I came across Chris Guillebeau. I heard recently he released a book titled The Happiness Of Pursuit that speaks about his travels to every country in the world, where “never did he imagine that his greatest revelation would be how

This quest of mine has taught me so many unexpected lessons. It hasn’t been a sweet ride in the park. At times I have wished I was floating on water in Thailand like everyone else. It’s been challenging.

It’s defined my inner crazy. It’s pushed my way of thinking. When there have been no options forward I have simply had to make a plan. Along the way there were many chances to quit, like when I was in Kenya needing a visa north and they had stopped issuing them! So it’s been a magnificent experiment in will power.

I was told time and time again ‘You are crazy’, ‘You’ve already been to Africa, why go again?’, ‘You won’t make it’, ‘Shouldn’t you be saving for a house deposit?’, ‘It’s too dangerous’, ‘Turn around’, and my favourite ‘It’s impossible!’ Well, after achieving the goal of traversing the continent, please indulge me in having the final say… it was all worth it.

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DOING W

5

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THINGS YOU’RE DOING

WRONG OFF-ROAD

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WRONG

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1

› TEARING UP OUR BUSH

You might have the 4X4 but your life isn’t a country music song. You shouldn’t be out on the tracks to ‘get a little mud on the tires’ and ‘tear it up’. Responsible four-wheel driving is key to ensuring that the tracks are kept open and left in good shape. Go ahead and ‘live a little’ in a designated off-road park—just don’t do it where responsible four-wheel drivers are out to explore.

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competition You could WIN...

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WRONG

2

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› LEAVING GARBAGE

I hate people who litter. Everyone says they hate people who litter. Yet there’s always garbage lining the most popular tracks—so at least one person that’s reading this is a litterer. I hate you. Seriously mates, there’s nothing that gives four-wheel drivers a worse reputation than littering in the bush. Australia is a beautiful country, and as much as you think your carton of beer cans looks better sitting alongside a creek than rattling around in the back of your 4x4, you’re wrong.

3

› YOU’RE SPOTTING THE WRONG WAY

You know how they say each bit of body damage on your four-wheel drive comes with a unique story? Well, I bet that story involves more than one spotter. When you’re trying to drive down a technical track, you should only be listening to one person. Politely tell anyone else trying to give you directions to shut up. Mixed signals are bad signals, and bad signals mean a wrecked 4x4, or worse. There are rare situations where it can be beneficial to have more than one spotter—but only one should be delivering commands to the driver.

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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

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› YOU’RE DRIVING TOO FAST!

Do you know why your mother is always telling you to slow down? Because your mother is always right. Period. Listen to your mother. Also, the faster you go on the tracks means the worse corrugations become for other drivers, and the less time you have to slow down incase of an animal strike, or unforeseen road hazard. New vehicles are capable of going shockingly fast speeds on the tracks, but you might find that you run out of talent far before reaching the limits of your vehicle.

5

› TIP

If you’re cruising at triple digit speeds in your fancy new 4WD, do your fellow four-wheel driver a favour and slow down well before passing them—you’d be amazed how much dust you can kick up.

› FAILING TO WALK THE CREEK!

Get to know the bottom of that creek better than you know your own bottom. Stomp the ground, poke it with a stick, find out where it’s soft and where it’s hard. Learn the current, search for any deep holes, and memorise it. Better yet, if there’s a deep hole or a mucky bit—make your friend stand by it as a reminder to not go there.

If you can’t walk across the creek—you most certainly shouldn’t be driving across it!

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OUTBACK GOURMET

CHICKEN AND CORN SOUP THIS HEARTY SOUP SHOULD TAKE

NO LONGER THAN 30 MINUTES

FROM PREPARATION TO CONSUMPTION

› Heat oil in a small camp oven or large saucepan, add the onion and cook 'til just tender and transparent (approximately five minutes). › Add the chicken meat and cook for a further five minutes. › Pour in the canned corn and water and cook all for a further 15 to 20 minutes.

INGREDIENTS » The equivalent of half a chicken worth of cooked chicken meat, roughly chopped. » 1 onion finely diced » 2 cans of creamed corn » 1.5-2 corn cans of water » Salt and pepper to season » 2 tablespoons of oil

› Season to taste and serve with crusty bread or homemade damper.

TIP Other vegetables like finely diced carrot and celery make a pleasant addition.

ENGELAUSTRALIA.COM.AU

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AUSSIE OVERLANDERS

Q& A

FROM SOLAR PANELS TO ROOFTOP TENTS & BREAKING DOWN SOCIAL BARRIERS, UNSEALED 4X4s GLOBAL TOURERS GARETH & KIRSTY ANSWER YOUR QUESTIONS Q: How useful have you found your solar panels? I notice you have the fixed panel and the portable option.

Was this overkill or totally great? We have a 40L fridge to run only.

Lisa and Phil Armstrong, NSW

ourselves off the other battery when we were in the middle of nowhere. We got a new battery but I really wanted to have a bulletproof solution to the problem so it wouldn’t happen again.

That’s when we decided to permanently mount a solar panel to the roof of the A: At first glance I can totally understand that it might look like overkill, but for us it car. The idea being we could have the sun has proved to work well. Our decision was permanently topping up the battery when the car was left idle. After a year or so, it made on the type of electronics we run and the intense heat of the environments has proved to work really well. we cross. Sudanese desert, anyone?

So, do we still need the initial foldable I’ll give you a rundown and hopefully that panel? Yep, we like it when we are camping in the shade. We can reach it out into the will help you out. We have two batteries and permanently run a 57L fridge/freezer. sun. Also, I like having the two panels to We also regularly charge laptops, camera keep everything super-charged. On days batteries, GoPro batteries and iPads. when the sun isn’t smashing it, it’s nice to be able to collect as much juice as possible.

We started off with just one foldable solar blanket that we pulled out when needed. In your case of running a 40L fridge, how Everything was working well until a few about you start off with a portable option very hot days in Darwin where we had to and see how you go? You can always get a leave the Troopy unused for a few days. panel shipped to you somewhere on the The fridge was working really hard and it road if you find you want a fixed option. sucked the life out of the auxiliary battery. We can highly recommend REDARC. We boosted it back up with a charger but Cheers, it was never the same again and died a Gareth slow death, resulting in us jump-starting NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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Q: Why did you go for pop-top, and not use a rooftop tent? Just seems like it would be less effort for a similar result.

John, WA A: We wanted a rig that felt more like a campervan, than simply a car with a bed on top.

Pop-tops are pretty unusual in Australia and one of our big reasons for the conversion was to create an indoors living area. The biggest reason was because we were preparing to travel around the world in the car for a couple of years and wanted things to be as comfortable and practical as possible.

You asked about the effort versus result. Well, I’ve travelled in both, and the pop-top layout wins hands down even though it costs a lot more (debatable with the costs of roof racks, roof tent, etc). But it all depends what you do with the space once it’s converted. A good example of this is a well-known conversion done by Alu-Cab in South Africa called the Icarus Project. It’s just about the sexiest looking rig you will ever see and the workmanship is superb. But when I stepped inside it I couldn’t believe they had built out the interior. So, as you say, in that case it seemed like a whole lot of effort for limited return.

The bottom line is: unless a pop-top conversion has a really well thought out interior it can become an expensive alternative to a roof top tent.

Cheers, Kirsty

Living in the back of a 4X4 might sound a bit squishy, but it’s strange how that small box expands when you make it your own. A few years prior I had lived in a Defender for six months in Africa and was frustrated with the set-up – typical drawers, boxes and roof top tent. That setup is fine for weekends or even a month, but for months on end?

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“AT POLICE STOPS WE WOULD OFTEN LEAD WITH “HELLO! WE ARE FROM AUSTRALIA…” AND ALL OF A SUDDEN THEIR GUARDS WOULD DROP AND WE WOULD JUST HAVE A FUN CHAT. ”

 Q: How did you fix the curtains over the side windows to your 4X4? Is it possible to do this without treating the body like a pincushion with rivets and screws etc?

Natasha, QLD A: I first fixed the curtains with industrial strength velcro.

For something that looks so straightforward it was a pretty fiddly job and fitting them annoyed the hell out of me. The fact I was doing it a day before hitting the road made it a bit stressful, too. There may have been a tense, teary moment. Who knew curtains could have such an impact on you!

The velcro lasted for about six months. After that it decided to begin peeling off in the corners from the heat. Eventually, that handy man of mine decided to press stud them to the Troopy.

Problem solved.

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got to say the curtains are worth it.

I’m sure they have saved us from a few thefts simply by deflecting eyeballs. We have actually seen people press their faces up to the windows of the Troopy thinking they were trying to see through a tinted window. Pretty funny.

I’ve put together some audio with a few hints for you as well, Nat. Take a listen.

Cheers, Kirsty Q: How did people treat you driving through Africa and Europe?

Was being an Aussie a benefit or hindrance or just so so?

Peter Lawler, NSW A: Being an Aussie has been an absolute benefit on the road, Pete.

There have been so many occasions where we have been grateful that we were Australians. In Africa we would cross police check points multiple times daily and being Australian with an Australian car was a novelty for them. We had thought it might be and that was a big reason behind getting the Australian signwriting and kangaroo symbol put on the side of the Troopy.

At police stops we would often lead with “HELLO! We are from Australia…” and all of a sudden their guards would drop and we would just have a fun chat. As a result we had no trouble with police. There was one particular guy who was clearly on the

hunt for a bribe. We got fast talking about Australia and how happy we were to be in Kenya. He begrudgingly said “Hmmm, you have kangaroo?”

I grabbed a photo book we created to share with people and pointed to a photo of a kangaroo. “Hmmm”, he concluded, “It is very ugly!” With that he had his fix of being rude and asserting authority and waved us a goodbye. On the whole people seemed to assume ‘white’ people were South African, German or American.

And everyone seemed very happy that we were none of the above!

In Europe people are very used to Australians and the vibe is neither here nor there. But we are getting a lot of stares and questions about our Australian-registered vehicle. I loved the other day when we had a $200k BMW driving past us taking photos of the Troopy while waving and tooting at us.

Cheers, Gareth ASK G + K Want Gareth + Kirsty to give you an A to your Q? Send your questions to questions@unsealed4x4.com.au Follow along with their adventures at facebook.com/aussieoverlanders

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THE UNSEALED 4X4 GUIDE TO

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Motor vehicles are essentially just bits of tin filled with oil, fuel and air. Not even the radiator is filled with the simple old H2O anymore. So, when we decide to drive through water, and we don’t want a drop of it inside our delicate cabin or moving parts, we must be barmy!

are one place that I’ve got it badly wrong by underestimating the depth.

Years ago I took a brand new press vehicle – a $116K Range Rover nonetheless – through what I thought was a wheel-deep crossing. It wasn’t.

I drove through (or attempted to) But as treacherous as water crossings before the Rangie engine sucked in can be, they really do often make a bellyful of water, causing what’s the adventure. And if we didn’t have known as hydraulic lock. In that to cross creeks and rivers, well, the ’96-model Range Rover, the engine adventure wouldn’t be half as much fun. computer was under the driver’s seat, so the alarm went off, the electric windows didn’t work, and the lights promptly turned into fish tanks. It took GETTING SET TO GET WET more than $12,000 to get that Rover Simply driving up to an unknown river, back on the road. Oops. So use me as sticking her in low-low and heading in an example, and don’t cross unless is a recipe for disaster. It’s tempting, you’ve walked it first, no matter how and believe me, I’ve done it plenty of clear and shallow it might look. times – but just a few times I’ve lived to regret it. Put simply, there is no way Walking the crossing also shouldn’t of knowing what a water crossing is be a straight across and back affair. like unless you walk it on foot. This is On your walk across, try and zigzag one of the few times when you realise your way over – this way you’ve got that not everything about four-wheel a better chance of picking up on driving is fun. Wading across an icy unexpected holes and depressions on high-country stream in your undies is the creek floor. Feel the bottom of the something akin to water torture, but it creek and try to assess what sort of is necessary. traction you’ll get. Also, feel the flow of the river. If the water flows too fast Some of the deepest and most to walk, then it’s almost certainly too treacherous crossings also boast some of dangerous to cross with a vehicle. If the clearest water. Clear water can act like there is a strong current but you still a magnifying glass, making the bottom of think it’s drivable, start upstream of the creek look a lot closer than it actually your exit, taking into account that the is, and a really deep crossing can look like current may push you downstream it might only come up to your knee. Coffs while crossing.

Harbour’s crystal-clear mountain streams

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SNAPPY TOM

Of course, there’s always an exception to the rule. Saltwater crocodile-infested water crossings (they also live in fresh water) can be extremely tough to walk.

Given the traffic on the major 4X4 tracks, I doubt too many crocs would find them a peaceful place to live, but you can never be too sure.

The way I see it, you’ve got three options here. You can either walk the crossing using a lookout or two to make sure there are no crocs in sight.

Or, you can not walk the crossing at all and chance it. Or you can be really smart, have a cup of tea, and wait for some other poor bugger to come along and either walk it or drive it – either way, you’ll soon see how deep it is!

WATER CROSSING BASICS • • • • •

The next step is to make sure you have all of your recovery gear at the ready and in working order. Water enters a non-moving four-wheel drive in seconds, so any time spent trying to locate straps and shackles could spell disaster for your 4X4.

For particularly tricky crossings, it can even be a good idea to hook up a strap on your front and rear, so if you do get caught, it can be a 10-second recovery.

For any water crossing deeper than hub height, it’s always a good idea to fit a water blind. This can be as simple as a blue tarpaulin strapped to the front of your 4X4, or as fancy as an MSA 4X4 Accessories water bra. The latter is a great design with elasticised edges and two straps that wrap around your rear-vision mirrors to keep the blind in place. It also has a bag off the front to provide storage for shackles and straps.

Water blind Water dispersant spray Diff breathers Swimmers/waders for walker Snorkel

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COMMON MISTAKES • Not walking the crossing because it ‘looks okay’ • Punching the crossing too hard and fast • Taking no precautions like water blinds and snorkels

STOP & WAIT

Another good precaution to take on any water crossing is to stop beforehand and let your vehicle cool down a little. This is for a few reasons.

Firstly, hot engine parts like manifolds and turbos don’t take well to being cooled instantly in cold water. They can crack, causing you expensive damage. And secondly, differentials also get hot, and when they cool down quickly, if their breathers are submerged, they’ll suck in a gulp of water. Hence, you’ll end up with a milky mix of oil and water inside your diff, leading to rust. This, however, can be stopped by extending your differential breather hose. It’s a simple mod that most could do in their driveway over a couple of hours.

Other engine components may also be susceptible to water damage, like distributors on older vehicles. If you think that’s the case with your fourbie, give those parts a spray of water dispersant like Lanotec.

And lastly, check the position of your air intake. If in doubt, ask your mechanic. Air intakes are usually up the front of the engine bay, or tucked into the inner guard. This is the part that your engine breathes from, and it acts like a vacuum cleaner trying to suck in air. But if that air turns to water, it will kill your engine.

Or, you might be lucky enough to have a snorkel fitted, which increases the height of your air intake dramatically.

Just check, though, that your snorkel isn’t classed as a ‘dust’ snorkel, as are fitted standard to some vehicles. While

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I’ve never had one fail, the originalequipment manufacturer claims these are not meant for deep water crossings, only dust (presumably to avoid warranty claims).

Speaking of warranty, if you’re driving a 4X4 that is still under new vehicle warranty, it might be wise to check your manufacturer’s handbook to see the permitted wading depth of your vehicle. Go too deep, and when your engine goes pop that $15,000 bill might need to come off your or your insurance company’s bank balance.

DIVE IN

Right, so now that you’re sure your vehicle is ready to make it across, you need to select the correct gear. With an auto, it’s easy, just select ‘Drive’.

A manual vehicle is slightly more challenging, keeping in mind that you never want to stop or slow (or change gears) on your way across the river.

Pick a gear that gives you plenty of torque, plus enough speed to create a bow wave. One of the most popular gears is second low range, but as

always that depends on your own vehicle’s engine and gearing. Select what you feel is the best.

For the drive across, you want to create a ‘bow wave’ out front. A bow wave means you’re travelling fast enough to push a small wall of water in front of the vehicle, creating the wave effect. This creates a big air pocket under your bonnet, in theory keeping your engine bay relatively dry. Often enough, though, four-wheel drivers can get a little excited, and push a whole lot more than a bow wave. Driving too fast can push water up onto your windscreen (meaning you’re temporarily blinded), and it can also allow water to wash down between the windscreen and the bonnet, in some cases leading to water damage.

Another common occurrence for drivers that ‘punch’ the water crossing too hard is that the force of the water punches the radiator fan into the radiator, causing expensive damage.

On one recent visit to Cape York, the notorious Nolan Brook claimed more than 60 vehicles in this way. Of course, none of them wore a protective water blind. At least one vehicle’s busted radiator went unnoticed, overheating the engine further up the track.

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So, keep a steady pace across the river, trying not to stop at any time, and maintaining that bow wave. Once you reach the other side, pause and let the water drain away before driving off. Also, remember that water in your brakes can inhibit their performance (particularly drum brakes), so you might like to pump your pedal a few times on flat or uphill stretches to dry them out, before you really need them.

Incidentally, when it comes to flood waters, don’t ever attempt to cross them. It seems that the bigger the flood waters, the more people think they can drive across the raging torrent. Do yourself and your family a favour and give those ones a miss.

DRIVING BASICS • Walk the crossing • Know the location of your air intake • Install a water blind for deeper crossings • Try not to change gears mid-crossing • Spray vulnerable components with a water dispersant • Maintain a bow wave during the crossing • Stop at the exit to let water drain away • Check your brakes post-crossing

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PAT CALLINAN’S 4X4

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T S E B E H IS THIS T

G N FOR A ‘B YOUR BUCK’

DUAL-CAB IN AUSTRALIA?

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&

We don’t think that there is a more competitive or important market in the Australian automotive scene than the utility market. It has a distinct Australian heritage and flavour, and is a driving force behind the 4X4 and outdoor lifestyle scene. With competition comes innovation; new models spruik ever increasing levels of comfort, refinement and design. It’s a hard curve to keep up with.

Right now, the 4X4 utility market is split into two distinct categories: the old designs and the new designs. The Triton, coming into form in 2006, sits firmly in the old category. The more astute amongst us will know that it will be replaced in 2015 with a new model, but that doesn’t mean the soon-to-be-old model isn’t worth reviewing.

The motor is still the same 2.5L of intercooled, variable-vane turbodiesel that now bangs out an impressive 400Nm (when mated to a manual gearbox). The engine can trace a proud and noble lineage back through to the early 1970s, being a real bread and butter winner for the Three Diamonds.

Performance is good, without being blistering.

DOHC and the variable turbo means lag is manageable, and there is a bit of get-up-andgo right across the 5000rpm rev range.

It isn’t as powerful as the 3.2L and 2.8L bighitters in later-designed utes, but it still does a commendable job.

The automatic gearbox is still available in four- and five-speed formats, but in our opinion should be avoided like the plague.

Opting for manual gives you an extra 50Nm of power and a much more responsive and enjoyable driving experience.

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Driving dynamics are, in a word, okay. You’ll happily live with the suspension during normal day-today use, but as soon as you throw a load in the back and/or tow across loose and rough surfaces, you’ll be considering aftermarket options.

Undulations will see a bit of wallowing, especially at mid to high speeds.

The sloping nature of the back of the cab gives a reasonable amount of legroom for a dual-cab ute, with a comfortable amount of rake. Ferrying around Andrews Gaze and Bogut wouldn’t be the best idea, but it’s adequate for kids and the occasional adult.

The interior is really swish, and beguiles the age of the ute. We were particularly impressed with the quality and finish of the leather, as well as overall functionality of the cab. Our ‘Warrior’ spec test vehicle provided a swag of extra features for the bargain price (relative to other dual-cabs) of around $45k.

The Triton does have a good-sized load bed, which measures 1505mm x 1407mm for the dual-cab. The kicker here is that the departure angle is far from terrific, especially with the factory tow pack fitted up. Also, we don’t like how much load can end up behind the rear axle.

I drive an old dual-cab myself, and now want an electric rear window. It’s great for ventilation on those hot days, without huge amounts of wind buffeting in the cab. I’ve never been a big fan of aircon (it works really well on the Triton, by the way), and loved having this wound down for fresh air open road cruising.

If you’re looking for a real dollar dazzler, keep an eye on the specials that Mitsubishi regularly run. Just a shade over $30K will see you behind the wheel of a good performing dualcab from a respected Japanese manufacturer.

Performance and basic spec is still good, and you even score a set of alloys on the GLX+.

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THE VERDICT

At the time of writing, a runout deal was in operation that could net you a dualSo does the Triton still stack up, after cab Triton GLX+ with alloy wheels and getting 10 candles on the birthday Bluetooth connectivity for the princely cake? At the very competitive price that Mitsubishi has set, yes. The motor, sum of $31,990. Sure, you could buy a Foton, Tata, Great Wall or Mahindra although far from the most powerful, for less, but anything else doesn’t even is adequate enough (especially when come close. Nissan’s D22 Navara carries mated to a manual) and well proven a $5000-odd premium over the Triton, over years of use. Driving dynamics except if you are an ABN holder. The are doughy, but good enough. It’s the same deal with off-road performance as kicker here is that the rock-bottom prices for the Triton include the impressive fivewell; like most other factory dual-cabs, year/130,000km warranty, something that the Triton is a little too low-slung for can’t be matched anywhere in the market our liking, but benefits from electronic at this price point. You still get good value driving aids and the option of a locking rear differential. It’s not the best ute out and plenty of bells and whistles on the GLX-R, but the real value is the GLX+. It’s there, but I’ll be damned if it isn’t the priced so keenly, it’s even keeping the best value.

Chinese and Indians honest.

WHAT WE LIKED: FINAL WORD Great value and solid reputation.

Will do what most ask of it.

A little doughy, but represents great value.

WHAT WE DIDN’T LIKE: It’s just not as good as the market leaders out there.

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THE

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AN ADVENTURE GIVEAWAY THE PRIZE POOL • • • • • • • • • • • • • • • • • • • • • •

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1 X Redarc 108W Solar Blanket 1 X Yamaha EF2000is Generator 9 X Cooper ST Maxx tyres 9 X ATX Ledge Teflon-coated wheels Old Man Emu Suspension Warn Zeon 10-S Winch GME UHF Radio and Antenna 2X Maxtrax Hema HN7 Outback Touring Solutions drawers Out Of Town Longranger tank Century Batteries Wurton LED light bar Redarc BCDC & Towpro Enmach Industries PolyRV water tank Pat Callinan’s 4X4 Adventures Pack

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WHAT

YOUR 4X4

SAYS ABOUT YOU NO-ONE IS SAFE IN THIS FACTUALLY DECREPIT STORY ABOUT THE 4X4 CLASSES

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Apparently, dogs look and behave like their owners. Or do people of a certain type all choose the same sort of dog?

Nobody knows which way it works, but the same principle applies to 4X4s.

So let’s don an invisibility cloak and observe a group of 4X4 owners at camp.

Dusk falls, and one by one they emerge from tents and trailers, camp chair in one hand, beer in the other, to settle around a crackling campfire, creating a brains trust the like of which has not been seen since last Wednesday.

TOYOTA

The most numerous of the lot, these fellows are utterly convinced they’ve got the best engineered, most reliable, and most capable vehicle there is.

They absolutely cannot understand why anyone could possibly come to any other conclusion given the clear and unambiguous facts so obviously apparent to all. Any evidence to contrary results in a red-faced, stabby-finger-pointing argument or is dismissed as mere blips in the Toyota run of perfection. Still, what’s most annoying about Toyota owners is that they’re actually pretty much right, or would be if the clock was wound back a decade or so.

NISSAN

Nissan owners may reluctantly concede the Toyota is better, in a ‘what have the Romans done for us’ sort of manner, but quickly argue they’ve got a better deal as their cars are tougher, better value and just as Japanese.

Unfortunately, everyone knows that’s all show because Nissan drivers secretly really wanted the Toyota which they either couldn’t afford, despite the “Toyota Recovery Vehicle” stickers on the back window.

JEEP

The Jeep driver won’t be there as he’ll be prone in front of his vehicle praying to it, adding another Eat-Sleep-Jeep tattoo to spare skin, attending a birthday party of a mate’s Jeep, naming their latest kids after Jeeps or attending the weekly Jeep Gathering. It wouldn’t matter anyway, they’d be unable to hear anything due to hearing damaged by the drone of 37” extreme tyres for hours on end. Jeep owners know they’ve made the right choice, just like any other cult member.

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SUZUKI

The Suzuki drivers will still be en-route, buzzing away like wheeled gnats.

Everyone loves the Suzukis, in the same way everyone loves their second or third sports team which has no chance of glory. They’re quietly proud of the fact they managed to drive a few hundred kilometres on bitumen, and not so quietly proud of the fact their cars cost less than the tyres of the larger vehicles and their fuel bills are much smaller, despite their engines running close to the rev limiter for most of the time.

MITSUBISHI

Mitsubishi owners spend all their time explaining they haven’t, in fact, got lost on the way home from the supermarket and their car can, in fact, drive over more than small pebbles.

They then prove the point by driving the same tracks as everyone else, and on occasion they even manage to get as many as three wheels on the ground at the same time. The owners believe they have it all – strength, handling, reliability and driveability. That’s understandable because most of them have never driven anything else.

LAND ROVER

The general opinion of a Land Rover will be some grudging respect for its off-road ability and general capability, but that’ll be a mere, fleeting nod of the head before the proper business of Land Rovers is discussed in detail and with relish, which is their odd (non-Japanese) ways and chronic lack of reliability as compared to everything else, rendering whatever redeeming characteristics they have entirely pointless if the car is in the workshop. Cue one of many jokes and “mate of a mate down the pub” stories. This will be a sustained attack, reminiscent of sharks frenzied by blood, but in this case the energy comes from pure green jealousy, especially from those with the loudest arguments.

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ARGUMENT STARTERS Bored around a campfire?

Actual physical violence not your thing, but you want to see a fight?

Try these: 1. “Electronics have made 4WDs soooo much more reliable don’t you think?”

2. “Isn’t it true if you only have one locker it must always go on the front axle?”

3. “OK forget lockers, who needs them if you have traction control!”

4. “I’ve heard <brand> tyres are regarded as by far the best, so why aren’t you all running them?”

5. “Live axles…why does anyone still bother with those cars?”

6. “Engel, Waeco…does it matter, aren’t they really the same?”

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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

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SUBARU

Any Subaru owners will be busy explaining, for at least the 20th time that evening (to anyone that will listen and even those who won’t) how they drove a track and were asked by owners of full-sized 4X4ss how they got there.

The real answer is “slowly and with lots of scraping”, but that’s not the point in Subaru-land, the mere fact the car made it at all is reason to brag.

THE REST

There’s many more marques to cover, but they can be roughly categorised into Pity, Apathy and Admiration. Pity is the ones who (according to received wisdom) just shouldn’t be in the bush, like high-end Euro models. Apathy is capable but boring – most utes.

Admiration is oddly interesting vehicles - Pinzgauers, G-Wagens, Nivas and the like. But really, every car will get a comment or a debate because to us, the cars are not just transport, they’re part of our lifestyle.

Words: Robert Pepper

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ALL-TE

SC OO P!

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THE ALL-NEW

BFGOODRICH ALL-TERRAIN KO2

Unsealed 4X4 Editor Matt Scott is the first member of the Australian 4X4 media to put the rubber through its paces.

When a tyre company launches a new product, it’s pretty standard for them to host an official launch. Usually, this is nothing more than a highlycontrolled carnival ride, where the tyre shows some of its strengths, and you never really have an opportunity to expose its weaknesses. BFGoodrich, on the other hand, dismissed the usual dog-and-pony show for the launch of their latest, fourth-generation AllTerrain KO2. They sent me to Mexico’s Baja Peninsula and let me loose with the new KO2 and a Baja Challenge race buggy – clearly, they have a lot of faith in me, err…the tyre.

With little supervision, too much horsepower, huge amounts of suspension travel, and the famously rugged Baja 500 race course as our playground, BFGoodrich set their tyres up for failure.

But after two days of what could only be described as torture, I couldn’t make them fail. I slid them around rocky, highspeed turns at ludicrous speeds. I hit the sidewalls repeatedly on jagged rocks, and drove hundreds of kilometres of rough tracks that would have made lesser tyres fail. Even getting them airborne (repeatedly) and landing on rugged terrain wouldn’t kill them. Ladies and gentleman, I can unequivocally say that I couldn’t kill the KO2. It beat me.

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ERRAIN

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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

lay isp D lit ck Ba r u olo 7C

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At first glance, you’ll notice that the tyre appears quite a bit more aggressive than its comparatively understated predecessor. However, while the shoulder and the tread pattern are completely new, they still look like the BFGoodrich All-Terrain we’re all familiar with. The new sidewall keeps the signature three ply design, while at the same time upping the strength by as much as 20 per cent. A lot of this sidewall strength comes from BFG’s use of computerpredicted object path design which pushes puncture-causing objects away from the sensitive parts of the tyre.

Essentially, some incredibly smart people figured out how sharp objects

make sidewalls fail, and then designed the tyre’s shoulder around deflecting those objects away from the tyre.

One of the most significant changes to the new KO2 is that BFGoodrich was able to increase tread wear on gravel by a staggering 50 per cent through the use of a specially formulated rubber compound that resists chipping.

If you’re spending a lot of time on Unsealed 4x4 tracks, this will translate into significant value over the life of the tyre. The tread pattern of the KO2 also incorporates stone ejectors, decreasing tyre wear, and saving you the annoyance of having a rock stuck in your tyre once you hit the bitumen.

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LL-TERRAI

DEVICES

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The proper measure of a good allterrain tyre is that, as the name suggests, it is appropriate for all terrains – which means the bitumen, too. In the limited amount of on-road driving I was able to do with the KO2, I could say that it’s just as good as anything on the market. Without further testing, I wouldn’t call it the best, as there was nothing to baseline it from. I will say that it was fairly quiet for how big of a performer this tyre is.

At the end of the day, it all comes down to what you’d put on your own vehicle, and personally for me, that’s always been BFGoodrich tyres. I liked the AllTerrain KO, and I like the KO2 even more. After years of being beaten down the ladder of All-Terrain tyres by their competitor’s innovations, BFGoodrich has finally climbed back towards the top. We’ll be getting a set to road test further and we’ll let you know our final thoughts in a subsequent Gear Guru feature. Prices are yet to be announced in Australia.

› WHAT MATT LIKED:

• Aggressive, modern design • Surprising mud traction for an all-terrain tyre

• Incredibly durable

› WHAT MATT DIDN’T LIKE: • Bulky tire shoulder might be ‘too much’ for some.

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GEAR GURU REPCO TOOLS

Confucius says: rich man buys his tools once; poor man buys his tools many times. The good thing about tools these days is that you don’t have to blow a bunch of money to get something high quality, that’ll give you many years of sterling service.

After steadily increasing my repertoire of curses and insults whilst rounding off too many nuts and bolts with cheap tools, I finally succumbed to putting aside a decent chunk of my income for something good. I saw that Repco had tools on special with a lifetime warranty, and took a punt on a 60 piece socket and spanner set, with a mix of metric and imperial, ½” and ¼” drive. They are made from drop forged chrome vanadium steel, and feel very high-quality in the hand.

Fast-forward about three years, and all jokes aside, I have given these tools a genuine beating on my two Land Rovers (one of them being a

forty-year-old work in progress). They have stood up very well, without a single issue to date. The metal box scuffs easily but is strong, and the mix of tools and extensions is a perfect basic foundation on which to build a comprehensive kit. With the warranty, they are definitely worth the extra coin over Repco’s other entry-level tools.

Regular retail is roughly $400, but they can often be had for up to a 50 per cent discount. I paid $180 for the 60 piece socket & spanner set. repco.com.au

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MAXXIS BIGHORN 762

When it came time to replace the archaic old rubber on my Series Land Rover, I didn’t have a lot of money to spend. So, I hit the internet forums for opinions, and shopped around for something of good value. I ended up with Maxxis Bighorn 762, a traditionalstyle mud-terrain tyre made by Cheng Shin Rubber in Thailand.

It’s worth noting that Maxxis do another, more modern style Bighorn called the 764, which is worth a little bit more. Yes, the name is a bit silly.

But at least the writing on the side is just ‘raised black’, instead of the full-on white emblazoning. The tread pattern is old-school mud terrain: big, square blocks of tread with big deep voids.

There is siping on the blocks, and also some biters on the sidewall.

After putting roughly 20,000 kilometres onto these tyres on two different vehicles, I am impressed with the way they perform. On-road performance is good and predictable, but off-road is definitely where they shine. They air down for off-road work terrifically, and give bucketloads

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of traction in rocky, shaley and muddy terrains. In the little bit of sharp, rocky terrain I put the tyres through, I had no issues with sidewall strength, but I wouldn’t exactly call myself a hardcore four-wheeler.

They do have a fairly steady howl on the road though, so if you are sensitive to noise, perhaps shop elsewhere.

But if you want something cost effective with an emphasis on off-road performance, then the Bighorns would be hard to beat.

My size was 235-85R16LT. They can be had for around $250 per tyre if you shop around. maxxistyres.com.au/ tyredetails.php?cat=4&id=15

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ARB MAXIMUM PERFORMANCE PORTABLE COMPRESSOR If you’re not at the point where you’re ready to permanently mount an air compressor to your vehicle, yet you’d still like a premium, high-output air compressor; it would be hard to talk badly about the ARB CKMTP12.

Packaged inside a moisture and dust resistant hard case, this compressor pairs ARB’s twin motor, dual cylinder compressor with a four-litre air tank and all the accessories you need to get the job done.

At over eight-hundred dollars, the ARB Maximum Performance Portable Compressor isn’t cheap, but neither are the products located inside the high-quality case. I was impressed that even the 12 volt power cables were fused, to reduce the possibility of damage to the unit incase the polarity was accidentally reversed by the user. The four-litre air tank provides a little bit of breathing room for the compressor, and allows you to have a little bit of reserve air capacity.

It’s all switched on by an ARB-style locker switch. Price aside, I haven’t seen a better unit on the market.

I’ve been using one of these compressors on and off over a few continents of 4X4 travel, and I was more than happy with the performance I received from the unit.

As a standalone system, it’ll fill up tyres quickly (I’ve tested it with tyres as large as 37” in America) and it’ll also provide enough juice for most air tools you could imagine. The benefit of being a portable unit really becomes noticeable when you’re the only guy that has an air compressor in arb.com.au/products/arb-airyour group – no longer do you have to compressors/?ex=item_2_3 constantly reposition trucks nearest $829 to the one with on-board air.

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FACTOR 55 HITCHLINK

Prior to Factor 55 arriving on the market, recovery gear wasn’t exactly imaginative, and that’s okay, because it was designed around being functional; and provided it wasn’t purchased from a knock-off Chinese reseller, it was also designed to be safe. So, recovery gear is serious equipment – but that doesn’t mean it can’t be good looking equipment.

Factor 55 innovated in a space where no one else thought to do so. With the use of high-strength, low-weight materials and a decent design eye, they managed to create a receiver shackle mount with a strength rating of 4,300kg, and an ultimate breaking strength of over 23,000kg. The whole package is made from 6000-series aluminium and weighs in under a kilo – impressive. It looks pretty fantastic too, if I might say.

I’ve been using the Factor 55 HitchLink for over a year, and there’s not a

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single doubt in my mind about the product when it comes to safety.

Some are hesitant of the aluminium construction, but I’ve pulled, and pulled, and pulled with it, and it keeps on chugging. My first HitchLink (which was conveniently stolen) was red powder coat, and I did notice some chipping in the finish after heavy use, though the silver anodised model has corrected that. They’re compatible with standard 3/4-inch screw pin shackles, and work with most tow bars. factor55.com/product/hitchlink/

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ROOM WITH A VIEW

LEFT HOOK

MR 4X4 EXPLAINS WHY AUSTRALIA SHOULD GET LEFT HAND DRIVE 4X4S If absence makes the heart grow fonder, then make mine a Billy Ray Cyrus Achy Breaky Heart. I’m referring here to my sadness at not being able to buy certain 4X4s from around the globe. Left hand drive 4X4s to be more specific. The 4X4s that we can’t have in Australia are many and varied. The Ford F-Series trucks, the Toyota Tundra, and the deliciously well-proportioned dual-cab Nissan Titan, which will soon be available with a 5.0-litre Cummins turbo-diesel engine.

PAT CALLINAN

The thrust here is of course for large turbo-diesel utes, which are fuel efficient, and can also haul a serious load.

After all, if you’re a successful plumber who is currently driving a $60K Nissan Navara ST-X 550, what do you upgrade to? You could get a HSV Maloo Ute, but that can’t scoot around the work site or take the family up to Fraser Island at Christmas. A left hand Nissan Titan, however, would probably land in Australia at around $80,000 – a perfect upgrade. And the same example goes for the everpopular HiLux and Toyota Tundra.

The current market has these large right hand drive converted vehicles sitting between $100,000 for a base F-Series all the way up to $160,000 for an up-spec Dodge RAM. An F-250 from a high-end conversion company, like Performax in Gympie, will set you back around $130K. It’s a great service that they offer, but it also renders the vehicle unattainable for all but the very loaded.

We’re constantly reminded that car companies need to operate global platforms to make profitable businesses.

Parts commonality is important, so making a right hand drive version for a market the size of Australia is patently

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REASONS FOR LEFT HAND DRIVE: • More choice of vehicles • Capable and fuel-efficient 4X4s • Much cheaper than right hand drive conversions • Emergency stops on road verge much safer (as driver is protected from flowing traffic by vehicle) • Superior tow vehicles

ridiculous. It would take hundreds of millions of dollars to tweak the production line, and Aussie companies just aren’t prepared to take the risk.

• Consumer-first decision making

Sure, you could argue that Ford already tried bringing in F-250s in the 90s, and this failed due to a lack of volume.

It was Ford Mexico who actually engineered the right hand drive conversion, because when Ford USA learned of our volumes, they couldn’t be bothered. But in the 90s, dual cab 4X4 sales were measly to say the least. Now dual cab 4X4s amount to one of the biggest market sectors.

So particularly now that we have a free trade agreement with the U.S., the time is right to embrace the left hand drive vehicle.

REASONS AGAINST LEFT HAND DRIVE: • Drive-thru at Macca’s becomes a gymnastic challenge • Overtaking may take some getting used to

click here to read the rest

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THE EDITOR’S COLUMN

BUY ONCE, CRY ONCE A lot of people ask me about the gear I personally use when I go exploring, which usually isn’t cheap stuff.

Often times people will comment that it “must be nice” to be able to afford such expensive things, and that they “could never spend that much” on whatever particular item we’re chatting about. Which is funny, because I can’t afford to buy a subpar quality item.

MATT SCOTT

I subscribe to the “buy once, cry once” mentality, because I know it’s cheaper to buy an expensive, quality item once (hence the initial tears), than it is to buy something of subpar quality two or three times.

I make an investment in my equipment, and it has always paid dividends in enjoyable use throughout its lifespan.

These days, there are way too many subpar quality options on the market. We have so many knock-offs that we’re getting knock-offs of knock-offs, and at the end of the day, that doesn’t do anyone good. You might save a little bit on your purchase price by choosing the cheaper option, but more than likely you’re going to end up with a product that doesn’t perform as well, and will likely leave you high-and-dry when you need it most.

Four-wheel drivers have little room for gear that’s going to leave them stranded. Cheap recovery gear can put someone in the hospital, low quality replacement parts can leave you stranded, and perhaps worst of all, that knock-off fridge-freezer might leave you with warm beer.

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ABOUT US

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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

4x4 Expedition Vehicles SLR’s range of new generation of 4x4 expedition vehicles are built on years of four wheel drive and adventuring experience. From a compact off road camper, to the most imposing terrain eating machine, SLR are sure to have the ultimate 4x4 motorhome to get you where you need to go........

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CREDITS Editor Matthew Scott Journalist Sam Purcell Digital Media Manager Eldon De Croos Sales and Marketing Manager Mark Muras Account Manager Allan Goldby

Publisher Pat Callinan Publishing Pty Ltd

Brand Manager and Junior Publisher Kirsten Nutting Video Editor Steven Levett Sales and Promotions Manager James Fox Administration & Advertising Art Director Laura Boshammer

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Hayman Reese

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Ultimate Offroad Campers

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06

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