UNSEALED 4X4 ISSUE 008 by UNSEALED 4X4

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YO FOR TI UR PL PS AD AN VE NIN NT G UR

A DAY’S DRIVE FROM

SYDNEY: 5 TRACKS

DRIVELINE UPGRADES FOR

TRAVELLING

DEFENDER VS. TOMCAR VS. COMP TRUCK

WITH TEENS

CAPE YORK’S

YOUR 4X4

WWII JEEP TACKLES

TELEGRAPH TRACK Aftermarket Mods: Is Your 4X4 illegal?

ISSUE 008 0BITCOIN

$0.00

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GEAR NEWS

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

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ly ur

t’s o o

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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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THE JAPANESE-AUSTRALIA

FREE TRADE AGREEMENT

SAVES FOUR-WHEEL DRIVERS MONEY GOVERNMENT FINALLY DOES SOMETHING RIGHT, PRICES OF JAPANESE-MADE 4X4S TO DROP.

It’s no secret that Japanese vehicles are ridiculously popular in Australia. Toyota, Nissan, Mitsubishi, Suzuki, Mazda, Subaru – it’s the bulk of what you see on the road today. When it comes to four-wheel drives, it also seems as if the lion’s share is wearing the badge of a Japanese brand. But

thanks to some interesting taxes and government work, a lot of those ‘Japanese’ vehicles moved their production to Thailand — where a free trade agreement was in place. This meant lower prices for the consumer, in addition to significantly cheaper labour rates.

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On the 15th of January, the JapanAustralia Economic Partnership Agreement (JAEPA) was finally put into effect. Considering that Japan is one Australia’s largest trading partners, with a two-way trade of more than $70 billion, it’s a big deal in more ways than one. Admittedly, we’re focused on the automotive aspects of the agreement, but it’s actually one the largest imports from Japan each year with 362,058 passenger vehicles entering the country during 2013, amounting to $6.7 billion. The benefit for Australian consumers is the removal of a 5% tariff on vehicles made in Japan and sold in Australia. The only caveat is that vehicles under 1.5 litres, presumably already affordable, only benefit from a 3.5% reduction. The only four-wheel drive this applies to is the mighty Suzuki Jimny. The discount is off of the ‘landed’ price of the vehicle, which for example is what Suzuki Japan sells the vehicle to Suzuki Australia for – it’s not off the RRP.

The work-oriented 200-Series GX drops $4,174

Workhorses like the 70-Series don’t see as much of a discount due to the fact that they’re already cheaper. Though there still are discounts ranging from $1,800 for the Crew Cab, to $3,000 for the Troop Carrier. Those interested in the FJ Cruiser will get a $1,000 discount as well.

It seems that Toyota LandCruiser enthusiasts have the most to gain from JAEPA, as most of their cheaper fourwheel drive vehicles, like the HiLux, have already shifted production to Thailand, where it’s unlikely to return from. The Prado will see the most discounts, with up to $7,630 being slashed from the top-of-the-range Kakadu model. The 200-Series isn’t far behind though, with $5,174 slashed from the range-topping Crew Cab variants of the Sahara diesel model. Oddly the cheaper 70-Series are dropping $1,800 VX model receives more of a discount. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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WHAT DOES THIS MEAN FOR YOU? Price reduction is on the ‘landed’ cost of the vehicle, which is what the Australian business pays the Japanese manufacturer for the vehicle.

Vehicles under 1.5 litres only get a 3.5% reduction, not the full 5%. Vehicles like the Jimny don’t benefit from the full reduction.

Some manufacturers may be adding equipment as standard to make up revenue and preserve resale, others like Mitsubishi have been preparing for the agreement with reduced prices in 2014.

The $12,000 tariff on used Japanese vehicles still applies, which means you still won’t be able to import cheap used vehicles.

The 33% luxury vehicle tax on vehicles over roughly $62,000 still applies, though the amount paid will be less due to the reduced price. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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WHAT VEHICLES HAVE BECOME CHEAPER? › Suzuki Jimny Pre: $20,990 Post: $19,990 Savings: $1,000

› Toyota LandCruiser

Prado GX 5 Seat, Manual Transmission Pre: $55,990 Post: $51,990 Savings: $4,000

› Toyota LandCruiser 200-Series VX Pre: $100,164 Post: $93,990 Savings: $6,174

› Toyota LandCruiser 70-Series GXL Troop Carrier Pre: $67,990 Post: $64,990 Savings: $3,000

Words by Matt Scott

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COMP TRUCK

TOM

WE PUT A 2WD TOMCAR UP AG

TO SEE HOW F

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MCAR

DEFENDER

GAINST TWO CAPABLE 4X4S

FAR IT CAN GO

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Designed for the rigour of military and defence use in Israel, manufactured and modified for use in Australia; the Tomcar was built as a tool for farmers, miners, or anyone that needs to reliably transport loads across rough terrain. But the specs aren’t promising – a CVT transmission, fully independent suspension and 2X4 – it’s more like a Yaris than a Landcruiser. There’s no stereo, heating, power steering or any luxuries, really, so it weighs under 800kg, can carry up to 650kg, and tow up to 1500kg. The two-seater is a mere 2.8 metres long and the four-seater isn’t much bigger. But then we look further, and find the suspension offers travel of 330mm at the front and 360mm at the rear, beating many 4X4s, and there’s 380mm of ground clearance when unloaded, or about the same as a Patrol when it’s on 40” tyres. There’s a rear differential lock, the chassis has one smooth plate underneath, and a full roll cage is standard. Approach and departure

angles are around 80 degrees, and ramp angle bests most 4X4s with a 2” lift. We’ll stop with the facts and figures here, but you get the point: the Tomcar is a serious off-roader. But could a 2X4 ever beat a 4X4? To find out, I took a Tomcar out to a local state forest to play with a Defender 110 and a Patrol comp truck on 37” tyres. I’ve got co-founder Joe Brim in the passenger seat saying “drive harder”, and we’re into very deep ruts and rough ground, albeit terrain 4X4s could negotiate well enough. With its amazing long-travel suspension, the Tomcar is more like a magic carpet than your usual off-road machine. The speed you’re able to carry through the toughest lines and the roughest tracks is well beyond that of most standard four-wheel drives. But when it comes to comparing two highly-capable four-wheel drives to the Tomcar, we need a proper challenge, because fast stuff is fine but it’s the tougher terrain we’re here for.

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“WITH ITS AMAZING LONG-TRAVEL SUSPENSION,

THE TOMCAR IS MORE LIKE A MAGIC CARPET

THAN YOUR USUAL OFF-ROAD MACHINE.” NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

COMP TRUCK

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The first obstacle we found was a relatively steep and slick clay hill to climb, so we readied all three vehicles and sent the Tomcar off first. After just two attempts, with plenty of wheelspin and skinny pedal, the Tomcar makes it to the top. Next I called up the Defender, one of the most capable stock 4X4s, and this one has oversize muddies and a lift. Would it make it to the top? Nope, it got stuck near the bottom, running well out of clearance. It’s left to the comp truck to saunter up on its big 37” tyres that give it the clearance to restore 4X4 pride. It makes it to the top, albeit with plenty of wheelspin. For the rest of the day, anywhere we go, no matter if the track was littered with rocks or insane ruts, the Tomcar follows. The next slippery obstacle we encounter forces the Defender to winch, this time for the lack of traction rather than clearance. Once again, the Tomcar makes it to the top, but it doesn’t do it with the ease of the comp truck. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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Only once did the Defender best the Tomcar, and this was on a steep, rocky climb where the Tomcar’s rear weight distribution (which is 2/3 on the back) meant it was hard to keep the nose in line; its lack of four-wheel drive also meant it couldn’t ascend the obstacle – but even the Defender needed two goes. We ended up flipping the Tomcar, but we simply rolled it back over and went on with our business. As you probably guessed, the comp truck did just fine.

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DEFENDER

“WE ENDED UP FLIPPING THE TOMCAR, BUT WE SIMPLY ROLLED IT BACK OVER AND WENT ON WITH OUR BUSINESS.” NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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SO WHICH IS BETTER, COMP CAR OR TOMCAR?

Overall, the comp car. But that “overall” doesn’t mean it’d be better in every scenario. The Tomcar’s tiny size and light weight would certainly see it scamper places the bigger cars couldn’t hope to follow, no matter how many turbos you bolt on to turn monster tyres. Now Tomcar vs Defender? A harder question, and the mere fact it gives me pause is credit to the Tomcar. Overall, I’d go for Tomcar with the exception of steep hill ascents in which case it’s Defender. The Defender is also street legal, and while Tomcar is working on making their offering road registrable, currently it’s not the vehicle you can beat up on the tracks, and then drive home.

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VS. DEFENDER

“TOMCAR VS DEFENDER?

A HARDER QUESTION,

AND THE MERE FACT IT GIVES

ME PAUSE IS CREDIT TO

THE TOMCAR.”

COMP TRUCK

VS.

TOMCAR

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But the real question is not whether or not the Tomcar is better than a 4X4, it is whether it has sufficient off-road capability for its intended purpose of rough-terrain transporting. That answer is a definite yes. But while the Tomcar is designed as a serious tool, if your purpose happens to be driving enjoyment in a local forest then I think I’ve found something even more fun than a Jeep Wrangler and that’s about as much praise as I can give anything, 4X4 or 2X4. www.tomcar.com.au. Prices start from $25,000. Vehicles are not yet road registrable but this is planned for the future.

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THE LAST DEFENDE

LAND ROVER UNVEILS THREE FINAL SPE EDITION DEFENDERS TO COMMEMOR THE MODEL’S HISTORY, AND END.

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T ER

There isn’t much the Defender can’t handle. After all, the bare-bones utility four-wheel drive has survived dozens of combat roles, the Camel Trophy, and slightly less arduous roles played as a workhorse at home on the farm. Simply put, the only thing the Defender can’t tackle is the European Legislation that spells the end of the iconic model at the end of this year. To celebrate the heritage and history of the vehicle that has been around for almost 60 years, Land Rover has unveiled three final special edition Defenders; because one just wouldn’t have been enough. We’re okay with that.

ECIAL RATE .

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DEFENDER

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› AUTOBIOGRAPHY EDITION Aimed at the well-to-do enthusiast who wants to have the newest, most-expensive Defender, the Autobiography Edition brings more power and more luxury. They’ve managed to squeeze an additional 20kW, and an extra 40Nm out of the 2.2-litre turbo-diesel engine. There’s also a leather wrapped dash, a full windsor leather interior with semi aniline seats, LED projector headlamps, and a variety of metal and aluminium goodies to give it a premium feel. It’s all combined to make what Land Rover is calling the ‘most desirable Defender ever built’.

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FOR EVERY ADVENTURE

MORE COOPER

LESS COIN S/TMAXX HEAVY DUTY 4WD

A/T 3 ALL TERRAIN

BUY NOW AND SAVE UP TO $200 ON A SET OF COOPER 4X4 TYRES* VIEW OFFER AUST. REGISTERED DESIGN NO. 334885

AUST. REGISTERED DESIGN NO. 334293

*Promotional offer valid on selected tread styles and sizes between Monday 2nd February - Tuesday 31st March 2015. Labour costs may apply. Advertised maximum saving is on a set of 4 tyres and includes GST. Not available with any other offer. Only available at participating authorised retailers. Ask in store for more details or visit coopertires.com.au for full terms and conditions.

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› HERITAGE EDITION

Paying homage to HUE 166, the first pre-production Series I Land Rover, the Heritage Edition Defender sports love-it-or-hate-it Grasmere Green metallic paint with matching wheel arches, and a contrasting white roof. Enthusiasts will note the colour-matched ‘wolf’ steel wheels, and the Series-inspired front grille. The almond cloth interior matched with aluminium accents gives the interior a modern, yet timeless feel. The differential lock and gear selector even wear the colours of their respective Series brethren. This one keeps vinyl floors and does away with some of the more luxury bits the other special editions have.

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Keen to show that the Defender is still the expedition vehicle of choice for many explorers, the Adventure Edition combines a comfortable interior with a racy yet practical exterior. It’s equipped with a variety of off-road ready accessories, including underbody protection for the engine and side sills, and the availability of an expedition-grade roof rack and raised air intake. The custom grille is exclusive to the Adventure Edition, and the model also features a contrasting

Santorini Black bonnet, roof, rear door and wheel arches regardless of the colour chosen (of which it’s available in three). The interior gets the full windsor leather treatment, with plenty of luxurious bits to keep you comfortable on your next ‘expedition’. Vehicles will be hitting our showrooms in November, with Australian prices to be announced later this year. Unfortunately the Autobiography version won’t be making its way here.

› ADVENTURE

EDITION

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BRISBANE’S GREATEST FAMILY 4WD, CAMPING, FISHING & BOATING SHOW NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

Meet... Roothy

s Jason Andrew

en Frankie J Hold

BUY

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› VISIT THE FACTORY

The last Defender will roll off the Lode Lane assembly line in Solihull, England in December of this year. If you just can’t bear the thought of living without seeing how a Defender is made before they’re gone, Land Rover is now offering enthusiasts the opportunity to do a tour of the factory. For around $90, you’ll get to witness every aspect of the production process first-hand, and you’ll be tour the new Celebration Line exhibit; which aims to transport visitors back to 1948 when the first Land Rover was new. You’ll need to arrange a visit, as spots are first come, first served – expect them to go fast. Matt Scott NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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IS YOUR 4WD

ILLEGAL?

WE LOOK AT THE LAWS SURROUNDING COMMON OFF-ROAD AFTERMARKET ACCESSORIES.

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We all want a unique vehicle, which makes sense as we all do different things with them. Modifying four-wheel drives is nothing new, and in-fact the off-road aftermarket industry is booming in Australia. But don’t for a minute think that everything available to purchase for your pride and joy is up to scratch or even legal to run on-road.

required to be approved for legal road use applications. Or more importantly, the manufacturer didn’t want to pay to have the certification performed.

The actual correct fitting of accessories can be equally important, as there are right and wrong ways to fit items in a roadworthy manner. It can be a confusing process to ascertain the correct information, If you look closely, some off-road as laws vary state-by-state. Always accessory manufacturers will (in check with your local roads and traffic small print none the less) specify a authority to ensure compliance before product is fit for off-road use only. What this means is that no matter spinning a single spanner. In saying that, what we have assembled here is how sturdy the construction might a concise guide to roadworthy fourbe, the product is either unfit for use on-road, or hasn’t been tested to meet wheel drive modifications in Australia. the relevant Australian standards

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WHY SHOULD I BUY A . . . S T E I N BAU E R P E R F O R M A N C E M O D U L E ?

HOW‘S IT DIFFERENT FROM OTHER MODULES? WHAT‘S THE PERFORMANCE INCREASE? WHAT DO OUR CUSTOMERS SAY? HOW IS IT INSTALLED?

SEE TESTING RESULTS

Photo by: Joe Giustiniani

HISTORY TIMELINE

www.steinbauer.com.au

FREECALL

1800 733 159

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WHEELS AND TYRES

diameter of 50mm are considered legal, as is a track width increase Every state in Australia will have of up to 25mm. Again, this is all its own rulings here as to how big dependent on the state you live in, an increase you can make when it however this is what is listed in the comes to tyre size. Not only that, NCOP (National Code of Practices) but the track width increases are which has been adopted as the scrutinised also. As a rule of thumb, governing regulatory document tyres with an overall increased throughout most of Australia.

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NEW 2015 RANGE COMING TO A SHOW NEAR YOU • ALL New Interiors and Exteriors • Australia’s OFF-ROAD specialists • Meet our off-road experts for touring tips and advice

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LET THE ADVENTURE BEGIN

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LED LIGHT BARS / DRIVING LIGHTS

It seems every four-wheel drive these days has some sort of LED light installed. Be it a light bar on the bull bar, or a few smaller units to use as reverse and camping lights. But did you even think about the legal ramifications of fitting these lights? Or more importantly, did the company you purchased the fixture from mention legalities? Thankfully, authorities have cottoned on to the fact LED lighting provides far safer and brighter driving conditions once the sun goes down. In the past it has always been

required that driving lights are to be fitted in pairs, which is what caused issues when it came time to pass laws on LED light bars. You can usually only fit one! The good news is these laws have been changed in South Australia and Queensland – with many states about to follow suit – meaning that LED light bars will be allowed as a legitimate safety item. There will be plenty of discussion on this topic this year no doubt, hopefully with some more positive outcomes for four-wheel drivers. With that said, they must not be installed on top of a bull bar or where vision can be obstructed. This is one rule that applies Australia wide.

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PROTRUDING OBJECTS

In my opinion, one of the most dangerous modifications is incorrectly installing accessories to protrude forward of a front bull bar. Any protruding sharp edges or objects mounted about the bonnet line are considered potential pedestrian hazards and may also interfere with the operation of any airbags fitted to your four-wheel drive. Think fishing rod holders, driving lights, recovery hooks and you will know what Iâ&#x20AC;&#x2122;m on about. Many moons ago when I was working in an off-road modification workshop, a customer proudly displayed his latest modification. A piece of checker plate steel bolted on top of his bulbar, with his new (and expensive) driving lights bolted to itâ&#x20AC;Ś sticking out about 30cm forward of the bull bar. When I explained to him how much damage it would do if he hit someone, he sheepishly removed the offending steel and asked us to do it right. Two simple clamp brackets were all we required to relocate the lights, which actually cost less than the materials old mate purchased to make his cow-catcher. The moral of the story? Buy the right parts to fit the space you have, and if in doubt consult an expert before drilling or bolting anything on.

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DID YOU EVEN THINK ABOUT THE LEGAL RAMIFICATIONS OF FITTING THESE LIGHTS?

WEIGHT AND GVM

Weight is a hot topic, and one we as four-wheel drivers often get wrong thanks to the seemingly invincible feeling our vehicles offer. Take a family of five, a loaded fridge, full tank of fuel, water jerry cans and food for a trip, and you have added around 450kg. Now, bolt on a winch, steel bull bar, rear tyre carrier, a fridge slide, dual batteries and side rails and lets call that 250kg.

You now have 700kg of additional weight to carry and we are being conservative here! Now, if you have a vehicle such as the 200 Series LandCruiser with a GVM of 3300kg and a TARE weight of 2640kg, your four-wheel drive is now overweight and un-roadworthy as the allowable payload is only 660kg.

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ENGINE MANAGEMENT SYSTEMS AND EMMISSIONS

Older vehicles were far simpler, especially when it came to emissions control. Now we have catalytic converters, diesel particulate filters (DPF), exhaust gas recirculation (EGR) valves and all sorts of measures to ensure emission levels are at all time lows. It is completely illegal to modify any emission control units; so don’t be tempted into playing the emission modification game.

We hear of people blanking off EGR valves to reduce carbon build-ups as these system forces spent exhaust gas back into the engine so it is burnt off rather then emitted into the atmosphere. The same goes with diesel particulate filters, which have been reported to cause issues if you do lots of short runs not enabling the vehicle to reach critical operating temperatures. We can understand the science behind these modifications, however if you want to keep your vehicle in legal roadworthy condition, the only way is to keep emission control units the same as they rolled off the factory floor.

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SUSPENSION OVERVIEW

Suspension upgrades are one of the first modifications many four-wheel drivers make to their vehicles, and there’s a staggering array of kits available on the market. With so many options, how do you know what you can and can’t do to your vehicle’s suspension to retain legal roadworthy operation? To make things easier, the below points highlight some common do’s and don’ts when it comes to suspension modifications in Australia. • As a rule of thumb, a 2in lift (50mm) requires no engineering or additional paperwork and is generally considered a safe modification.

• Extended or adjustable shackles aren’t roadworthy if used to raise a leaf sprung four-wheel drive. • Leaf spring lift (or lowering) blocks can be used if constructed from solid steel, aluminium or a similar grade material and are positively located to the axle spigot hole and leaf spring centre bolt. • The use of coil spacers and strut spacers is not roadworthy in most states. If you need more height, use the right spring for your needs. • Airbag helper springs may be fitted in addition to the original suspension, however coil or leaf springs must have the same or higher spring rate than stock.

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OFF-ROAD ARMOUR

If your vehicle has airbags, fitting a custom bull bar without ADR certification is a big no-no. The same goes for bolting steel rock sliders on trucks with side airbags. This is because the barwork may interfere with the safe operation of the airbag system in the event of an accident.

In many cases, crumple zones need to be engineered into the mounting points, just like a bulbar, to ensure the step/rail/slider moves with the impact rather than resists it. The big name suppliers such as ARB, Opposite Lock and TJM have this covered, so if you want safe and legal protection itâ&#x20AC;&#x2122;s best to check with them. Backyard or custom units are best left to older trucks where there is no risk of airbag deployment failure.

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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

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ROOF RACKS

Did you know the maximum width a roof rack is allowed in total is 2.5m? Not only that, but the rack cannot hang more than 150mm past the sides of the vehicle. Keep this in mind if shopping for a second hand unit, or a roof rack that might fit but has been designed for a different vehicle. Also consider the weight of the roof rack or cage you have your eye on. Vehicle manufacturers will supply a safe working limit that the roof can accommodate while stationary, usually up to the 100kg range. If you bolt on a steel roof cage that weighs 50kg, and put a larger tyre on a steel rim and a jerry can of water on the rack, you’re going to be close to, if not over this working limit. Forget about fitting a roof top tent! Alloy roof racks help out here as they offer the strength of steel without the weight.

LEGALITIES CHECKLIST 1. Suspension lifts over 50mm will require engineering 2. Tyre diameter must not increase over 50mm (i.e. 31in to 33in) 3. ADR approved bull bars must be fitted to vehicles with airbags 4. All driving light fixtures must be fitted in pairs 5. Roof racks can’t extend 150mm past each side of the vehicle 6. Accessories fitted must not protrude forward (i.e. driving lights on a bull bar) 7. Rock sliders need to be ADR approved if fitted to a vehicle with side airbags 8. Never remove or blank EGR valves or bypass emission controls 9. Bolt-on wheel spacers are not roadworthy 10. Any modifications exceeding these limits will need engineering approval Words By Evan Spence

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TIPS FOR PLANNING

YOUR 4X4 ADVENTURE

› 1. MAKE EVERYONE WRITE DOWN THEIR GOALS

I’ve been on way too many trips where I end up not seeing what I set out to see, and I know I’ve been on even more trips where someone else didn’t get to see what they wanted. Why? Because no one communicated what they wanted to get out of the trip before it was too late. The solution is simple – make everyone sure writes down their goals, and be sure to bring them with you on the adventure.

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› 2. DON’T OVER PLAN

I know people who spend weeks planning every inch of their adventure; only to deviate from their meticulously planned route a day into their trip. Stop wasting your time planning every single track you’re going to take, and focus on the things you and your travel partners want to see or do. From there, it’s a simple matter of connecting the dots with what makes the best sense.

› 3. SET UP THE TENT BEFORE YOU USE IT

“But I just took it out of the box, what do you mean it doesn’t work?” Just because something is brand new, it doesn’t mean that it’s guaranteed to work, or be complete. The tent you bought on your way out of the city might have been the best model they had, but it’s pretty useless when it comes with a hole in it, or if they forgot to include the poles. No matter what it is, it’s important to properly learn how to use your

equipment before you need to use it. Tents might seem trivial, but replace that situation with recovery equipment and the risk goes through the roof.

› 4. INSPECT YOUR 4X4 BEFORE YOU GO

It might seem like common sense, but before you set off on an extended adventure, give your 4X4 a thorough inspection. If you’re not comfortable doing it, take it to a 4X4-friendly mechanic that knows what they’re doing. Little things like a leaking axle seal might not seem important to fix before you leave; but after a dozen water crossings and a few thousand rough kilometres, your un-lubricated driveline might think differently.

› 5. ASK IF YOU REALLY NEED IT

These days you can pretty much bring all of the conveniences from home with you into the bush. Washing machine? They make a 12V version. Air conditioning? Yep. Satellite internet? Of course. But do you really need it? Nope. More stuff equals more weight, and weight equals reduced performance and fuel economy. It’s also a massive pain to look after all of this stuff when you’re on the move. Evaluate what you need and don’t need. It’s okay to be comfortable, just don’t be gluttonous with your gear.

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CLICK HERE TO VIEW ARB’S PRODUCT RANGE

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THE GUIDE TO

4X4 DRIVELINES AND HOW TO UPGRADE THEM

THINK OF DRIVELINE MODIFICATIONS LIKE PROTEIN-SHAKES FOR YOUR FOUR-WHEEL DRIVE. IF YOU WANT TO GET TO THE TOP, YOU’RE GOING TO NEED SOME HELP! 4X4 drivelines have a big job asked of them, as there are so many components that fall under the driveline banner. The scary thing is each part bolted to your vehicle is just as important as the next. In-fact, I’ve been stranded on the side of the road thanks to a $35 universal joint that decided it didn’t want to play along. And let’s just say it’s a long walk to the auto-parts shop for a $35 part…

Knowing how something works is the best step forward when it comes to preservation. Let’s take a closer look at what makes your four-wheel drive, well… a four-wheel drive. But do you understand the mechanics of how your vehicle gets from the driveway to the tracks?

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4X4 DRIVELINES

AXLE SHAFTS

WHAT ARE THEY: Axles are responsible for transmitting drive from the vehicle’s differential centres to its wheels. Also known as axle shafts, the factory fitted items are in most cases constructed from a material known as hardened 1040-axle steel, which is a compromise between strength and ductility (and price, no-doubt). WHY THEY BREAK: Generally the splines (where the axle meets the diff) on an axle shaft will twist first, however if driven too hard for too long, or if shock-loaded (jumping on hard surfaces), the axle shaft will shear. In some cases, the factory axles are in fact the weakest point in the driveline. This causes major issues, as it can take specialised tools to remove the broken shaft stuck form the differential centre. HOW TO UPGRADE THEM: Aftermarket axle shafts with serious amounts of engineering! We’re talking about features like larger shaft diameter, rolled axle splines and highgrade chromoly construction, using material grades such as 4140 or 4340 (we’ll get to this later). This creates a stronger, more durable axle that is less likely to break under stress.

WHAT’S THIS CHRO-MO BUSINESS?

Chromoly is strengthened steel that has been blended with chromium and molybdenum. It is lighter, however it retains its high strength properties, making it perfect for roll cages, aircraft and even bicycles. The benefit of chromoly for driveline applications is that it can be hardened and quenched (via heat treating or induction hardening) for additional strength. This means less weight in a stronger product. There are many different grades of chromoly, and it pays to do your research before someone tells you that their ‘chro-mo’ axles are better than another.

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THE GUIDE TO

SLIPPING

CAUSES HEAT,

AND HEAT IS THE BIGGEST

KILLER OF CLUTCHES.

Drawer Systems Cargo Barriers - Water Tanks Fridge Slides - Accessories Custom Storage Solutions

(02) 4647 6322

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4X4 DRIVELINES

CLUTCH WHAT ARE THEY: Clutches provide drive from the engine to the transmission by utilising highfriction materials to provide a bind. They also allow for gear changes by disconnecting the drive from the engine and gearbox, which are linked in their simplest form by input and output shafts. WHY THEY BREAK: Fitting bigger tyres, and driver error by riding the clutch (holding it on he friction point) creates additional heat that destroys clutches. Another consideration is water or mud entering the clutch assembly after or during water crossings. This makes an absolute mess of the internal components, and can leave you without any drive. Increases in horsepower will also

push a clutch to its limit, so if a turbo upgrade or engine conversion is in your foreseeable future, consider a clutch upgrade to a stronger unit with higher clamping pressures at the same time. HOW TO UPGRADE THEM: Heavy-duty clutches are available with higher clamping pressures and better abrasive materials to minimise slipping and wear. Slipping causes heat, and heat is the biggest killer of clutches. Also budget to have your flywheel machined when changing your clutch, and if you own a vehicle with a dual mass flywheel, consider having it upgraded to a solid flywheel for simpler maintenance, reliability and strength (at the small price of a less refined pedal feel).

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THE GUIDE TO

CV JOINTS WHAT ARE THEY: CVs provide drive to front wheels while allowing them to turn through corners. Generally considered the weak link in a driveline, breaking a CV can put an end to a trip quite dramatically. Anyone who has broken one will know the sickening BANG! Click… click…click sound that follows.

vehicle. This extends the CVs past their safe operating angles, and will put an end to your day on the tracks pretty quick.

HOW TO UPGRADE THEM: Use aftermarket chromoly CV joints if they’re available, constructed from 4340-grade forged chromoly. Be careful though, as this grade of chromoly, while stronger than stock, WHY THEY BREAK: Driver is actually a softer material. This error and incorrect suspension modifications are the main reasons. means they will wear out faster if Either using too much steering lock daily driven, which is especially true in a full-time four-wheel drive as the while accelerating, shock loading the driveline by jumping the vehicle, CV joints are constantly rotating and or running too much lift with an IFS providing drive. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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4X4 DRIVELINES

TRANSFER CASE WHAT ARE THEY: Think of a transfer case as a centre differential, sending drive to the front and rear diffs when selected (or required). They also offer reduction gearing (low range) for negotiating steep or technical terrain. WHY THEY BREAK: Lack of maintenance, and contaminants such as water entering through the breather tube (this is why we install extended diff breathers) are major culprits when it comes to transfer case damage. Too much power will also destroying internal gears and a lack of use can cause damage to

your transfer case, too. External linkages that are connected to the shifter mechanism of the transfer case can also sometimes rust, bend or become dislodged. HOW TO UPGRADE THEM: Stronger mounting arms to reduce movement, low-range reduction gears for slower crawl-speeds, replacement bearings and re-located extended breather tubes. For the ultimate in transfer case upgrades, look to the USA for twin stick conversions, as well as dual-transfer case adaptions and complete aftermarket units made by companies such as Atlas and Marlin.

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How ERPS Works

Choosing an ERPS System

Play Video

• Prevents Rust • Protects not only the outside of vehicles but also all the inner and hidden areas that traditional sprays can’t reach • Prevents stone chips from developing into protusion rust • Maintains vehicle resale value • Unmatched record of 19 years • of Australian manufacturing • Saves on maintenance costs • Enhances paintwork NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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THE GUIDE TO

4X4 DRIVELINES

TRANSMISSION WHAT ARE THEY: Transmissions or gearboxes provide alternating gear ratios, allowing for faster vehicle speed, without the need for your engine to rev at a ridiculous rate. Gearboxes also allow four-wheel drives to crawl in technical or steep terrain and use more momentum on high-speed scenarios like sand or corrugated dirt roads. WHY THEY BREAK: Driver abuse, too much power, poor gear change techniques and worn out clutches will kill gearboxes. The biggest culprit again though is heat, which is why itâ&#x20AC;&#x2122;s important to have regular oil changes. Keeping water out

is equally important, so if there is an external breather tube on your gearbox, you should consider extending it to higher ground, such as the engine bay. HOW TO UPGRADE THEM: A larger external transmission cooler for automatic gearboxes reduces heat and extends oil life. This is a clever idea for those who tow large loads or see regular off-road activity. For the more hardcore crowd with older gearboxes, look into stronger input and output shafts, which offer a larger contact patch compared to smaller stock units.

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FITTING EXTENDED

DIFFERENTIAL

BREATHERS CAN PREVENT WATER

FROM ENTERING YOUR

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THE GUIDE TO

4X4 DRIVELINES

DIFFERENTIALS WHAT ARE THEY: Differentials are located in your axle housing and allow for variances in wheel speed while cornering. This is necessary as the inside wheel spins slower than the outside wheel when turning. Without a differential, your fourwheel drive would have to slide around corners… and that’s not going to be good for tyre wear, among other things. WHY THEY BREAK: Enthusiastic driving, lack of maintenance and water entering the diff through breather tubes can leave you stranded at the worst time. Poor mechanical set-up with incorrect backlash settings or pinion set-up is also just as dangerous. If you have a part-time 4X4 with locking hubs and haven’t used the four-wheel drive

system for some time, take care as rust can build up on internal crown wheel and pinions. HOW TO UPGRADE THEM: There are a few tricks to building stronger differentials. Firstly, solid pinion spacers can be installed to reduce pinion flex, and aftermarket crown wheel and pinions allow for ratio changes and additional strength. Periodic rebuilds replacing bearings and checking backlash and pinion depth settings will see you have years of reliable service from your differentials, too. If you want the best of both worlds, installing a stronger, full-carrier replacement aftermarket locking differential boosts traction while being tougher at the same time.

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FACTORY & S SPECIALDS SECON

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DRIVESHAFTS WHAT ARE THEY: Driveshafts connect the transfer case to the differentials, providing drive to the vehicle. Made from a variety of materials depending the strength required, including steel tube, DOM (Drawn over mandrel) seamless tubing, chromoly steel tube, aluminium or even carbon fibre (the current model Mitsubishi Pajero utilises a carbon-fibre rear driveshaft).

four-wheel drive, you have put your driveshaft on a sharper angle too, which places more stress on it.

HOW TO UPGRADE THEM: Bolt-on heavy-duty driveshafts are available for most makes and models, and they can be constructed for custom applications, too. Thicker wall material can be used on new custom items, and you can upgrade to stronger chromoly or carbon fibre WHY THEY BREAK: Too much (costly, and not as proven for 4X4s). torque or power can cause them to Custom made units are the best bet twist. If they are dropped onto a rock if you enjoy driving rocky terrain, they will usually dent or bend. So with the benefit of having larger essentially you wont have issues with a universal joints installed at the driveshaft unless you cause it. Having same time for extra reliability and them correctly installed (in phase) strength. Oh, a fresh set of universal and balanced is important for reliable joints goes a long way to ensuring operation, though. Just like wheels, reliability and smooth operation. driveshafts need to be balanced to Words By Evan Spence â&#x20AC;&#x2DC;spin trueâ&#x20AC;&#x2122;. Remember, if you lift your NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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THE UNSEALED 4X4 REVIEW:

THE ISUZU

MU-X

IS THE MU-X MORE OF A UTILITY 4X4 THAN THE VENERABLE 70-SERIES?

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The Isuzu MU-X and the Toyota LandCruiser 70-Series are both utility vehicles built for a purpose. It sounds weird to say that, but when you think about it, they actually have a lot in common, even though they’re at the opposite ends of the off-road spectrum. They’re both four-wheel drive, powered by a turbo-diesel engine and decently capable offroad. But while the LandCruiser is built for the utility of mine work, the MU-X is built for the utility of everyday life – something it’s much better at than the Landcruiser.

When the MU-X showed up at my door, I’ll admit that my feelings were a bit lukewarm, and I wouldn’t have exactly said that I was overly excited to take it for a spin. But when I did, I will say that I was pleasantly surprised. Aside from its steering ratio being shared with an oil tanker and the fact that it’s sprung like a child’s playground toy, I thought it was quite a comfortable vehicle.

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The range topping LS-T model I was driving was shockingly well equipped for a vehicle available for under $50,000, drive away. It featured navigation, leather seats, rear air, and a 10-inch rear screen for the kiddos. A similarly-equipped Toyota Prado would price out at almost $30,000 more, and I don’t think it’s that much better than the MU-X. In fact, with a bit of haggling, you could get two mid-level MU-X’s for the price of one well-equipped Prado. You’d be forgiven if you thought the MU-X was just another mid-sized SUV with little to no real off-road capability – I did. The story of the

MU-X is one filled with surprises, but this one blew me out of the water. We took it on a low range training course with the Australian Off-Road Academy, which saw the ute-based SUV driven over some relatively technical terrain by my partner Laura, and Unsealed 4X4’s Advertising Art Director, also named… Laura. It was an unique opportunity to see how it compared to other 4X4s tackling the same tracks and taking the exact same lines. It was surprising to see that the bone-stock MU-X outgunned a Mitsubishi Pajero that had a 50mm lift and larger, more aggressive tyres.

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“...THE BONE-STOCK MU-X OUTGUNNED A MITSUBISHI PAJERO THAT HAD A 50MM LIFT AND LARGER, MORE AGGRESSIVE TYRES.”

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The MU-X is the kind of vehicle that will drive you to work and the kids to school, day-in and day-out, for decades, without complaint. With its five-star ANCAP safety rating, it’s the vehicle that will take a bullet to keep you and your family safe. Frankly, it’ll do pretty much anything you ask of it offroad, and with a strong, proven driveline from the D-Max ute, you won’t have to worry too much about breaking it. It’s fuel efficient too, with Isuzu claiming just over 8L per 100km, I averaged more around 10L, but then again I was driving with a bit of a lead foot.

The 5-link solid rear axle has no problem flexing out on the tracks.

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We took the MU-X to the extremes of it’s capability. Without the side steps, it could have gone further.

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So how does this thing compare to the 70-Series anyway? Well, utility is a broad word, and the Isuzu isn’t the sort of car that people will really fall in love with. It’s built to be used, built to commute, built to take the family on holiday, and then built to be forgotten. It might sound harsh, but no one in their right mind is ever going to restore an MU-X in couple

of decades when it gets tired. They’ll never build it up as a classic fourwheel drive to take their kids out in like they eventually will with the 70-Series. In that regard, the MU-X lives a harder life than the 70-Series. The good thing is that while the MU-X is here, it’s bloody good, and it’s affordable too. Matt Scott

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FROM

A DAY’S DRIVE SYDNEY

OUR TOP PICKS FOR THE BEST FOUR-WHEEL DRIVE AND CAMPING DAY TRIPS WITHIN DRIVING DISTANCE FROM SYDNEY.

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There is no reason why a local overnighter or weekend away can’t be every bit as exciting as a major adventure to one of the iconic off-road attractions we all dream about. What’s not to love about driving only a short distance to find a peaceful spot on a river bend or deserted beach to relax for a day or so? Its something we hear all to often at Unsealed 4X4, ‘I love four-wheel driving, but I have no time to get out there’. Excuses are what you make when your boss catches you sneaking in the back door after work has started. Excuses and getting time away for four-wheeling should never co-exist. Which is why we thought it was time to put an end to these common four-wheel drive excuses and show you just how easy it can be to get some downtime. Best of all, you don’t even need to venture far from home! Sure, it can be a challenge to find the time, but if you avoid these five common excuses early in the piece, you’re already on your way to making the time for the break you know you deserve.

NO MORE EXCUSES

› I Don’t Have Any Money: Start putting away $20 a week now. That means every three months you have $320 to spend on fuel, food or camping permits. › I Don’t Have A Modified 4X4: A stock standard 4X4 and a sense of adventure is all that is required to get out there. Then after a few trips, you know what you really NEED, as opposed to WANT! › I Don’t Have Camping Gear: Beg, borrow or hire. Check the classifieds and on-line auctions for bargains, too. It’s called roughing it for a reason, so start small and buy the best you can afford. ›I Don’t Have Anyone To Go With: Check on-line camping or four-wheel drive forums for upcoming trips, or bring some extra food and drinks to meet new like-minded people around the campfire. ›I Don’t Know Where To Go: Then read on, my friend!

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Find your way: download the maps here.

TOP DRIVES F Essential Courses

Shop

Ph: 1300 660 320

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RYDAL AND LAKE LYELL

If the idea of going back to a simpler time appeals to you, the drive out to Rydal won’t disappoint. The town itself is made up of a pub, the showground, two churches and an historic train station… that’s it. But for many fourwheel drivers, the relaxed atmosphere of yesteryear is what attracts them. After driving through the showground, things start to get more exciting as the tracks surrounding Lake Lyell provide an assortment of challenges. You are spoilt for choice when it comes to camping, as there are many clearings and designated camp areas on the Coxs River and Lake Lyell itself. If you are keen on taking on the tracks, look for Mount Walker or the appropriately named Unimog Hill on a map. Rumour has it the local army test their kitted out Mercedes Unimogs on that particular climb. Make it to the top, and you have bragging rights for life! But this is a serious track, so only

attempt it if you have the ability and the vehicle. Leaving the fishing rod at home would be a sin on a trip like this. Both Lake Lyell and the Coxs River are alive with both rainbow and brown trout, which is why we love this area so much. Good four-wheel driving, idyllic camping and exciting fishing. What more could you ask for?

BEST DRIVE: Conquering Mount Walker BEST CAMP: The banks of Lake Lyell is hard to beat FIVE THINGS YOU NEED: A GPS (or detailed maps), recovery gear, fishing rod, aggressive tyres and warm clothes as it gets cold overnight

FROM SYDNEY For Unsealed 4X4 merchandise, Touring books and special offers – head to the Unsealed 4X4 website UNSEALED4X4.COM.AU and visit our shop.

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THE COLO RIVER

Can you believe the last pristine river in New South Wales is just over an hour from Sydney! The Colo is a personal favourite close-to-home location thanks to the camping, 4X4 tracks and river frontage on offer. Best of all, even the family dog is welcome to visit most of the camp areas, but as always ensure you aren’t in National Parks with your pets. There are so many camping areas to pick from, including Wheeny Creek, the privately run 40 acre campground called Bielany or the ever popular Upper Colo Reserve. The latter two have amazing river access for swimming or kayaking, as well as amenities blocks with showers, flushing toilets and barbeque areas. Perfect for families, or those wanting more creature comforts than bush camping can offer. If it’s tracks you want, then Wheeny Creek off Comleroy Road has rocks and ruts aplenty. As mentioned, there is also a camping area there with creek access too, however it can fill up with eager campers really quickly on weekends so it pays to get there early.

BEST DRIVE: Gee Arm South Trail BEST CAMP: The Upper Colo Reserve FIVE THINGS YOU NEED: Something to float down the river on, firewood, a map of the area, insect repellent and a good quality torch

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Fraser Island is regarded as the ‘spot’ to test the mettle of your 4x4. Tough, rugged terrain peppered with incredible pockets of pristine wild and lush rainforest growing in sand. Eurong Beach Resort is Fraser’s best beachfront address and is perfect for families and fisher folk alike. Kingfisher Bay Resort is an oasis that offers access to Great Sandy Strait watersports and is just a short drive from inland lakes.

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THE WATAGANS

Tough four-wheel driving, enough space to set up camp for the whole family, and plenty of attractions (such as waterfalls, lookouts and bushwalks), the ‘Wattos’ has it all. Located north of the NSW Central Coast, the Watagans is one of the most discussed and visited four-wheel drive destinations for local NSW residents. The central location means you can easily duck into a town for supplies, or even head to one of the many beaches for a swim after a day on the tracks. Speaking of tracks, the Watagans has something for all off-road tastes. From mud-pits, to rock crawling tracks, to scenic dirt road drives. It’s almost like you are a world away, yet the major highway between Sydney and Queensland (Pacific Highway) is almost in sight.

Another draw card to the area is the fact you can easily tack on a few other trips. Stockton Beach is an easy day trip away, and if you are heading further north to Coffs Harbour or Queensland, why not stop in here for an adventure on the way. Sure beats sitting on the highway battling through road works and traffic.

BEST DRIVE: Daniels Point Road (If it’s not wet) BEST CAMP: Gap Creek Campground FIVE THINGS YOU NEED: Mud terrain tyres (if driving Daniels Point Road, recovery gear, tools, STRONG insect repellent and firewood

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YALWAL

The South Coast of NSW doesn’t seem to attract quite as much attention from four-wheel drivers as the North Coast, which is probably the way the locals like it. If you’re looking for a cheeky weekend escape, overnighter, or four-wheel driving day trip, put Yalwal into your GPS and start planning. For the freshwater fish enthusiasts, Danjera Dam is stocked with bass and trout so don’t forget to pack the fishing rods. If you’re looking for four-wheel drive tracks though, Yalwal has you covered. In fact, Monkey Gum Trail and Six Stage Track are up there with some of the toughest you will find in NSW. If a more relaxed play is the name of

the game, the Powerlines Track is an excellent place to hone your skills. Camping options are aplenty, but if you need amenities and want a bit of space its hard to beat the camps around Danjera Dam. It can get pretty busy here however; so don’t be afraid to go exploring to find a spot to camp.

BEST DRIVE: Monkey Gum Fire Trail BEST CAMP: Danjera Dam Campground FIVE THINGS YOU NEED: Firewood, drinking water, recovery gear, a kayak or raft and a fishing rod.

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CENTRE OF SYDNEY

Parramatta (the suburb of Dundas to be precise) is the geographical centre of Sydney, not the city CBD as is often thought. So just how far away from the actual centre of town are these locations? COLO RIVER = 57km RYDAL = 131km WATAGAN N.P. = 137km YALWAL = 200km ABERCROMBIE N.P. = 208KM NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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ur olo C 7

Oricom’s range of hand-held, in-vehicle UHF CB Radios and accessories are recognised in the market as high quality products priced for every day use. Available from leading 4WD, automotive and communication specialists.

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y pla s i lit D ck Ba

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ABERCROMBIE RIVER NATIONAL PARK

Stunning, picturesque, serene… close to home. These are all words that come to mind when thinking about the Abercrombie. Sure it’s a little bit further away from Sydney than the other journeys mentioned in this article, but the drive is absolutely worth it. Steep climbing tracks, river crossings, swimming holes, historical landmarks and an abundance of flora and fauna is why we keep going back. Even the drive through the surrounding areas of Goulburn and Oberon will have you rubbing your eyes in disbelief at how scenic this part of the world is. There are four main campgrounds (Bummaroo Ford, Silent Creek, The Beach and The Sink), all with something unique to offer. Even those with camper trailers are catered for too, as Bummaroo Ford Campsite has access for camper trailers and caravans. However it must be said that the tracks are steep and get slippery after rain. Travelling in a group is recommended, and leaving the trailer set-up at base camp is the best practise if you are keen to go exploring. Trust us… you will be! BEST DRIVE: Bald Hill Track BEST CAMP: The Beach Campground FIVE THINGS YOU NEED: An air compressor and tyre gauge, allterrain tyres, warm clothes if camping, all food and water (no shops close by), maps of the area Words By Evan Spence NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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THE INTERVIEW

DARYL BEATTIE: A CHARLEVILLE BOY WITH THE OUTBACK IN HIS BLOOD 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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For this former 500cc MotoGP champ, life starts above the Tropic of Capricorn. Now the proud owner of a Mercedes Unimog, Daryl’s a Cape York tragic who has started his own business to help others explore Australia’s great unsealed landscapes. Check out Pat Callinan’s interview with Daryl to find out more about a motorbike man who is just as passionate about fourwheel driving adventures.

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OUTBACK GOURMET

OSSO BUCO

AROUND THE CAMPFIRE I am a real fan of slow cooked food and my little cast iron Camp oven is just perfect for Osso Buco, delicious, hearty, hot, satisfying winter food just perfect for a cold desert night. Give it a go â&#x20AC;&#x201C; I know you will love it.

METHOD

As most of the heat will be coming from the bottom, of the pot, make This recipe can be prepared in a cast sure the contents of the pot are iron or steel camp oven, a heavy base stirred regularly to prevent it pot or enamel cast iron cookware sticking to the bottom. either over a stovetop burner, camp fire coals, charcoal or heat beads. Your meal will be ready once the meat falls off the bone, the vegetables have Moderate heat needs to be just about disintegrated and the sauce maintained for an extended period is thick and luscious. Serve with other of time to enable the meat to slowly vegetables such as mashed potato cook, some heat can be added to the and greens. top but is not essential. Cous cous, spaghetti, macaroni Heat oil in a small to medium cast and other pastas make a great iron camp oven, add osso buco and alternative side dish, or you can even brown for about 5 -10 minutes. have it on its own with some damper or fresh bread to mop up the lovely Add vegetables, simmer sauce and sauce. Enjoy. water, place over a low to moderate heat source and allow to gently simmer for a couple of hours.

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INGREDIENTS › 3-4 nice pieces of Osso Buco › 2 roughly chopped onions › 2 roughly chopped carrots › 2 sticks of roughly chopped celery › 1 large jar of your favourite tomato base simmer sauce › 1 simmer sauce jar of water › 2 tablespoons of oil › Salt and Pepper to taste

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A WORLD WAR TWO

JEEP TACKLES THE OLD

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It starts with a burger, presumably as all fourwheel drive adventures begin. It was a good one too, at Bramwell Station. I ordered the Works – it set me back $15, but all things considered, I thought it was a pretty fair price. I guess it’s a bit odd that the start to one of Australia’s most iconic four-wheel drive tracks is behind a glorified servo, but it sure was convenient to refuel before setting off. We trailered the jeep (which by the way is actually a Ford GPW, hence the lowercase ‘jeep’) most of the way up here, and even though it had just been jumbled around for a thousand kilometres, it fired up without concern. It was a healthy little bugger, our ticket to adventure for the next week or so. Information about the worst bits of the track had trickled back from those stopping at Bramwell after their attempt towards the tip. Depending who you asked, the difficulty of the Old Telegraph Track ranged somewhere between an expedition to the Moon, a walk in the park, and a gruelling, mud-slogging affair. Regardless of who we talked to, they assured us we were nuts and we wouldn’t make it beyond Palm Creek, the first obstacle. We let them boast and stroke their own ego, but we were confident that the little jeep would be just fine.

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We only had to drive four kilometres to Palm Creek, but by the time we made it we were covered in red dust, and that made our big white smiles really easy to see. Sure, it was bumpy, loud, hard to drive, and a bit unpredictable, but we wouldn’t have it any other way. We tried to be selfish and tell everyone how horrible it was, but it was quickly decided that we’d take turns at the different obstacles along the track. As the photographer, I’m pretty sure I got screwed on that one. Palm Creek is like the shallow end of the pool where people slowly walk around until they finally realise they just need to jump in the deep end. It’s not as challenging as the infamous Gunshot Creek, but it’s something you need to have your head screwed on for. It always seems that four-wheel drivers arrive at obstacles like this in waves, and our wave drew quite the crowd, with everyone eager to see who was going to go first. A brand-new 70-Series Double Cab and a HiLux were the first to give it a go. Despite locking differentials

front and rear, some aggressive mudterrain tyres, and plenty of V8 turbodiesel power, he couldn’t make it up the far bank of the creek; he resorted to winching both himself and the HiLux. The crowd, which had grown even larger, just saw two very capable vehicles get stuck, so let’s say that the consensus was that the jeep would make it about two feet. We decided to think smart. Rather than driving up the heavily rutted track that had just been torn up even further, we grabbed a shovel and a few sets of MAXTRAX. The little jeep drove up with ease, which was par for the course for subsequent obstacles. If you ever get a chance to drive the Old Telegraph Track, or even get some time to study a map of it, you’ll notice that it’s a game of creeks. Some are deep, some are shallow, some are rocky, and some are muddy. Each one is different from the last, and that’s what keeps the Tele Track interesting. Frankly, aside from a sporadic telegraph pole (which trust me, you’ll be searching for) there isn’t much of interest in the sections between.

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But there lies the problem. Creeks. We’re driving a vehicle that has no roof, or doors, or snorkel. Some of the creeks, like Nolan’s Brook, are legitimately deeper than the jeep is tall. It’s times like this that it’s best to throw caution to the wind, or hand the keys to another guy that’s willing to take the risk. The proper way to ford a creek is to drive smoothly but not too fast in order to create a ‘bow wave’ in front of your vehicle. This wave effectively pushes the water away from the car, making where you’re driving a little bit shallower. When you have no doors, and you’re trying to avoid getting your camera gear wet, you become very good at creating bow waves out of necessity. Frankly, it’s the only way we got through half of the crossings, and mind you we were travelling in June, which meant the dry season had just begun and the water was still high.

Gunshot Creek is probably the most-famous four-wheel drive obstacle on YouTube. It’s a massively eroded steep bank that has seen more than one vehicle put on its roof, and plenty of rear tyres in the air. When you’re a few thousand kilometres from a major city, nerves get high, and when mistakes are made, the consequences are serious – and often entertaining. The main drop at Gunshot really is impressive, and almost vertical; it just wasn’t worth risking. Even the least challenging route was intimidating, and without a roll cage, seat belts, or well… any safety equipment, it was something you had to really think about. To add to it, since virtually all of the traffic that didn’t take the Gunshot Creek bypass now had to go through this drop, there was a substantial mud bog at the bottom.

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This meant Brad had to go slow enough to not roll the jeep, but gain speed quickly enough to not get stuck and tarnish the ego of both himself and the jeep. He did it without getting stuck, but to do it meant he had to literally stand on the firewall to keep himself in control. Even the Sierra and the third vehicle in our group, a 105-Series LandCruiser, couldn’t get through without needing a recovery. I couldn’t even imagine going through the main obstacle.

Creek after creek, kilometre after corrugations, it wouldn’t die – and most importantly, everyone that had a chance to drive it still had a smile on their face. Though stories exchanged and overheard at the falls left us a little bit nervous for what was to come at Nolan’s Brook, the last major obstacle on the track. Rumour had it that the water, which is known for being deep, was over the roof on some full-size fourwheel drives.

Of course, it ended up being just A little over 30 kilometres up the a rumour, and there was only track is something that no 4X4 one four-wheel drive for which could… or should… pass. Fruit Bat the water would be over the roof and Eliot-Twin Falls offer a playful – the little jeep. Once again, the respite from the relative stress and crowds seemingly appeared out excitement of Gunshot Creek. If you of nowhere. For being so remote, had the time, I’m pretty sure you you never really feel alone in Cape could spend a few days between York. Plans were made and remade, them both. Crystal clear warm water strategies were argued for or flowing over smooth rocks in Cape against. Meanwhile, Brad, who owns York, without crocodiles – does it the jeep, decided to take a nap in get any better? a hammock someone conveniently hung over the water. Now more than halfway through the Old Telegraph Track, the jeep The benefit of the jeep is that was chugging along just fine. it most certainly has as little Occasionally a little bit of water electronics as possible, for any fourwould get into the distributor, but it wheel drive… ever – which is good. was easily fixed with some WD-40. But it’s also about as tall as the tyres

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some people put on their four-wheel drives, and it doesn’t have a snorkel or anything to keep the water out. Turning back wasn’t an option, so the idea was to spray as much WD-40 into the distributor as possible to keep the water out, and then drive in the wake of another car. Hell-bent on completing the Old Telegraph Track, we went forward with the plan. Now up until this point, everyone had been jumping and fighting at the opportunity to drive the little jeep. Grown men were yelling, occasionally crying or throwing tantrums. Now they were all silent, and it wasn’t that they were afraid of the water, it was that we were afraid of the repair bill and inevitable blame. If you know anything about automobiles and have a bit of little basic math skills, you would have been able to predict that the jeep didn’t make it too far. The lead car who’s job it was to make an impossibly large wake drove away too quickly, and the lack of oxygen quickly killed the engine. It’s a versatile vehicle, but it doesn’t make that good of a submarine. We recovered it quickly, but it was still submerged for a few minutes. So now we had a drowned jeep, in one of the most remote places in Australia (and the world) and you can’t exactly get parts for these easily. It turned into a test of bush mechanic skills. I’ll save you the details, but if there was something that wasn’t supposed to have water in it, it had water in it.

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The fuel had to be drained and separated of water, and the engine oil needed to be changed. We took out the spark plugs and turned the engine over, and repeatedly pulled apart the carburettor. Luckily we had just enough oil to make the engine work again, but we didn’t have enough to change the oil in the gearbox and transfer case. We used a few water bottles and a length of hose to aid us in draining all the fuel. (a side note, we packed all the oil out with us). I’m just glad we didn’t have to do this on a new jeep, because we would have been there for a

while. Finally after a few tries to get it running again, and plenty of adult language, the little jeep drove out on it’s own power and completed the Telegraph Track. But that’s not where things end, because the trailer was chained to a tree at Bramwell Station. The jeep and its ragged, tired crew still had the best half of Cape York to explore – not to mention an obligatory trip to the Tip! Tired, frustrated, and disenchanted by spending the better half of a day working on the jeep, we headed for Vrilya Point.

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The track there might have been one of the roughest I’ve ever travelled and it didn’t help that I was in the jeep, which by this point had seen better days. We put a sizeable bend into one of the wheels, and you could tell that the poor thing was even more exhausted than we were. I ended this day by drinking what beer I had left, drinking other people’s beer, and then eating lots of sausage and lamb. We were heading to the tip the next morning and I was exhausted. I woke up refreshed on a remote beach overlooking the Gulf of Carpentaria, but I’m not so sure the jeep woke up as refreshed as me.

Gears were sticking, the engine was sputtering and the rough track bent yet another wheel. We stopped at Crystal Creek to have a swim and take some pictures of the war relic on the equally old log bridge. Things were starting to look up, and the jeep started running much better, it was like it knew its end was near. About a kilometre down the track, the jeep lost all movement. We didn’t know it at the time, but the 70-year-old gearbox and transfer case, presumably filled with water, systematically destroyed itself over the rough track to Vrilya Point. In a rather anticlimactic ending, we pushed it into the bushes and kept going north.

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TRAVELLING WITH KIDS

A FATHER AND DAUGHTER BOTH SPEAK ABOUT THE REALITIES OF OFF-ROAD TRAVEL TOGETHER.

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My teenage daughter and I have travelled many thousands of kilometres across this wide brown land. We crossed the Simpson last year, drove the Birdsville track and explored the Flinders Ranges the year before. We even camped on the snow the year before that. These trips have been great fun and terrific bonding trips for dad and daughter. Successfully taking kids camping, and particularly on extended trips, requires planning and an awareness of everyone’s age and specific needs. Younger kids will often be happy with a DVD player or an iPad to amuse them while travelling long distances but socially connected teenagers require a little more. Prior to one of our trips Elodie asked, “Will we be out of internet range?” When I replied that we would indeed be out of range, Elodie’s response surprised me. “Great,” she said. Even teenagers can feel the pressure of

being available to their friends 24/7 and sometimes welcome a forced break from this. Being able to check in occasionally will still be important, but at least they have a good reason not to respond straight away. Going bush doesn’t mean you have to leave all the devices at home, but its also a good idea not to let them rule. Some of the transport stages along the blacktop can be boring, but when on the dirt and camping, there is so much to experience and explore. Technology needs to take second place to what nature and the surroundings can offer. For kids to enjoy the bush they need to feel safe to explore. Their comfort zones will expand as they experience new and exciting places. It takes time as a parent to engage with them and stretch their perception of what is fun. It is amazing how far kids can walk if they have the lure of lollies at certain milestones.

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“WILL WE BE OUT OF INTERNET RANGE?” WHEN I REPLIED THAT WE WOULD INDEED BE OUT OF RANGE, ELODIE’S RESPONSE SURPRISED ME. “GREAT,” SHE SAID.

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The bush can be full of dangers such as snakes or steep drops. Talking about what to do if they see a snake before they see one is important. Again it’s the preparation that overcomes the challenges that may be encountered. As long as it’s fun, and it generally is, kids love camping and travelling. Laying the groundwork early helps to make even teenagers want to head bush with their parents. It takes effort, but it has great rewards.

Elodie’s view

From before I can remember, camping has always been a thing my Dad and I have done together. We’ve had so many great experiences from camping in the Flinders Ranges to travelling across the Simpson desert. Whenever I feel like the normality of life and stress is getting me down, I always

look forward to when we’ll go on our next adventure. The one thing that makes me so excited to go camping again is that wherever we go will always be somewhere slightly different. There are so many diverse communities and landscapes that I’ve never seen before. We discover them in new ways and they nearly always take my breath away. As I’m a teenager, staying in contact with my friends is a really important thing for me, however sometimes when life feels too full-on, I welcome the chance at being out of range for a couple of days. It’s really nice to get away from basically being on call every second of my life, and just relax and focus on the now. I feel like that’s so important and isn’t something my generation gets to experience much of.

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Being connected is still extremely important and Dad has always made this easier for me when we go on our long trips. After we’ve been out of range for a couple of days he’d always make sure we’d come back to phone range and give me some time to reconnect. It’s a great way to upload photos and show everyone what a great time we’re having! There are a lot of things dad has done to make our camping life easier. The planning is important, as is packing the car with all the gear we need … and not getting too grumpy about how much stuff I insist on taking along! We work together with things, setting up camp, taking photos and preparing meals. It’s so much more fun when we feel like everyone’s putting in an effort making the trip work.

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I LOVE GOING ON OUR ADVENTURES TOGETHER BECAUSE WE’RE A TEAM

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My dad certainly understands that long roads can be a tad boring after we’ve repeated the same playlist of songs about 15 times, so he doesn’t mind when I take the computer out to watch a TV show or a movie. He always tries to make it easier for the both of us and that’s why I love going on our adventures together because we’re a team. Chatting in the car with the windows down and music up is a great way to spend the holidays as we travel down dusty roads together.

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GEAR GURU YOU LIGHT UP MY LIFE WE TAKE A LONG HARD LOOK AT THE BEST LED LIGHTING SOLUTIONS TO ILLUMINATE YOUR CAMPSITE

Having enough light at camp was something that used to do my head in. I have tried all sorts of things, from fragile gas element lights to dolphin torches tied up a gumtree on a bit of rope, all of which suffered the same fault. They took up too much space for something that wasn’t actually very efficient. At all! It has only been since the manic influx of LED technology in recent years that have we started seeing lighting products

that are powerful, efficient and affordable. But how do you know where to start looking? Well my friends, what we have here is fourteen of the coolest LED lighting solutions available on the market, guaranteed to turn night into day. There is everything from head torches to work lights and even something for the kids as well. What we can promise you however; the old dolphin torch on a bit of rope doesn’t even get a mention… and never will again!

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PRINCETON TEC VIZZ HEADLAMP

PETZL TIKKA RXP REACTIVE HEADLAMP

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If you’re the type of person who can’t deal with compromise, then this is the LED headlamp for you. A 150 lumen spot beam LED creates long-throw illumination and a pair of white LEDs delivers a dimmable flood beam offering the best of both worlds no matter what you are trying to illuminate. To take things to the next level, two red LEDs are installed that handle close-range lighting and preserve night-adjusted vision. An IPX7 waterproofing rating means the Vizz is more than durable enough for outdoor use, and regulated circuitry allows use of lithium batteries.

Charging a phone or tablet from a USB port is nothing new, but how about being able to charge your headlamp? The Petzl Tikka RXP Reactive Headlamp has a builtin USB rechargeable lithium-ion battery, making it suitable for those who will use the lamp frequently. With a wide, mixed or focused beam light, it can be adapted to suit most situations and terrains. The neatest thing about this headlamp though is the reactive lighting technology that uses a sensor to automatically adjust light output to suit the conditions. This is one seriously high-tech LED headlamp!

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BLACK DIAMOND ION HEADLAMP

If size and style is at a premium when shopping for your next personal lighting solution, take a good long look at the Black Diamond Ion headlamp. The Ion is the smallest and lightest in the Black Diamond range. Punching out 80 lumens of shear white light makes this one very practical unit. Even more so when you consider it happily sips power from just two AAA batteries that are easily and readily available. A really cool feature of the Black Diamond Ion is the fact the touch control housing lets you switch light modes with the swipe of a finger. When you consider Black Diamond have managed to squeeze full power, dimmed, strobe and red night vision modes into this tiny package, it’s hard to not be impressed.

LED LENSER H7.2 HEADLAMP

Sometimes too much is never enough, which is why the LED Lenser H7.2 headlamp deserves a mention here, largely due to the huge light output offered. Yep, how does 250 lumens sound? So while it’s brighter than a Rolling Stones concert, it’s also really quite small weighing in at just 165g. It’s waterproof too, with a rating of IPX4. When all is said and done, LED Lenser claim this headlamp has a massive beam range of up to 160m, and has a maximum burn time of 60 hours. If you like relying on statistics when making a purchase, you can hardly argue with those figures! Priced from $100

Priced from $50

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PRINCETON TEC BOT KID’S HEADLAMP

Because you’ve heroically chosen to download your copy of Unsealed 4X4, you can’t see what’s on this page. But trust us -still it’s pair of ultrabright LEDs while well worthfor looking at. Toto own being entertaining the kids see it in all its glory go to and use. It’s all about compromise unsealed4X4.com.au

sometimes, and Princeton has hit the nail on the head here. Priced from $25

Kids love toys, but they also love to have their own bit of camping kit just like mum or dad. So the idea of getting them their own headlamp makes plenty of sense, but what do you do… buy a large (and boring) adult size light or battle through the wave of cheap kiddies products that aren’t designed to last much past the time you take them out of their box? This is why we like the Princeton Tec Bot kid’s headlamp. It’s built tough and offers more than enough light from the

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IRONMAN LED SENSOR HEADLAMP

Headlamps might be about as sexy as a carton of milk, but you can’t deny how practical they are. If you haven’t used one, try going fishing and holding a torch at the same time, and let us switch. It’s not just clever though, it’s (can be know how much fun you have! What superbly functional too with up the tag-line to when used a (can be used without the tag-line) widths under 0.5pt of a l is cool about the Ironman headlamp 94 lumens of output from the super is the fact it is sensor operated. All bright white LED. you have to do to activate the light colourfrom $40 Priced is wave your hand in front of it. The one benefit here is the ability to turn the light on with your hands full, without having to fumble for the on-off –

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ARB HEADLAMP

When you buy a quality item, you want a complete package. Which is exactly what you get with the ARB headlamp – everything including the batteries! The 5W 6500k Cree LED light used has been chosen to offer the perfect balance between performance and reliability. This is especially true when you consider it has been mated to a hard-wearing anodised aluminium body with focus adjustment for a wide or narrow light beam patterns. The lamp can be hinged for further adjustability, and will run for up to seven hours without changing the batteries. There are three lighting modes which are activated via a simple push button switch on top of the lamp, meaning this headlamp is as convenient as it is practical.

GOAL ZERO TORCH 250

For the more adventurous types, bringing along the Goal Zero Torch 250 makes as much sense as bringing a water bottle and a map while exploring. You need this! It’s tough, and has built-in redundancy to cover any situation. But what does it do? It’s a flashlight, floodlight and emergency red beacon all in one. Goal Zero claim this is the most reliable emergency light for any situation. It has a built-in USB port and cable, a red light for emergency situations, and a built-in solar panel and hand crank for quick charging when finding an electrical outlet isn’t a possibility. Priced from $120

Priced from $30

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LED LENSER P7

Torches aren’t torches these days, and this is especially true now that LED technology has allowed manufacturers to build smaller and smaller units. Which is why the LED Lenser P7 is so impressive. It’s not just another small torch, this is actually a step into the future. Featuring an advanced focus system reflector-lens, a speed focus, and redesigned battery cartridge offering amazing performance from such a small package. Stop buying cheapies from the $2 shop, and get yourself the last compact torch you will ever need to buy. Priced from $105

NARVA 71320 CORDLESS INSPECTION LIGHT

The Narva 71320 is the big-boy in the Narva inspection light range, and is a sight you will spot in pretty much every workshop in this country. Why? Well because they are bright, reliable, durable and feature a fold away hook to allow for creative mounting options. Those very reasons are why you should consider one for your vehicle or camping setup, too. They work brilliantly as mechanical inspection lights during unexpected breakdowns (does anyone ever break down during the day?), but can be used as a torch or camp light just as easily. The rubberised external coating is a good feature too, as it will absorb bumps and bruises from the road without costly damage. Again, this is why nearly every mechanic has one! Priced from $185

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YEE HAR! More money for diesel! Subscribe to Unsealed 4X4 for free. Your subscription will land in your inbox, so you never miss a magazine.

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EXPEDITION CENTRE FLEXIBLE LED CAMP LIGHT

It’s hard to not love a decent vehicle mounted awning in terms of sheer convenience and ease of set-up. But illuminating them effectively has always been a bit of a black art… or a bit of a backyard operation. This is why we were excited to see this flexible LED light that simply clips onto the extension poles of any awning with a series of velcro hooks. Two lengths are available (600mm and 1200mm) utilising up to 72 x 5050 SMD Chip LED lights. There is even a dimmer switch incorporated, so you can set the mood just right. Being flexible, the entire package folds neatly into a convenient carry pouch for easy storage, too. Priced from $55 - $75, size dependant

NATIONAL LUNA FIX MOUNT LED LIGHTS

For the camper trailer owners out there, or anyone looking for a quality, permanently mounted compact LED light, take a look at these guys! The National Luna Fix Mount LED Lights are available in a range of sizes producing from 176 lumens all the way up to 616 lumens depending on your requirements. The plastic base allows for easy installation, and the lights even incorporate a built-in switch to allow for neater wiring. All-in-all, these are a concise, practical and durable option for those looking for a permanently installed light. Priced from $30 - $80, size dependant

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CAPTURED

Matthew Scott

1/80 sec; f/4.0; ISO 2000 Canon 5D MK II

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KAYMAR TELESCOPIC WORKLIGHT

DOBLE SOLAR POWERED TENT POLE

Priced from $260

Are you looking for that latest innovation that will be the envy of the whole campsite? The Doble Solar Powered Tent Pole is an all-in-one package that incorporates a stainless steel telescopic tent pole with a built-in light and charging system. Not only is it a pole and a light though, the charging system and lithiumion phosphate rechargeable batteries can be used to charge multiple devices such as your phone or tablet via two inbuilt USB ports. If you want to take things to the next level, an additional 5W solar panel can be purchased separately as well.

If you own a wagon with a rearmounted spare tyre, then this could the product for you. This telescopic work light bolts onto your spare tyre bracket, and can then be raised or lowered to your desired height. Featuring eight 3W LED lights mounted in individual reflectors for maximum efficiency, the light output is generous. It can be wired to activate off an internal cabin mounted switch, however a large external switch is built into the stand for easy operation. If you are looking for a simple, effective and well built camp light that doubles as a reverse and work light, you may have just found your next excuse to open your wallet.

Priced from $160

Words by Evan Spence

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4X4 BOX OFFICE

4X4 ADVENTURE CINEMA Just like you, we’re always looking for the coolest four-wheel drive videos on the web, so we figured that it’s about time we started sharing them with you. Here’s what we’ve found this month!

› APPROACH, DEPARTURE, BREAKOVER ANGLES EXPLAINED

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› THE ICON 4X4 FJ44

› NOLAN’S BROOK DROWNS A PRADO

NOTE: LANGUAGE WARNING!

› THE UNTOLD STORY OF TERRAIN TAMER

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THE EDITOR

Much to the disda this is where we let M

SHE LIKES TO GO Considering that she’s stuck around for a while now, I figured it was time I took a four-wheel drive training course with my partner Laura. She’s driven off-road in MATT SCOTT quite a few places already, but it was a great opportunity to make sure we are on the same page when it comes to things like spotting and recovery.

few beers and got into a discussion with a few people about four-wheel driving. I mentioned that I just took a training course with my partner, and as if it was some kind of preprogrammed response, they all make some kind of casually sexist comment. They ranged from ‘good, she’ll be able to drive if you break your leg’ to ‘who’s going to pay for the broken 4X4’ and ‘won’t she break a nail when she grabs a snatch strap?’

It wasn’t the broken 4X4 comment that bothered me, I’m not worried about her The training course was great, we both skills – or her nails. Rather it was the comment that she’ll be able to drive if I enjoyed it, and it was nice to see that she wasn’t the only woman out there. break my leg that really pissed me off. In fact, the majority of participants Why? Simply because it assumed that were women, and it seemed like there’s no way in hell she’d ever want they were the better drivers. It was to just drive off-road for the fun of weird, but they actually listened to it, you know – like everyone reading the instructor, rather than just trying this presumably does. Because it to prove to everyone how much they assumed the only reason I’d let her already knew. But this isn’t another one of those stories where I tell you to drive my 4X4 is when I was in dire go get trained, it’s one where I tell you need for her to do so and there were no other options. It makes me that it’s 2015. wonder if there are some people out there that have their partners take You see, after this course, (as I four-wheel drive training courses, usually do) I went to the pub for a NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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R’S COLUMN

ain of the publisher, Matt say anything he wants.

OFF-ROAD TOO and still don’t let them drive. That’s a waste, and it’s just plain unfair. Everyone assumes that women don’t want to go four-wheel driving, and maybe your partner doesn’t, but did you ever think it’s because you don’t let her drive? I assure you, sitting in the passenger seat watching someone else have all the fun, while you get bounced around for days upon days is no fun for anyone. It’s 2015, and four-wheel driving is not a boy’s club.

EVERYONE ASSUMES THAT WOMEN DON’T WANT TO GO FOUR-WHEEL DRIVING

WHAT ARE YOUR THOUGHTS? 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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ADVERTISER DIRECTORY DO YOU WANT

TO ADVERTISE IN

THIS SPACE?

› CONTACT US H ERE

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ADVERTISER DIRECTORY

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CREDITS Editor Matthew Scott Journalist Sam Purcell Photo Journalist Evan Spence Head of Digital Media and Sales Eldon De Croos National Sales and Marketing Manager Mark Muras

Brand Manager and Associate Publisher Kirsten Nutting Video Editor Steven Levett Sales and Promotions Manager James Fox Graphic Designer Laura Boshammer

Key Account Manager Allan Goldby

Publisher Pat Callinan Publishing Pty Ltd

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BACK ISSUES Did you miss an issue?

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ADVERTISER INDEX ARB 4X4 Accessories

Mud Maps

Beadlock Australia

National 4x4 Outdoors Show and Fishing & Boating Expo

Bendix

Offroad Systems

Cooper Tires

Opposite Lock

Cub Campers

Oricom

ENGEL AUSTRALIA

Outback 4WD Interior Accessories

Electronic Rust Prevention Systems

REDARC

Evakool

Sax Suspension Technology

Exedy

Spotters

Getabout 4WD Training

Steinbauer - Diesel Care

HEMA Maps

Terrain Tamer

Ironman 4X4

Uniden

Kingfisher Bay Resort

Competitions:

Longranger Fuel & Water Tanks

$150,000+ Ultimate Nissan Giveaway

Lotus Caravans Maxtrax Metalink

ADVERTISER DIRECTORY

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