UNSEALED 4X4 ISSUE 012 by UNSEALED 4X4

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TUFF TRUCK 2015 A PAJERO IN THE

HIGH COUNTRY LANDCRUISER

TROOPCARRIER

PROJECT UPDATE + REVIEWS

THE ANNE BEADELL HIGHWAY

GUIDE 4X4 THE ESSENTIAL

SUSPENSION SYSTEMS

SNATCH STRAP DESTRUCTION TEST

ISSUE 012 0BITCOIN

$0.00

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CONTENTS

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CONTENTS

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CONTENTS

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CONTENTS

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CONTENTS

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PAT CALLINAN’S 4X4 ADVENTURES

ANNOUNCES NEW PARTNERSHIPS THE NEXT SEASON OF 4X4 ADVENTURES WILL FEATURE NEW VEHICLES, NEW TYRES, NEW CLOTHES, AND MORE! OH, AND EVEN MORE BEAUTIFUL AUSTRALIAN SCENERY.

With the winter filming season about to commence, Pat Callinan’s 4X4 Adventures TV show has just secured a record three-year deal with Network TEN. On learning of Channel TEN’s interest to secure the next three seasons, Pat had this to say: “I’ve been doing this TV thing for the past eight years, but from day one, I made sure I diversified my business because I never really thought it would last. You know the saying – if it sounds too good to be true, it probably is! Well that’s what I’ve always thought, so to be given the nod by TEN for a bunch more years, well that’s just brilliant.”

Yet the big TEN deal isn’t the only big news for Season 8 of Australia’s most watched 4X4 show. After six years Pat is switching vehicle brands from Nissan to Volkswagen Amarok. On talking about the change, Pat was understandably diplomatic: “Look, I’ve had a great run with the Nissan’s. And because they’ve taken me to so many great places, I’ll always rate them highly. But most fourwheel drivers don’t stick with the same make for life – they shop around. I’ve heard some great things about the Amarok lately – much of which I never knew. Like the fact that they have seven chassis cross-members instead of five.

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And like the fact that you can lob a pallet in between the wheel arches. Plus they’ve won just about every dual-cab 4X4 comparison in recent times. So I was keen to try them out for myself over the next few years to see how they rate for the four-wheel driver. I want to see if they’re as good on paper as they are in the bush. And that fuel economy I have to see to believe!” And in line with these changes, Pat is shifting over to General Grabber tyres for his new fleet of Amarok’s. Pat had this to say: “General Tires make an amazing tyre, and they should, given that in September they’re celebrating their 100 year anniversary. General Tires are one of the most respected tyres in America, and I’m keen to show off how they handle the Aussie scrub. And with the technology and engineering in the tyres, I’m very confident they’ll eat it up.”

And finally, Pat has partnered with Aussie clothing company RB Sellars to fit out his family, and his growing number of staff: “RB Sellars make some seriously high quality gear. They’re down-to-earth, good value and do country and travel wear for the whole family. They’ve even just started making some really nice boots. Our 16 staff members will be outfitted in RB Sellars gear, and they’re all grinning from ear-to-ear as a result!” “Every 4WDer knows that communication in the bush is incredibly important as well, so the Amaroks and the crew at Pat Callinan’s 4X4 Adventures are being outfitted with UHF mobile and handheld CB radios from Uniden. “Uniden are a great brand with a great reputation. Their gear has some really nifty features that I am keen to test out on the tracks”.

10% DISCOUNT To celebrate the new partnership, RB Sellars are giving a 10% DISCOUNT to our magazine readers at RBSELLARS.COM.AU, simply by quoting the code word MR4X4 at the checkout. The code expires July 15, 2015 though, so get in quick.

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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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GEAR NEWS

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All dual battery chargers are the same...

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Some bulldust you shouldn’t have to swallow. Like all dual battery chargers are created equal. Redarc’s range of BCDC in-vehicle dual battery chargers are designed, built and tested in Australia for our unique conditions to make sure they won’t let you down. On top of that there is an Australian wide back up after-sales service to answer any questions that may arise. With features like fully sealed construction and fan-free cooling to keep the dust out, Redarc’s knowledge of Australian conditions is engineered into every unit. If you want a dual battery charger you can really rely on, see the Redarc range…and that’s no bull. Visit redarc.com.au/bcdc for info.

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IRONMAN 4X4 RELEASES

BARWORK

FOR NAVARA AND TRITON BEFORE THE 4X4s HIT THE MARKET

It is rare we see aftermarket manufacturers releasing products for vehicles we donâ&#x20AC;&#x2122;t even have available in the country yet. But this is exactly what Ironman 4X4 have done, in anticipation of the release of the latest Nissan Navara NP300 and Mitsubishi Triton. So far we have seen images of two well-modified black dual cabs doing the rounds, and at first glance we have to say it looks impressive! Ironman 4X4 have also developed suspension and even a canopy for the latest dual cabs, but the range of almost aggressive barwork on offer is what tweaked our interest.

Designing frontal protection for modern vehicles has become increasingly difficult, thanks to rounder front end designs and raised headlight positioning. The new Ironman 4X4 front bar incorporates a large taper on the side wings. This not only suits the lines of the vehicle, it also cleverly provides much more clearance under the front wheels when off-road compared to a more traditional design.

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IRONMAN 4X4’S NEW BARWORK CONTOURS TO THE SHAPE OF BOTH NEW VEHICLES, AND DOESN’T REQUIRE THE FACTORY BUMPER TO BE CUT.

THEY’RE A DIRECT REPLACEMENT.

It’s not just frontal protection they have designed either; there’s also a new steel bumper for the rear, too! No more gawky tube rear step bars that reduce departure angles and look, well… dated. Ironman have created a wilder rear bumper design, by combining a mixture of steel box section, folded plate and tube. These rear bars incorporate a towbar, high lift jack points and plenty

of protection and space for mounting number plates, which is often a bit of an after-thought. Release dates for the new Navara and Triton have yet to be made public, but if you are thinking of upgrading your current Nissan Navara D40 or Triton, you can sleep soundly knowing your new ute wont have to stay stock for long.

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

TRACK R

WHAT’S H IN YOUR NECK Avoid the New Strzelecki Track still, and keep to the Old Strzelecki, which is even suitable for caravans. The New Strzelecki is far to washed out and corrugated.”

CAMERON CORNER STORE: FENN MILLER

“It was our birthday celebration last weekend which saw a decent crowd. The weather has been a bit overcast, and rain is promised but we would be lucky to see any here. Would have been nice as it has been dry, and the days are quite warm. The roads are good at the moment, but the trip to Cameron Corner is fairly corrugated.

BIRDSVILLE ROADHOUSE: PETER BARNES

“Things are nice and dry here currently. Having said that the Inside Track is still closed as there is still plenty of water about. Everything else is open, and most travellers are reporting excellent road conditions; you can’t please everyone, though. The grader has come through for its once-a-year pass, so there is no time like now to get up here.”

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REPORTS

HAPPENING K OF THE WOODS? ARCHER RIVER ROADHOUSE: BRAD ALLAN

“The Peninsula Developmental Road to Bamaga is open and in good condition, as is access to the Lockhart River. The roads are actually great up here, thanks to the below average rain we had this season. We aren’t expecting any more rain, and it is already pretty dry up here, and the tourists are starting to flow through thick and fast. The road to Vrilya Point remains closed, and will for the whole 2015 dry season as the bridge over Crystal Creek has been damaged.”

NORTHERN TERRITORY:

There seems to be plenty of reports regarding flooding. The Broadarrow Track is closed between Wickham Track and Buntine Hwy. Oolloo road is also closed due to flooding at Oolloo Crossing. Park facilities are closed at Reynolds 4WD Track Litchfield, namely between Tjaynera Sandy Creek Falls turn-off and Daly River Road. There has also been road damage on Ross River Highway and Ringwood Road Intersection. For more information visit: http://www.ntlis.nt.gov.au/ roadreport/obstructions-closures.jsp

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4 x4

SUV

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TRACK REPORTS

WESTERN AUSTRALIA:

Mitchell River National Park, Lawley River National Park, as well as Camp Creek and Laterite Conservation Parks are closed due to bushfires. People are advised to avoid the area. Fitzgerald River National Park has recently been graded though, including Point Ann Road and the western side of the park including Gairdner Road. For more information visit: http://parks.dpaw.wa.gov.au/closurealerts/parks-trails-and-road-closures

NEW SOUTH WALES: Roads in the Central Darling Shire have been affected by flooding; all roads are open however motorists have been advised to take caution when travelling on the Cobb Highway between Wilcannia and Ivanhoe due to previous flooding. Thredbo Valley Track from Ngarigo campground to the Diggings campground has been closed for maintenance (this is a walking/ mountain bike track). It has been scheduled for reopening around the 20th of May, but this could be extended due to rain. For more information visit: https://www.livetraffic.com/

â&#x20AC;ş WARNING! This road and track guide is as up to date as possible, but weather conditions can change in the space of minutes. Before venturing into the bush, check with local police, National Parks or managing authority for the area you are travelling in before leaving.

hemamaps.com.au

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NON-INTERACTIVE VERSION | UNSEALED 4X4 SNATCH STRAP COMPARISON

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SNATCH

STRAP COMPARISON WE COMPARE AND

DESTROY THE BEST (AND WORST) SNATCH STRAPS ON THE MARKET.

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Don’t for a second think all snatch straps are created equally. Which is a shame, as the mighty snatch strap would have to be the most called upon item when it comes to off-road recovery equipment. With so many new players in the Australian four-wheel drive aftermarket industry these days, it is about time we took a closer look at the products entering our shores, and compare them scientifically. Most importantly, we want to see which snatch straps are fit for use by Australian four-wheel drivers and deserve a place in your vehicle. We hit the streets and purchased as many different snatch straps as we could. All that is left to answer now, is which strap will win, and which one will lose. And most importantly which snatch strap should you spend your hard earned money on? Welcome to the first Unsealed 4X4 snatch strap comparison and destruction test!

THE STRAPS

To ensure accuracy, and that no industry bias would creep into this comparison, we decided it was the best practice to not let anyone in the four-wheel drive industry in on what we were up to. If the strap came straight off the showroom floor, it would be a more accurate representation of quality; this is exactly where you would be buying these straps after all. So we donned a cape, silly hat and fake moustache, and went mystery shopping and purchased two of each snatch strap. Okay maybe we didn’t dress up like Russian spies, but let’s just say there were a few suspicious four-wheel drive shops owners wondering why someone would want two snatch straps of a particular brand when they had something ‘better and cheaper on offer’. Another practise we employed, was using straps sent out to our Print Editor Sam Purcell for his recovery kit comparison. This made up the third strap to be tested. So we now had a mix of straps found in retail outlets sold individually, and those sold in kits. What we have assembled is the most comprehensive and unbiased snatch strap destruction test ever conducted.

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TESTING PROCEDURE

Safe real world testing is simply not an option. So we took the scientific approach and enlisted the help of Noble’s NATA (National Association of Testing Authorities) accredited testing facility in Sydney’s Wetherill Park, for what their team gleefully termed as destruction testing. One end of each snatch strap was hooked onto an anchor point, and the other attached to a hydraulic ram mounted along two (really) large pieces of steel tube, which formed the test bed. As the ram extended, the strap was stretched to the point of breaking. The progress of each strap was carefully monitored (from behind a steel safety shield) on a digital monitor, which highlighted weight increases as they happened. We used three straps from each manufacturer. The first two were hooked up to the test bed and broken. The third was dipped in a bucket of water for ten seconds, and then placed in another bucket to wait for testing. We did this because in many cases a snatch strap will be wet during use. Once the strap had been destroyed, we were provided with an exact reading from the point of failure. One real surprise was how hot the straps became after being destroyed… some even melted. The other surprise was the significance water played in the final results of some straps.

The test bed was marked in order to monitor stretch After each test the Noble's testers marked down the batch number, brand and breaking point of the strap

UNSEALED 4X4 SNATCH STRAP COMPARISON

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CHOOSING A STRAP

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Remember, this isn’t a horsepower shootout. The highest number isn’t as important as how the straps broke, the percentage of stretch and if they met their minimum-breaking limit. To choose the correct strap, it needs a rating of two-to-three times the GVM of your vehicle. So if your vehicle weighs 2500kg, you need a strap with a minimum-breaking limit of 5000kg7500kg. This is why 8000kg snatch straps are most commonly found in four-wheel drives, as they should cover this amount of load with some margin for error. If you tow a camper trailer or van, don’t forget to include this in your weight calculations as well.

WHAT MAKES A GOOD STRAP?

Our test lab technicians explained that a good quality strap should not break at the stitching. If the stitching fails first, especially in the strap eye, not only is the strap constructed poorly but also this flaw will allow the full length and weight of the strap to recoil with the most potential for vehicle damage or worse, death or injury. What you want to see is a clean break near the stitch perforations where the strap eye meets the strap. This means the stitching is stronger than the strap material itself, and has been engineered appropriately.

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MEASURING THEM

This might sound like nitpicking, but if you are paying for a strap that is nine metres long, it should be nine metres long. After measuring each strap individually, some sadly came in well under their advertised length. On the other end of the spectrum, we had some pleasant surprises, and a few straps measured longer than the advertised length. To see how each strap faired when placed along side our tape measure, check out the specs box on each strap with the claimed advertised length and the actual length of the strap. After all, sometimes an extra few centimetres is all you need when it comes to recovery gear.

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DESTRUCTION TEST

OVERALL WINNER

8,000KG RRP $95.00

CH STRA AT

ARB

E UCTION T

AVERAGE BREAKING POINT

9,619kg

AVERAGE

STRETCH

23.5%

TEST RESULTS ROUND 1

✖

8,718kg

CLAIMED LENGTH: ACTUAL LENGTH: CLAIMED BREAKING POINT: AVERAGE BREAKING POINT: AVERAGE STRETCH:

ROUND 2

✖

10,197kg

WET TEST

9,942kg

900cm TESTER’S NOTES: The ARB 8,000kg 908cm strap broke quite cleanly, and at over the suggested minimum breaking 8,000kg point of 8,000kg. The strap material 9,619kg failed before the stitching did, 23.5% indicating a thought-out design and construction. The ARB strap was also the second most elastic strap out of the group, and water didn’t seem to affect the operation of the strap nor reduce its breaking point to below the 8,000kg rating.

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DESTRUCTION TEST

8,000KG RRP $65.00

RUNNER UP TR

E UCTION T

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CH STRA AT

BUSHRANGER

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AVERAGE BREAKING POINT

9,378kg AVERAGE

STRETCH

22.99%

TEST RESULTS ROUND 1

✖

10,044kg

CLAIMED LENGTH: ACTUAL LENGTH: CLAIMED BREAKING POINT: AVERAGE BREAKING POINT: AVERAGE STRETCH:

ROUND 2

✖

9,580kg

WET TEST

8,510kg

900cm TESTER’S NOTES: All Bushranger 896cm 8,000kg snatch straps got so hot during testing; they physically melted 8,000kg together in parts post destruction. 9,378KG Each strap broke fairly cleanly though, 22.99% and the eyelet stitching remained intact. It even came with this kind-ofcool lanyard that allows you to keep the strap neatly rolled up while in transit or storage. Score!

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IRONMAN 4X4 8,000KG RRP $59.00 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

! AVERAGE BREAKING POINT

6,221kg AVERAGE

STRETCH

20.39%

TEST RESULTS ROUND 1

✖

4,053kg

ROUND 2

✖

8,820kg

WET TEST

5,810kg

900cm straps quickly made noises akin to a ACTUAL LENGTH: 902cm tree branch slowly cracking, as the stitching snapped ferociously. They are CLAIMED BREAKING POINT: 8,000kg a bit longer than advertised, and had AVERAGE BREAKING POINT: 6,221kg slightly more than 20% stretch which AVERAGE STRETCH: 20.39% is good, showing that Ironman know what should go into a snatch strap. But with two of the straps breaking under the recommended minimum breaking TESTER’S NOTES: It was apparent the point, it seems Ironman needs to have first strap wasn’t going to perform a frank conversation with their strap early on in the piece. The Ironman manufacturer. CLAIMED LENGTH:

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8,100KG RRP $77.00

Australian made

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JUST STRAPS

AVERAGE BREAKING POINT

9,241kg AVERAGE

STRETCH

18.41%

TEST RESULTS ROUND 1

✖

8,463kg

ROUND 2

✖

10,290kg

WET TEST

8,970kg

CLAIMED LENGTH:

900cm centimetres – but it must be mentioned. ACTUAL LENGTH: 896cm The straps broke where and how they should essentially, with both strap CLAIMED BREAKING POINT: 8,100kg eyes remaining intact. They weren’t the AVERAGE BREAKING POINT: 9,241kg cleanest breaks though; with signs the AVERAGE STRETCH: 18.41% stitching was letting go at the same time. Still, you can’t argue with results and the Just Straps 8,100kg (does anyone else think it’s a bit odd it was rated to TESTER’S NOTES: Just Straps 8,100kg 8,100kg?) gets the tick of approval even snatch straps measured shy of the claimed nine-metre length – only by four though it was down slightly on stretch. UNSEALED 4X4 SNATCHMAGAZINE STRAP COMPARISON NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE

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BUY A HEMA HN7 NAVIGATOR

& RECEIVE A BONUS HN7 PACK.

C L IC K H E R E

+ + A 12 month magazine subscription to Pat Callinan’s 4X4 Adventures

+ A Pat Callinan’s 4X4 Adventures season 7 DVD boxed set

TO PURCHASE

+ Reversing Camera

+ $50 off a long range fuel tank from Long Range Automotive + $50 off a Codan HF radio from Lara Electronics

OUR RANGE • Bad Elf iPad GPS • Personal Locator Beacons • Satellite phone sales & rentals

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STRONGEST STRAP TESTED ES

UCTION T

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DESTRUCTION TEST

8,000KG RRP $65.00

CH STRA AT

OPPOSITE LOCK

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AVERAGE BREAKING POINT

10,486kg AVERAGE

STRETCH

15.37%

TEST RESULTS ROUND 1

✖

10,554kg

ROUND 2

✖

10,503kg

WET TEST

10,401kg

CLAIMED LENGTH:

800cm monster. Even our head technician in ACTUAL LENGTH: 800cm his thick European accent claimed with excitement “good one” after observing CLAIMED BREAKING POINT: 8,000kg the results. The big thing was not only AVERAGE BREAKING POINT: 10,486kg how much weight it took to break the AVERAGE STRETCH: 15.37% straps, but how consistently clean the breaks were. Oddly, they were also the shortest straps of the lot, measuring in at exactly 8m in length. Also the amount TESTER’S NOTES: If the Opposite of stretch was disappointing, coming in Lock 8,000kg snatch strap were an under the industry standard 20%. engine, it would be a twin turbo V8 4X4 SNATCHMAGAZINE STRAP COMPARISON NON-INTERACTIVE VERSION | PLEASE CLICK HERE UNSEALED FOR INTERACTIVE

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DESTRUCTION TEST

NOTABLE MENTION

8,000KG RRP $129.99

CH STRA AT

OZTRAIL

NON-INTERACTIVE VERSION | UNSEALED 4X4 SNATCH STRAP COMPARISON

E UCTION T

AVERAGE BREAKING POINT

9,991kg AVERAGE

STRETCH

21.94%

TEST RESULTS ROUND 1

✖

9,585kg

ROUND 2

✖

11,060kg

CLAIMED LENGTH:

900cm

ACTUAL LENGTH:

893cm

CLAIMED BREAKING POINT:

8,000kg

AVERAGE BREAKING POINT:

9,991kg

AVERAGE STRETCH:

21.94%

TESTER’S NOTES: To be honest, the Oztrail snatch strap kind of surprised us. Here we were thinking that the

WET TEST

9,330kg

bulk of Oztrail products revolve around swags, tents and camp chairs. But they have produced a snatch strap that pulled impressive numbers before being shot into the great fourwheel drive track in the sky. It did measure 7cm shorter than specified and the eyelet stitching failed before the actual strap did which is a downer. It is also the most expensive strap tested. Excellent stretch though!

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9,000KG RRP $59.00

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POWERFUL 4X4

AVERAGE BREAKING POINT

9,839kg

AVERAGE

STRETCH

22.68%

TEST RESULTS ROUND 1

✖

11,573kg

ROUND 2

✖

CLAIMED LENGTH:

900cm

ACTUAL LENGTH:

875cm

CLAIMED BREAKING POINT:

9,000kg

AVERAGE BREAKING POINT:

9,839kg

AVERAGE STRETCH:

22.68%

TESTER’S NOTES: Positive points for the Powerful 4X4 snatch straps are the amount of stretch they had,

9,024kg

WET TEST

8,922

at an impressive 22.68%. On the negative side, the straps tested were 25cm shorter than advertised which again is a bit of a let down. Wet testing reduced the breaking point to just under the stamped minimum breaking point, and if it weren’t for that fact the Powerful 4X4 snatch strap would have faired far better results wise.

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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: Rob Drummond

HISTORY TIMELINE

www.steinbauer.com.au

FREECALL

1800 733 159

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8,000KG RRP $79.99 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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RIDGE RYDER

AVERAGE BREAKING POINT

7,596kg AVERAGE

STRETCH

20.96%

TEST RESULTS ROUND 1

✖

7,138kg

ROUND 2

✖

9,024kg

WET TEST

6,628kg

CLAIMED LENGTH:

900cm They were even a full 30cm longer ACTUAL LENGTH: 930cm than advertised, which is a good thing. But with such inconsistent CLAIMED BREAKING POINT: 8,000kg results, that all seems like a moot AVERAGE BREAKING POINT: 7,596kg point. Wet testing took nearly two AVERAGE STRETCH: 20.96% tonne off the minimum breaking point! Stretch was good at 20.96%, but failure to exceed the minimum breaking point on two occasions TESTER’S NOTES: On face value, the means the Ridge Ryder strap is one Ridge Ryder snatch straps looked to that cannot be recommended. be well made and neatly packaged. UNSEALED 4X4 SNATCHMAGAZINE STRAP COMPARISON NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE

UNSEALED 4X4 SNATCH STRAP COMPARISON

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TERRAIN TAMER

8,000KG RRP $79.00

AVERAGE BREAKING POINT

8,921kg

AVERAGE

STRETCH

18.80%

TEST RESULTS ROUND 1

✖

9,432kg

ROUND 2

✖

9,381kg

CLAIMED LENGTH:

900cm

ACTUAL LENGTH:

875cm

CLAIMED BREAKING POINT:

8,000kg

AVERAGE BREAKING POINT:

8,921kg

AVERAGE STRETCH:

18.80%

TESTER’S NOTES: Two separate companies manufacture the Terrain Tamer snatch strap in Australia.

WET TEST

7,951kg

One does the webbing and another (a parachute belt manufacturer) the stitching. Again, our European engineer had the call of the day, “let’s see if they should stick to making umbrellas instead of parachutes”. The answer: these snatch straps performed very well, except when it came to wet testing where they came in just shy of their claimed rating. Also, they measured up 25cm short (are we the only ones with a tape measure?)

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8,000KG RRP $35.00

ST TE

TIGERZ11 HERCULES

AVERAGE BREAKING POINT

5,081kg

AVERAGE

STRETCH

9.57%

TEST RESULTS ROUND 1

✖

5,455kg

ROUND 2

✖

4,996kg

CLAIMED LENGTH:

900cm

ACTUAL LENGTH:

909cm

CLAIMED BREAKING POINT:

8,000kg

AVERAGE BREAKING POINT:

5,081kg

AVERAGE STRETCH:

9.57%

TESTER’S NOTES: The best way to describe the Hercules 8,000kg strap after testing is a dog’s breakfast. Literally falling to pieces

WET TEST

4,792kg

is an understatement; the stitching unravelled from the strap once tension was applied like water flowing from a tap. The only thing going in its favour is the fact the strap is 9cm longer than advertised. Stretch was almost non-existent with a total of just 9.57%. Tigerz11 Hercules snatch straps get the wooden spoon here, and we hope for safety’s sake Tigerz11 spends some time and effort on product testing and development.

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11,000KG RRP $42.00

ST TE

TIGERZ11 HERCULES

AVERAGE BREAKING POINT

N/A

AVERAGE

STRETCH

N/A

TEST RESULTS ROUND 1

✖

6,424kg

ROUND 2

✖

N/A

WET TEST

N/A

CLAIMED LENGTH:

900cm instead. We are not officially including ACTUAL LENGTH: 894cm this strap, but it seemed silly to not test it since we already had it. Not only CLAIMED BREAKING POINT: 11,000kg did this strap break at nearly half its AVERAGE BREAKING POINT: NA advertised minimum breaking limit, AVERAGE STRETCH: NA but it is shorter than advertised, too! A manufacturing flaw (burn mark) was also found in the centre of the strap. Amazingly, it still broke at the eyelet TESTER’S NOTES: We were given this stitching not at the manufacturing additional strap as part of a buy-oneflaw, highlighting just how poor the get-one-free deal. But they were out construction methods employed are. of stock, so gave me an 11,000kg strap UNSEALED 4X4 SNATCH STRAP COMPARISON

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UNSEALED 4X4 SNATCH STRAP COMPARISON

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TJM

8,000KG RRP $98.57

AVERAGE BREAKING POINT

8,429kg

AVERAGE

STRETCH

24.08

TEST RESULTS ROUND 1

✖

Did Not Break - Held

9,687kg

ROUND 2

✖

7,800kg

CLAIMED LENGTH:

900cm

ACTUAL LENGTH:

905cm

CLAIMED BREAKING POINT:

8,000kg

AVERAGE BREAKING POINT:

8,429kg

AVERAGE STRETCH:

24.08%

TESTER’S NOTES: Not only did TJM snatch straps appear to be well constructed, they also had so much elasticity we ran out of test bed on one

WET TEST

7,800kg

occasion, even after physically handwinching the test bed back as far as it could go! Another interesting point was how both the second test and the wet test had exactly the same results. So while two straps didn’t meet minimum breaking ratings (which is extremely disappointing) the amount of stretch was a good and the strap measured more than advertised. TJM wins the close but no cigar award, and with some refinement this could be a very good product.

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ST TE

AVERAGE STRENGTH

PRICE POINT

click here to find out

WHO WON?

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UNSEALED 4X4 SNATCH STRAP COMPARISON

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THE NITTY GRITTY

BRAND

ARB 8,000kg (Dry) ARB 8,000kg (Dry) ARB 8,000kg (Wet) Bushranger 8,000kg (Dry) Bushranger 8,000kg (Dry) Bushranger 8,000kg (Wet) Ironman 8,000kg (Dry) Ironman 8,000kg (Dry) Ironman 8,000kg (Wet) Just Straps 8,100kg (Dry) Just Straps 8,100kg (Dry) Just Straps 8,100kg (Wet) Opposite Lock 8,000kg (Dry) Opposite Lock 8,000kg (Dry) Opposite Lock 8,000kg (Wet) Oztrail 8,000kg (Dry) Oztrail 8,000kg (Dry) Oztrail 8,000kg (Wet) Powerful 4x4 9,000(Dry) Powerful 4x4 9,000kg (Dry) Powerful 4x4 9,000kg (Wet) Ridge Ryder 8,000kg (Dry) Ridge Ryder 8,000kg (Dry) Ridge Ryder 8,000kg (Wet) Terrain Tamer 8,000kg (Dry) Terrain Tamer 8,000kg (Dry) Terrain Tamer 8,000kg (Wet) Tigerz 11 8,000kg (Dry) Tigerz 11 8,000kg (Dry) Tigerz 11 8,000kg (Wet) TJM 8,000kg (Dry) TJM 8,000kg(Dry) TJM 8,000kg (Wet)

STRETCH

BROKE

NA 210cm 217cm Average Stretch: 23.5% NA 196cm 216cm Average Stretch: 22.99% NA 174cm 194cm Average Stretch: 20.39% NA 160cm 170cm Average Stretch: 18.41% NA 120cm 126cm Average Stretch: 15.37% NA 193cm 199cm Average Stretch: 21.94% NA 195cm 202cm Average Stretch: 22.68% NA 192cm 198cm Average Stretch: 20.96% NA 155cm 174cm Average Stretch: 18.8% NA 90cm 84cm Average Stretch: 9.57% NA 213cm 223cm Average Stretch: 24.08%

85.50kn (8,718kg) 100.00Kn (10,197kg) 97.50Kn (9,942kg) Average Break: 9,619kg 98.50Kn (10,044kg) 94.00Kn (9,580kg) 83.50Kn (8,510kg) Average Break: 9,378kg 39.75Kn (4,053kg) 86.50kn (8,820kg) 57.00kn (5,810kg) Average Break: 6,221kg 83.00Kn (8,463kg) 101.0Kn (10,290kg) 88.00Kn (8,970kg) Average Break: 9,241kg 103.50Kn (10,554kg) 103.00Kn (10,503kg) 102.00Kn (10,401kg) Average Break: 10,486kg 94.00Kn (9,585kg) 108.50Kn (11,060kg) 91.50Kn (9,330kg) Average Break: 9,991kg 113.50Kn (11,573kg) 88.50Kn (9,024kg) 87.50Kn (8,922kg) Average Break: 9,839kg 70.00Kn (7,138kg) 88.50Kn (9,024kg) 65.00Kn (6,628kg) Average Break: 7,596kg 92.50Kn (9,432kg) 92.00Kn (9,381kg) 77.00Kn (7,951kg) Average Break: 8,921kg 53.50Kn (5,455kg) 49.00Kn (4,996kg) 47.00Kn (4,792kg) Average Break: 5,081kg 95.00Kn (9,687kg) 76.5Kn (7,800kg) 76.50Kn (7,800kg) Average Break: 8,429kg

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ST TE CH STRA AT

WINNERS

DESTRUCTION TEST

ARB 8,000kg

OVERALL WINNER:

OVERALL WINNER TR

E UCTION T

CH STRA AT

They all broke over their recommended breaking point on each occasion, are slightly longer than advertised and had the second most stretch out of all the straps.

DESTRUCTION TEST

STRONGEST STRAP TESTED:

DESTRUCTION TEST

STRONGEST STRAP TESTED ES

DESTRUCTION TEST

NOTABLE MENTION

The Oztrail was the biggest surprise of the group. If it weren’t so expensive and it had been as long as they claimed it to be, it damn near would have won!

E UCTION T

CH STRA AT

OZTRAIL 8,000kg

Broke at an average of 10,486kg, which is nearly 2,500kg over its recommended breaking point. It was also affordably priced, but lost points with its lack of stretch.

NOTABLE MENTION:

E UCTION T

CH STRA AT

OPPOSITE LOCK 8,000kg

Affordably priced, consistent results, and 22.99% stretch… You could do much worse than parking the Bushranger 8,000kg strap in the back of your four-wheel drive!

BUSHRANGER 8,000kg

RUNNER UP

RUNNER UP:

E UCTION T

Editor’s note: We were concerned with Ironman 4X4’s snatch strap failures, so we contacted them to let them know our results. They have since pulled their 8,000kg snatch straps from the market. You can read their full response here UNSEALED 4X4 SNATCHMAGAZINE STRAP COMPARISON WordsNON-INTERACTIVE By Evan Spence VERSION | PLEASE CLICK HERE FOR INTERACTIVE

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THE NEW

TOYOTA HILUX

(DO WE REALLY NEED TO SAY ANYTHING ELSE…?) NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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ARB.COM.AU

1300 ARB 4X4

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Forty-seven years after its introduction, the mighty Toyota HiLux has been reborn. And it’s about time, with current generation having over a decade-long run. This isn’t just a minor refresh consisting of new headlights and a few widgets, the HiLux has finally been given given what it deserves – a major update. The completely new model comes with a host of big changes for the popular workhorse. Gone is the love-it-or-hate-it 3.0L turbo-diesel. In its place is the new 1GD-FTV, a 2.8L common-rail injection four-cylinder with a variable-vane turbocharger and intercooler that reportedly puts out 130kW and 450NM of torque. The 4X2 models have a slightly smaller 2.4L CRD with less power and 50 fewer NM, although both claim a 10 per cent increase in fuel economy. The four-

cylinder 2.7L petrol motor has also been given a few extra ponies thanks to a weight-loss program while the 4.0L V6 petrol remains unchanged. The engines are mated to either a sixspeed auto or six-speed manual that features ‘intelligent’ technology that matches engine and transmission revs to reduce shock loads on the drivetrain and reduce the likelihood of stalling when towing – a nifty feature.

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• 4WD accessories • Camping Gear • 4WD Recovery Equipment • Runva Winches & Accessories • RV Accessories • Happy Camper Gourmet Products • Bushman Fridge/Freezers • Oricom Radios & Accessories • Air Compressors • LED Light Bars • Bushranger

YOUR S FOR

ONLY $ 30 +P&H *

RECIPES FROM THE ROAD

COOKBOOK

Pat Callinan’s 4X4 Adventures, Recipes from the Road is a superb companion for anyone who wants to travel the countryside and eat really, really well. Whether you’re a camper, caravanner, motor-homer or four-wheel driver, you and your fellow travellers will benefit greatly from this cookbook.

Visit us in store at Carrum Downs

www.werevr4x4.com.au

The glovebox sized book contains 99 recipes covering breakfasts, lunches, dinners, desserts and snacks plus chapters on the Bush Bakery and the Bush Barista, the book also comes with a bonus Bush Cooking DVD featuring cooking from Pat Callinan, Duncan Elliott, the Flying Chef and Ernie Dingo and Jo Clews. PLEASE NOTE THAT THIS PRODUCT DOES NOT CONTAIN MAGAZINES. *$30.00 + $17.00 p&h for orders Australia wide.

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The body also receives a complete makeover with a bigger ute tub and more interior space. Overall, the HiLux is now 70mm longer and 20mm wider. The redesigned model also features a lower roof line to aid in overall stability by keeping the centre of gravity lower. LED daytime running lights augment the headlights, which also utilise low power draw/high output LED technology, the look however will likely be love-it-orhate-it. The grille has been brought into line to match up with other SUV models in the Toyota range, while the rims come in a variety of sizes and flavours from 16 to 18 inches, and are shod in all-terrain tyres on the 4X4 models. The fuel tank has been bumped up in capacity to 80L, and when paired with the more efficient 2.8L engine should

make for an increased fuel range. Another major benefit to four-wheel drivers will be that the vehicle sports a thicker chassis which allows for a healthy 3500kg towing capacity and up to a 1240kg payload capacity. We’re hoping it also fixes the bendy-chassis syndrome that’s been popping up in overloaded dual cabs.

IF TOYOTA KEEPS THIS HILUX AROUND FOR A DECADE LIKE THEY’VE DONE WITH THE LAST, WE’LL HAVE A VEHICLE BEING SOLD IN 2025 WITH DRUM BRAKES … WHICH IS ODD.

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this by redesigning the interior and increasing sound deadening materials in the cab. Handling dynamics and body rigidity have also been improved by using a higher grade, lighter steel through out the cab, and by engineering it with more structural spot welds.

The suspension is largely unchanged, using the same double A-arm with coil over front end and leaf sprung solid axle rear, although there are now thicker shocks to soak up the bumps meaning less chance of fade over rougher tracks. The brakes are (disappointingly) still drums in the rear and as you’d assume, there’s at least discs up front which are unchanged from the previous model. If Toyota keeps this HiLux around for a decade like they’ve done with the last, we’ll have a vehicle being sold in 2025 with drum brakes … which is odd. Toyota has reportedly put a lot of effort towards reducing the noise, vibration and harshness (NVH) levels of the new HiLux. On the noise front, they’ve done

Thinner seat backs and the larger dimensions have freed up more interior space, and the SR5 models come standard with a reverse camera mounted in the tailgate and nifty gadgets like keyless start and touchscreen multi-media displays. The SR5’s interior looks decidedly upmarket and almost car-like, but at Toyota’s official launch in Sydney, we weren’t allowed to look inside the interior, which is disappointing – all we’re going off right now is leaked spy shots. So with a stronger frame, more powerful and efficient turbo-diesels, a more refined interior, better drivability, and a more useable amount of space in the back, has the eighth generation HiLux finally perfected the off-road ute? Time will tell, but if it sells anything like the previous model, there’s a good chance this will be the new gold standard.

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RAM TRUCK

DOWN UNDER THE NEW 2015 RAM TRUCK

WILL MAKE IT TO AUSTRALIAN SHORES, FIAT CHRYSLER GROUP AUSTRALIA CEO CLYDE CAMPBELL CONFIRMS

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We live in a big country, and it seems as a nation we are obsessed with towing. So when you consider those two facts, it is strange that we don’t have a full-sized four-wheel drive utility offered from the factory. In fact, we haven’t seen one sold in Australia since the Brazilian made Ford F-series was removed from our market in 2006! Still to this day, these F-trucks command a high price on the used market, proving there is demand for solid tow performers in Australia.

Enter the 2015 Ram Truck. Just don’t call it a Dodge, as Fiat Chrysler is keen to establish the Ram Truck brand here on its own two legs. With a towing capacity of the largest Ram Truck said to be more than seven tonnes and a tray capacity of three tonnes, it is pretty easy to see the advantage of the big Ram. And it is big! Naturally, the Ram Truck was originally designed for the American market, but

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DThUetEeCLETECNRHoNlOoLOgGYy New Dueler M/T 674 The technology of tough

r e l e U D w Ne 4 M/T 67

h g u to

BRIDGESTONE HAS REDEFINED THE LIMITS OF EXTREME OFF-ROAD PERFORMANCE WITH THE NEW DUELER M/T 674. Created using revolutionary new 3D technology, the M/T 674 takes off road performance and durability to a whole new level.

MADE FOR MUD The M/T 674’s aggressive tread design features 3D grooves that cut through mud and shoulder lugs that self-clean the tyre as you drive. Together they deliver unprecedented levels of traction and control in heavy mud. LASTING PERFORMANCE With its innovative tread design and 3D technology, centre wear on the M/T 674 has been dramatically reduced, delivering extended tyre life. BUILT TOUGH

3D SHOULDER LUGS For enhanced durability, greater traction and superior handling

With its light truck casing construction, reinforced upper sidewall and chip and cut-resistant M/T rubber compound the M/T 674 will take on the most demanding of off-road challenges, and still come back for more. And because it’s a Bridgestone, you know you’re in safe hands.

M/T 674

A/T 697

HP Sport

Mud Terrain

All Terrain

Highway Performance

TYRE FEATURES

ALL TERRAIN

MUD TERRAIN

3D BUTTRESS Step-&-slope design for improved control and stability in mud

DUELER TOUGH 3D TECH.

3D GROOVES Cut through mud for advanced traction and performance

PUNCTURE TEST RESULTS

Bridgestone Australia Ltd.

For your nearest Bridgestone Authorised Dealer visit our website

www.bridgestone.com.au

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rumours are circulating surrounding the team from Holden Special Vehicles being employed to handle the conversion from left- to right-hand drive. With an expected initial price tag of up to $120,000 you would want this conversion to be done right, after all. Confirmation has been received that the Ram will meet all government requirements for full volume certification, making them road-legal in Australia.

the Cummins 6.7-litre turbo-diesel power plant that will produce nearly 900nm of torque from the factory. Both New Zealand and Australia will be receiving delivery of the Ram Truck, with the first said to arrive before the end of 2015. We will keep you updated as information flows in, but it is safe to say the Ram Truck will be a game changer in the booming dual-cab ute market.

There are three size Ram Trucks available, and we hope to receive the same configurations here over time. The smallest offering being the Ram 1500, followed by the Ram 2500 and the lastly, the big brother Ram 3500. Engine options have yet to be confirmed, but it is fair to assume we will see the smaller 5.7-litre Hemi V8 (hahaâ&#x20AC;Ś smaller) and if we keep our fingers and toes crossed,

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Famous

Ezy-Wind

By effortlessly winding a handle, campers can be opened and erected with minimal effort and within seconds. To close the camper, simply wind the handle in the opposite direction. You can see why it’s called the Ezy-Wind!

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PRES

THE ESSENTIA

SUSPENSIO

UNSEALED 4X4 TAKES A LOOK AT AFT SYSTEMS DESIGNED TO GET YOU

SUSPENSIO

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SENTS

AL GUIDE TO

ON SYSTEMS

TERMARKET OFF-ROAD SUSPENSION U FURTHER DOWN THE TRACK.

ON SYSTEMS

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Reliability is paramount when it comes to four-wheel drive suspension

If there is one thing every four-wheel drive needs, it’s adequate suspension. I say adequate simply because every four-wheel drive obviously has suspension fitted from the factory, but more often than not the stock gear simply isn’t up to scratch for the conditions four-wheel drivers face. We all do very different things with our vehicles, and a quality suspension upgrade is one of the first and easiest ways to make your four-wheel drive better suit your needs. Be that towing a heavy boat or caravan on weekends, or just needing more ground clearance for tough off-road conditions. The one-sizefits-all approach simply doesn’t work when it comes to suspension, which is why we wanted to explore some of the best options when it comes to off-road suspension systems in Australia.

WARRANTY

A decent warranty tells you more about the quality of the components than you would imagine. If you drive for example 20,000km a year and the suspension is warranted for three-years, it would be useless having a warranty kilometre period of less than 60,000km for your needs. If a company is prepared to offer an unlimited warranty on their product, it shows they have enough faith in their parts to stand behind them. Naturally this isn’t the only consideration when it comes to purchasing a suspension system, but the warranty offered is definitely something to be aware of.

Don’t forget to ask if a steering damper is included with any prospective suspension system purchase!

SUSPENSIO

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› ARB OLD MAN EMU

If you haven’t noticed bright yellow Old Man Emu shock absorbers under a modified four-wheel drive before, you haven’t been looking too hard. The main standout feature for Old Man Emu suspension is that total lift height is not the main focus. Instead, suspension systems are engineered to provide tuned performance with a balance between on-road ride, load carrying and enhanced off-road ability. All while still allowing for lift height increases between 35mm and 50mm. Shocks are matched specifically for individual vehicle and spring height combinations, and all components required (such as bushes and U-bolts) are offered with each kit.

WARRANTY:

Minimum three year, or 60,000km (whichever comes first)

› CLIMAX SUSPENSION

Looking for a tailor made suspension package to suit your exact needs? This is where Climax Suspension says they stand out, with their range of Smart Suspension kits. They don’t manufacturer the core products such as leaf springs or shock absorbers in-house, instead they partner with brands such as King Springs, Lovells, Bilstein and Koni to do what they do best. Climax can then select the right components to suit your requirements, assemble them and complete the installation into the vehicle as well. This is all done without compromise or providing a one-sizefits-all arrangement. The range covers everything from comfort suspension lifts right up to ultra-heavy-duty mining spec upgrades.

WARRANTY:

Minimum two year, 50,000km (excludes some custom kits)

ON SYSTEMS For more info

For more info

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FIND A DEALER

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› DOBINSON SPRINGS AND SUSPENSION

While Dobinsons might not seem like a household name, they have been building suspension kits here in Australia since 1953. Starting off as manufacturers of leaf and coil springs, they now have over 13,000 unique computerised spring specifications available. In fact, Dobinsons tell us they pride themselves on having the world’s largest range of 4X4 springs and suspension components. As another benefit, if they don’t have the exact suspension setup to suit your needs in stock, they can in many cases manufacture custom coil or leaf springs to suit your load carrying and ride quality requirements.

WARRANTY:

Two years on springs, shocks and coils

› ENHANCED 4WD SUSPENSION

More commonly referred to as EFS, Enhanced 4WD Suspension isn’t just a shock absorber company. They do however offer four different shock absorbers in their product range (Elite, Enforcer, XTR and Xtreme), which is where the confusion begins for many people. The methodology is simple though; leaf springs and coil springs behave differently and as such require shock absorbers that have been valved to suit their operational characteristics. As end users have different needs, certain shocks are designed to take load better, and others dissipate heat quicker. Naturally, EFS provide a comprehensive range of leaf springs, coil springs, coil over struts and torsion bars to complement their shock absorbers, and can arrange fitting at one of their outlets Australia wide.

WARRANTY:

Three years, 100,000km

ON SYSTEMS For more info

For more info

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› IRONMAN 4X4

The latest feather in the proverbial cap of Ironman 4X4 is their new shock absorber, the Foam Cell Pro. This complements two additional shocks offered by Ironman 4X4 – the Foam Cell and Nitro Gas shock absorber – thus providing ample options for prospective customers. But it’s not just shock absorbers; Ironman produce a plethora of suspension gear to suit an extensive range of modern and vintage four-wheel drives. There are a variety of lift heights and spring rates available (to suit required load carrying capabilities), as well as components to keep the hardcore guys happy such as adjustable trailing arms, drag links, panhard rods, big lift kits and castor correction plates.

WARRANTY:

Three years, 60,000km

› KYB SKORCHED 4

KYB has one main focus when it comes to four-wheel drive suspension – offering lift kits of up to 50mm that are designed to work specifically with touring four-wheel drives. KYB mention that heat is the biggest killer of off-road suspension; specifically shock absorbers. To get around this, KYB say they maximise oil volume in the shock absorber by incorporating a 16mm piston rod. This allows for greater oil volume, which translates to less shock fade and a more controlled ride. Skorched 4’s suspension kits come complete with all required components, and KYB tell us the kits have been designed and tested in Australia.

WARRANTY:

Three years, 60,000km

ON SYSTEMS For more info

For more info

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Suspension testing

is serious business, you want the vehicle to perform better on-and-off-road post upgrade

SUSPENSIO

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› LOVELLS

Lovells Suspension was founded back in 1930 by George Lovell, originally producing suspension manufacturing equipment such as furnaces. Today, 85 years later, Lovells springs are still manufactured in Australia. According to the Lovells team, all suspension systems they design for customers are based around four key points: what ride height are they trying to achieve, how will the vehicle handle, how much weight are they carrying and how comfortable do they expect the ride to be. The other trick according to the Lovells team is the use of progressive rate springs that provide a compromise between road handling characteristics, load carrying capacity and off-road ability. But there is more to suspension systems than just springs, so Lovells say they are careful to match shock absorbers and additional required components to compliment their range.

› OUTBACK ARMOUR

Outback Armour might be a new player in the off-road scene, but that’s not to say they don’t know how to build a quality component. In-fact, after speaking with the team it seems they have poached some very experienced suspension engineers to develop the range specifically for Australian conditions. And the warranty says it all really; offering an unlimited kilometre warranty of consumable items like shock absorbers shows plenty of faith in the product. The range is ever expanding too, with listings currently available for the current range of Toyota four-wheel drives, as well as the Ford Ranger, Nissan Navara and Volkswagen Amarok just to name a few.

WARRANTY:

Three years, unlimited kilometre warranty

WARRANTY:

Five years, 100,000km warranty

ON SYSTEMS For more info

For more info

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NATIONWIDE PARTS

Parts availability is extremely important when it comes to fourwheel drives, as by nature we put ourselves and vehicles in remote locations. Your vehicle can become immobile thanks to just one simple nut or bolt! Having a nationwide parts backup service means just that, you are able to locate stores or outlets around Australia to assist with securing spare parts in the event of a failure. This alone is one major advantage over purchasing a kit from an unknown reseller on-line. If you do purchase suspension off the internet, ask about their parts back-up and turn-around-time to ship a pack of suspension bushes to Cape York before handing over your credit card numbers.

LEAF SPRINGS ARE DESIGNED TO CARRY WEIGHT, WHICH IS WHY MODERN DUAL CAB UTES STILL RUN THEM

SUSPENSIO

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› OPPOSITE LOCK

Opposite Lock’s suspension system is one of the latest to come onto the market in Australia. After years of testing and designing, the Opposite Lock team feel they have struck a balance between on-road handling and off-road durability with their latest range. There is a choice of gas shock absorbers or foam cell shocks for those who expect to face harsher off-road conditions. Opposite Lock leaf springs are Australian made, and in certain applications they are available in a two-stage design (comfortable when unladed – firmed up when load is applied). Their coil springs are also manufactured in Australia, and are available with the option of both raised and heavy-duty configurations.

› PEDDERS TRAKRYDER

Pedders TrackRyder suspension systems have been around for many years, thanks to constant product development and improvements. The TrackRyder range is made up of literally hundreds of individual components, that can be custom built to suit individual requirements. Be that stiffer suspension for towing a caravan, needing more lift for offroad work or even craving smoother high speed handling characteristics. If towing is your thing, Pedders even offer additional air-bag helper springs and complete brake upgrades to help with the additional weight.

WARRANTY:

Two years, 40,000km

WARRANTY: Two years

ON SYSTEMS For more info

For more info

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› RIDEPRO

› SAX

WARRANTY:

Ridepro suspension systems are developed and designed in Australia, which is a positive thing when it comes to suspension considering our rough terrain. Ridepro suspension is now being distributed to Europe, the Middle East, South East Asia, South America and the United States. All suspension systems are available in lifts of up to 50mm and feature RoxShocks shock absorbers with a massive 41mm piston. Kits also feature Ridepro coil and leaf springs, torsion bars, steering dampers, polyurethane bushes and shackles depending on what is required for your vehicle. Ridepro will also custom manufacture aftermarket sway bars and adjustable panhard rods for those with larger lift kits installed. Three years, 60,000km

Are you finding yourself loading your vehicle up with more and more weight? Or perhaps you own a dual-purpose vehicle that is loaded up during the week then sent out to play once the weekend comes? Sax Suspension Technology specialise in just that. And while they offer both suspension kits and lift kits for four-wheel drives, they have also developed innovative load carrying systems. The main drawcard being their SDS three stage dynamic leaf springs that incorporate an additional adjustable third-stage leaf spring to allow for tailored ride and load handling characteristics. The next step is the Sax Equalizer which operates in a similar fashion, but bolts to your existing leaf springs. Three years, 100,000km

ON SYSTEMS For more info

For more info

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INSTALLATION

PLAY VIDEO

HOW IT WORKS

TOP TIP FOR

CHOOSING A SYSTEM

When choosing an Electronic rust prevention system for your vehicle you must consider a number of variants, namely the type and size of vehicle (car, 4WD, bus, earth moving machinery etc), the age of the vehicle and the environment to which the vehicle will regularly be exposed.

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› SNAKE RACING

For those that want to go further than the rest, or just make their truck look that extra bit tougher, Snake Racing offer a range of what they refer to as ‘trick off-road componentry’. Suspension is a big part of the business, with custom brackets and mounts for DIY fabricators on offer, as well as a comprehensive listing of Tough Dog and Rancho suspension products. Snake Racing proudly manufactures their own extended shackles, strut spacers, diff-drop kits, dropped radius arms and extended brake lines here in Australia too. They specialise in two- and threeinch lift kits for modern vehicles such as dual cab utes, but haven’t forgotten classic older four-wheel drives including the mighty live axle HiLux.

WARRANTY:

Product specific

›SUPERIOR ENGINEERING

Queensland-based Superior Engineering offer off-road and suspension components from mild to wild, with everything from a two-inch lift for a Toyota Prado, to Superflex Arms for a Nissan Patrol with eight inches of lift available. If you are chasing rugged suspension components such as drop boxes, steering arms, or adjustable trailing arms, Superior have your back. If you own a live axle four-wheel drive with radius arms in the front (such as Nissan Patrol or 80/105 Series LandCruiser) then you need to take a closer look at Superior Engineering Superflex Arms that claim to increase front axle suspension travel dramatically.

WARRANTY:

Product specific

ON SYSTEMS For more info

For more info

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WHICH TYRES SUIT THE TERRAIN YOU DRIVE ON?

You need a round edge all-terrain tyre

Serious dirt, gravel & rocks

You need a square edge all-terrain tyre

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› TERRAIN TAMER

Terrain Tamer are spare parts specialists who stock over 40,000 parts and have been operating for over 45 years. With that pedigree, it makes perfect sense they sell suspension components too. Well, it must be said they aren’t just resellers, Terrain Tamer are pushing the envelope in terms of four-wheel drive suspension engineering. Just this year we have seen the introduction of some serious kit, including fully adjustable remotereservoir shock absorbers, and progressive rate coil springs known as Smart Coils designed to perform off-road while enhancing on-road performance according to Terrain Tamer. Suspension kits are available for most popular four-wheel drives, with lift kits available as well as standard replacement suspension components.

WARRANTY:

› TJM XGS

The XGS range of suspension from TJM has been around for many moons, however it has only been in the last few years that they have amped the range up considerably. For the first time they offered a choice of shock absorbers, including the Tiger adjustable foam cell and Gold Series gas-charged shocks. Lifts of up to 50mm are available for an extensive list of four-wheel drives, as well as heavy-duty kits for those who carry additional loads or have weighty accessories fitted such as bull bars and winches. Older four-wheel drives are also covered in the range, with TJM supplying suspension kits and parts for vehicles with torsion bars and leaf springs, as well as their coil spring or independent suspension kits.

WARRANTY:

Three year, 60,000km

3 year, 100,000km

ON SYSTEMS For more info

For more info

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› TOUGH DOG

If you want options when selecting your next suspension package, Tough Dog suspension has them. They offer five different models of shock absorbers (including adjustable and foam cell shocks), four different steering dampers, a choice of three different spring rates, as well as complete suspension listings for the majority of four-wheel drives sold on the Australian market. Then there are the suspension accessories, including adjustable panhard rods, diff locators, castor correction, extended brake lines and brake hose kits. They also offer upgrades for armoured vehicles, and larger suspension lifts for competition vehicles and weekend warriors. Tough Dog have dealers Australia wide too, so if you happen to have issue while out on the tracks, spare parts are never too far away.

WARRANTY:

›THE ULTIMATE SUSPENSION The Ultimate Suspension specialises in high performance and custombuilt four-wheel drive suspension systems for those who believe off the shelf isn’t good enough. From rather humble beginnings in 1975, Ultimate Suspension has now grown to a point where they are exporting container loads of suspension to over 20 countries worldwide. Rather than suggest a generic suspension kit, Ultimate tries to best match individual components to suit your requirements. This is why they offer three different types of shock absorbers, and a range of springs, torsion bars and associated fitting products. Lift kits in both comfort and heavy-duty configurations are also specialities of The Ultimate Suspension.

WARRANTY:

Lifetime on springs, 80,000km or 24 months on shocks (conditional)

Two year, 40,000km

ON SYSTEMS For more info

For more info

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In the early days of the Tuff Truck Challenge it wasn’t exactly what you’d call family friendly. Think Mad Max meets the early days of Summernats and you’re on the right track. It was more of a “boys only weekend” affair, if you know what I’m saying… Much like Summernats though, the last few years has brought a big swing towards making the event more accessible to families, and y’know what? It’s made it so much more enjoyable. The introduction of police patrols and splitting the camping areas into ‘family’, ‘general’ and ‘feral’ has gone a long way towards ensuring everyone has a good time without being pestered by rum swilling bogans.

Hopefully she found the espresso van that was on-site…

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Personally I thought it was great to see plenty of women and children in attendance, and even the infamous Mudrat’s Revenge stage – held at night and featuring plenty of muddy carnage, was almost sedate in comparison to early years. Don’t get me wrong, everyone still had a great time – but I have to commend the organisers in their efforts to keep the majority of the idiots out while still making this event arguably the best fourwheel driving competition in Australia from a spectator’s point of view. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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THE TOUGH DOG TUFF TRUCK CHALLENGE 2015

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PUNTER’S TRUCKS

This ex-Army Perentie probably saw more action on Feral Hill than it did during service It’s not just the comp trucks out on the tracks that were of a first class standard – some of the four-wheel drives in the car park and camping areas of the 2015 Tuff Truck Challenge were out of this world. And what a mix! We’re talking ex-army Land Rovers, neat-as-new FJ40 shorties, and modern, well modified dual cab utes and wagons. In the early mornings before the action started, we wanted to check out what sort of vehicles punters were driving to Tuff Truck. So we strapped on the camera and went for a walk through the camping sections (including Feral Hill). If we didn’t get a chance to say g’day, look out for us next year. But if you do see a picture of your truck here, you are doing things right!

Could this be the coolest custom Suzuki of all time? It was hand built by the owner and is even road legal!

Troopy or SWB 40 Series, can we have them both please?

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THE BIGGEST

ROLL-OVERS AT TOUGH DOG TUFF TRUCK CHALLENGE

Team Rock Rat took a tumble, despite navigator Molly Gray trying her hardest

They came, some conquered â&#x20AC;Ś others rolled, and pretty spectacularly too! The Tough Dog Tuff Truck Challenge has always been the most insane, truck destroying competition in the land. Well, it seems the track organisers have been hard at work this year, designing courses to test the skills and vehicles of every competitor. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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Team Big Bang were left playing a game of ‘dude where’s my comp truck’ Who needs a winch for recoveries when there is a Manitou with a crane

Driver Matt Reitsma emerges safe and sound after placing his SWB the wrong-way-round

Let’s be honest, while we all want to cheer on the winner, the best part of an event like this is the carnage. Some rolled seeking extra points driving a bonus line, some just took the wrong line altogether and paid the price. At the end of the day, there were some pretty sore looking trucks, and some exhausted pit crews. Let’s take a look at the thrills and spills of TTC 2015!

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SNO

THE TR You could hop in a stock Landcruiser

Troop Carrier and pretty much take it everywhere you wanted to go in Australia, that’s what makes the model so great. But that’s not really much fun, is it? I mean, do you really buy a vehicle for what it can do out of the showroom, or do you buy it for what you can do to it afterwards? If you’re anything like me, then the idea of driving a perfectly stock vehicle sounds about as appealing as dental surgery. So after driving a relatively stock Troop Carrier for the last few months, I couldn’t handle it anymore – so I started modifying, and I’m afraid I went a little bit overboard, but I had a good excuse…

Snoopy. There’s also the TJM bar, side rails, and side steps that we installed. While they might be the best looking options on the market for the Troop Carrier, that aesthetic and build quality carries on to other models as well. So essentially what I’m trying to get across is that my purchase of a Troop Carrier was completely selfless – it was a purchase for you, the readers. It definitely wasn’t because I love their slightly awkward yet iconic shape, nor because they’ll run forever without worry of failure; and it definitely wasn’t because (in my eyes) it’s the ultimate budget touring platform.

But it hasn’t been all good. Bolting a few hundred kilos of aftermarket 4X4 gear, no matter how cool it is, will Even if you don’t own a Troop Carrier, start to expose some of the platform’s you’ll still find that the majority of these weaknesses. In this case, I’m talking products are applicable for your vehicle. about the engine and the brakes. While Take the Front Runner Slimline II roof my model year Troopy certainly benefits rack I installed for example – while it from the addition of front and rear disk looks tailor-made for my vehicle, you brakes and a slightly more powerful can actually get the same exact rack for 1HZ engine, it still raises an eyebrow. I almost any vehicle, fit to size. can live with the lacklustre performance, but I enjoy a vehicle that stops, and as I The same goes for the Terrain Tamer Adjustable Pro Shocks – they’re available found out in the High Country, you can quickly … and rather unexpectedly, burn for most modern four-wheel drives, and through your brakes. they’re even available for old ones like NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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OOPY

ROOPY

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So what’s the solution to a vehicle that’s slow to get going, and hard to slow down? Adding a low-pressure turbo system to the vehicle will add more power, but regardless of what people say, it means more complexity, worse fuel economy, and worse reliability. Adding aftermarket upgraded brakes will certainly help

EVEN IF YOU DON’T OWN A TROOP CARRIER, YOU’LL STILL FIND THAT

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D REVIEWE TERRAIN TAMER

PRO ADJUSTABLE SUSPENSION

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the vehicle stop quicker and prevent brake fade on a long highway decent. But adding the two together is also a bit counterproductive – driving faster means adding more work to the brakes – and who knows what problem will surface next! What will I do? Frankly, I’m not sure! But it would seem that the best way

to tackle this problem is to decrease weight. Perhaps I’ll look at some camping gear that doesn’t weigh as much, maybe I’ll try to loose a few kilos myself! Whatever I do, the logical first step is going to be limiting the amount of excessive gear I’m bringing with me; and I’m pretty sure we could all learn a lesson or two from bringing less gear with us into the bush.

D REVIEWE FRONT RUNNER

SLIMLINE II

ROOF RACK SYSTEM

D REVIEWE TJM

BULL BAR

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D REVIEWE

TERRAIN TAMER

PRO ADJUSTABLE SUSPENSION

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If I was reincarnated, I really wouldn’t want to come back to life as a fourwheel drive shock absorber. It really would have to be one of the worst jobs out there. Not only do you have to put up with the commute to work on the bitumen, where you’re expected to be ‘firm’ and ‘sporty’ but you’ll also have to have stones thrown at you all day long off-road. Here you’re being tortured over seemingly endless corrugations where your job is to make the ride as smooth as possible – without giving up. Then there’s the problem of the vehicle’s load – while it’s the springs’ job to carry it, it’s your job to control it. That sounds easy enough, right? Well, in a perfect world, maybe so, but remember, you’re a four-wheel drive shock absorber – so the load is constantly changing, as is the terrain. Long story short, if I was a shockie, I’d probably be one that was quite confused, which is why adjustable shock absorbers make so much sense. For suspension gurus out there, I’ll admit that remote reservoir adjustable shock absorbers seem a bit overkill for my Troop Carrier’s horse-and-buggy era suspension, but I don’t care – I like it. Plus, if you read my introduction story about my Troop Carrier project, you’d know that I’m fitting these parts

out of selflessness because I’m testing parts that you, the reader, are interested in, and it just so happens that Terrain Tamer makes the Pro Adjustable shock for a wide range of four-wheel drives. Simply put, the Troop Carrier’s leaf sprung suspension is not that advanced, and that’s what makes it a favourite of outback travellers. It seldom breaks, and when it does, it can be easily repaired. The problem lies within the ride quality, which makes you question what it’s actually suspending in the first place, as after a few hundred k’s, your spine compresses and you hop out of the vehicle an inch or two shorter. A good, simple test of a vehicle’s suspension is to cross over one of the low curbs you drive over when entering a shopping centre at a 45 degree angle.

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We have one in front of our office, which I drive over several times a day. Crossing it in the Troop Carrier, prior to replacing my suspension, was painful enough to make one commit harakiri. That’s because I could’t adjust my previous suspension, it was high-strung – completely ready for a lap of Australia with a massive amount of gear in the back, but completely incapable of driving to work.

I thought I’d have issues with the rubber hose, but it has proven durable

After Automotive Excellence (if you’re in Sydney check them out) installed my Terrain Tamer leaf springs and Pro Adjustable shocks, there was an immediate improvement. Now before you jump out of your seats and say that it’s because I had crap suspension on there in the first place – I didn’t. I had a healthy set of leaf springs with well-respected Koni shocks, so an improvement is actually an achievement. As time went o and the suspension settled in nicely, the ride became nicer, so I started to mess with the eight different compression and rebound settings that the Terrain Tamer Pro Adjustable Shocks feature. With each stage of my vehicle’s build came more weight and different driving characteristics, yet I was able to finetune the vehicle to make it perform just as good around town as it did off-road. Being able to stiffen the shocks when I have a roof tent on board helps immensely on a vehicle like the Troop Carrier, which is about three feet shorter than the Burj Khalifa. You barely notice the weight when you

‘turn up’ the shocks, but when you turn them down to the lowest setting, you’ll quickly notice that you’re driving a bowl of pudding and you gain immediate appreciation for the hard work that these little shocks are doing. The other benefit of the Terrain Tamer Pro Adjustable shock is the nitrogen charged remote canister. It adds a bit of complexity, but it means that you can enjoy good suspension all day, no matter how much you’re putting the vehicle through. In the high country, we’d drive for eight hours at good speed over seriously rugged terrain – stuff worse than corrugations. Did the shocks care? Not one bit.

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CAPTURED

Laura Boshammer 1/320 sec; f/5 ISO 200 Canon EOS 1100D

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BEING ABLE TO STIFFEN THE SHOCKS WHEN I HAVE A ROOF TENT ON THE VEHICLE HELPS IMMENSELY ON A VEHICLE LIKE THE TROOP CARRIER, WHICH IS ABOUT THREE FEET SHORTER THAN THE BURJ KHALIFA.

I’d even periodically pull over to see how hot they were getting, being pleasantly surprised each time, as I’ve driven vehicles over similar terrain that would get shocks boiling. I was also happy with the construction and quality of the shocks. They don’t have the ‘bling’ factor that comes with a King or Fox remote reservoir unit, but they also don’t have the massive price tag. Plus, being a Don Kyatt / Terrain Tamer product, you know they’ll stand behind the product if anything ever goes wrong. I’d comfortably call this one of the better shocks for sale on the Australian

After a few thousand kms, the reservoir bodies are holding up great.

4X4 market. It might not be something you’d enter in the Dakar Rally, but that’s not the point. This is a high-quality adjustable shock absorber built for touring, which is something it excels at. I’m happy to have them on my project.

D REVIEWE

TJM BULL BAR

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D REVIEWE

TJM

BULL BAR

TROOP CARRIER Choosing a bull bar for your four-wheel drive is a lot like picking out a new pair of glasses – it’s a defining accessory that people notice immediately. Therefore, it’s a choice that shouldn’t be taken lightly. An ugly bull bar on an otherwise beautifully built 4X4 immediately becomes the equivalent of a supermodel in your grandmother’s glasses … good looking, but you’re just left to wonder what they were thinking.

So when I set out to replace the ageing bull bar on Snoopy the Troopy, it wasn’t a matter I took lightly. It needed to be a high-quality unit from a company that would be around to back it up down the road, and it needed to fit the vehicle. After consulting with a few Troopy enthusiasts on Facebook, I decided to take a closer look at TJM’s offering, and overall, I’m pretty happy.

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I personally think it’s one of the better looking bull bars on the market for the 75-Series. TJM designed a bar that is modern, but still compliments the classic shape of the vehicle – it looks appropriate, and when combined with TJM’s side rails and side steps, the entire package just works.

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It’s also fitting that the old ambulance spec bull bar that came on the vehicle was designed and manufactured by TJM. Other than a terrible, hideous colour specified by the NSW Ambulance Service, there was nothing wrong with it. So in a way, it was right to put a TJM bar on there. The vehicle has been protected its entire life by TJM, and it’s in great shape, so why stop now. The construction seems quite solid. High-quality steel is used throughout the bar’s construction, and good welds hold it all together. TJM has spared no expense in reinforcement, making it quite clear they actually intend for this bull bar to hit sh*t – which is good, because that’s what it’s made for. Previous TJM bull bars I’ve seen and used always seemed to have rather questionable powder coat, but lately

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I haven’t seen that, so it’s clear that they’re starting to make some changes, and it’s evident in this bull bar which has a very nice coating. To me, this is a clear sign that TJM has really been stepping up their game lately. I’ll be brief with my review of the TJM side rails, because after all, they are essentially just a piece of tube. No technological innovations will be won here. However, for a piece of tube, they’re a nice piece of tube. The powder coating matches the quality found on the bull bar, and the mounts seem incredibly solid. I’ve seen some side rails which can be moved relatively easy by just leaning on them, the TJM side rails feel like they could take an actual impact. So, I’ve been pretty happy with my bull bar and side rails, but if I’m being honest with you (and you know I always am) I’m feeling a bit lukewarm about my side steps. They do feature the same beefy construction as the bull bar and the side rails, and they even have the same good powder coat, but they’re just a bit awkward. Now, I’m not a guy that tends to argue over an inch or so,

THE CONSTRUCTION SEEMS

QUITE SOLID. HIGH-QUALITY STEEL IS USED THROUGHOUT THE BAR’S CONSTRUCTION, AND GOOD WELDS HOLD IT ALL TOGETHER.

but I really think they’re just a little bit too wide – an inch closer to the body and they’d be perfect. Also, after putting so much work into the nice powder coat finish, I’m a bit confused why they chose to coat the alloy chequer plate in a rather drab grey, when the natural alloy would have been a much nicer look. Also, this might be nit picky, but there is some sort of foam placed between the chequer plate and the tubing, and within the first day it started falling off … it isn’t the end of the world, but it’s a bit annoying. Anyway, they’re damn good at doing their job – I accidentally hit them on a rock or two on my last trip to the High Country and they walked away unscathed. It took a lot for me to not put a bull bar from another three-letter four-wheel drive company on my project vehicle, but I have no regrets. The TJM Deluxe bull bar is worth every penny, and in addition, my installation experience was great. It was professionally installed by a wonderful local shop, Penrith Off-Road Warehouse, who really went overboard to make sure the truck was done right.

D REVIEWE

Frontrunner

ROOF RACKS

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D REVIEWE

FRONT RUNNER

SLIMLINE II ROOF RACK SYSTEM

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Front Runner might be a new name for a large portion of the people reading this, but I assure you, they’ve been around the block (and the world) dozens of times. Based and manufactured in South Africa, Front Runner has been responsible for building some of the coolest adventure gear ever to be fitted to a four-wheel drive – and I’m not just saying that to stroke Front Runner’s ego. The Slimline II roof rack system is unique in the Australian market; it’s a modern rack built and engineered with modern materials. It’s not one of the ubiquitous steel roof racks that are nothing more than some heavy metal welded together with the idea that ‘it’ll be strong enough’. Weight is always on my mind when I’m building a touring vehicle, especially weight in the worst place – above your roof. That’s where it most affects centre of gravity, which is why I like the Front Runner Slimline II roof rack which weights in at under 30 kilos.

(They weigh even less if you don’t need the behemoth of a rack required for a Troop Carrier). It’s constructed from high-density extruded aluminium, and its low profile design keeps accessories as low as possible. I know some people will loose their minds at the idea of a platform roof rack. From conversations I’ve had with people who didn’t like my Front Runner roof rack, they think without traditional basket-style side rails, everything will just fall out, or slide off when you’re driving. This is dumb, because if you’re not properly securing a load that’s on your roof, you have big issues. The side rails do nothing but make your vehicle taller, which is a problem for those who have to get into covered parking structures. If you can’t get over it, Front Runner does offer them as an option. Front Runner’s extruded slats, which run side to side on the rack have holes for an 8MM hex head bolt to slide freely throughout. That means you can securely bolt almost anything to

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Because of this, Front Runner has been able to design a multitude of accessories; everything ranging from a bottle opener, to a nifty table that slides between the roof rack and your vehicle’s roof, to awning mounts and roof tent brackets. When I mounted my roof tent, the brackets allowed me to mount it a few inches lower than I would have been able to otherwise, and when I can get 75 kilos a few inches lower on a Troop Carrier – I’m excited. One slightly awkward thing about the extruded slats is that they have a habit of moving under weight. When you stand on them, they’ll flex a little bit … but they don’t bend. I’m told that this is part of the design and it’s one of the reasons why the strength to weight ratio of the Slimline II

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I put my roof rack together after a long day at work, in poor lighting, with poor quality tools and set off early the next morning to cross the High Country. Five hundred kilometres on the highway there, and just as much, if not more than that off-road, and absolutely The Slimline II comes flat-packed in a nothing rattled loose. To me, that’s fashion similar to Ikea furniture. They a pretty good torture test. Oh, and include all of the hardware you’ll need, it’s pretty quiet too, I didn’t even feel and even use high-quality nylock nuts. the need to install the included wind They claim that the roof rack can be put deflectors designed to lower noise, but together and installed on your vehicle you should probably do so otherwise in an hour. From my experience, if Front Runner will yell at me. you’re doing it yourself, I would plan Front Runner has almost 60 different for two hours, however, once you configurations available in the Slimline get going, the process is relatively II range. There’s a variety of lengths, straightforward. The bolt-together widths, and mounts for almost every construction of the Slimline II will four-wheel drive in Australia. They’re undoubtedly scare some people off, now being distributed Down Under by who prefer a traditional steel welded Opposite Lock. rack, but ask yourself how many times bolts rattle loose on your vehicle’s oppositelock.com.au suspension … or its engine mounts. is so impressive. After a dozen or so days camping with the system, and getting up on the roof rack probably a hundred times by now, I can say that it’s a non-issue – but something you should be aware of.

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LUXURY

4X4s

FOR UNDER $25,000 CHAMPAGNE ON A BEER BUDGET ISN’T SUCH A BAD THING

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› 2003-04 LAND ROVER

RANGE ROVER Starting at $15,000

Some say the Range Rover is the king of four-wheel drives. Its historic reputation as one of the most capable luxury off-roaders certainly doesn’t hurt that thought. What does hurt the Rangie’s reputation is its propensity for breaking. That being said, newer models have made great strides in quality, and nothing else can compare to a Range Rover’s blend of comfort, capability, and performance … when they’re working. Buying a new Range Rover is akin to finding an elusive money tree, and then lighting it on fire. Depreciation is the most impressive skill in the Range Rover’s quiver, but that’s a problem for someone else with more money to burn. Expect to pay around $20,000 for a 2003-04 model with decent service history, though we’ve seen questionable examples for around $15,000 on Gumtree. If I was buying one, I’d go for the V8 over the diesel – it has a stronger transmission that’s less likely to break.

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Cross-linked fullyindependent air suspension does its best to simulate a solid beam axle.

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For complicated reasons, the Discovery 3 is a unibody vehicle placed ontop of another chassis, making it stout ... and heavy.

› 2005-07 LAND ROVER

DISCOVERY 3 Starting at $18,000

The Land Rover Discovery is famous for blending offroad capability with on-road refinement at a price point lower than that of the Range Rover. They’re also famous for their prevalence in wealthy suburbs as a run-around vehicle. You won’t find too much mud and dirt hidden in these 4X4’s nooks and crannies – but you’ll probably find a few crayons, lollies, and toys left behind. We’ve seen them for as low as $18,000 with 250,000 k’s, but you’re far better off parting with a little extra money for a much-nicer example. For between $20,000 and $25,000, you’ll get a desirable yet slow 2.7-litre turbo-diesel model with under 150,000km on the clock. And you should go for the diesel, because the Fordsourced petrol motor is underpowered and thirsty.

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“Offering a range of ute accessories across selected models.”

CANOPIES

UTE LINERS

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ute boxes

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Touted as one of the most remote roadhouses in Australia, Ilkurlka Roadhouse stands as your only refuelling point along the Anne Beadell Highway. It is about as close as you can get to the middle of nowhere. You will have travelled 780 kilometres from Coober Pedy to get here, and there is another 500odd kilometres to look forward to › 2005-07 JEEP before hitting Laverton where the Anne Beadell ends. Aside from fuel, Ilkurlka offers the opportunities to Starting at $20,000 restock basic supplies and peruse America’s off-road luxury wagon, the Jeep some terrific artworks and Grand souvenirs Cherokee, hasn’t had the greatest reputation for made by the local Spinifex people. reliability or comfort, but experience sayshere, they’re not If you didn’t set up camp as bad as people Powered 3.0-litre Italian youthink. would have toby bea half mad. VM-Motori sourced dieselcampgrounds engine, you can Sprawling ofexpect simple good fuel economy, plentybasic of power and respectable structures, facilities, and the off-road prowess. Underneath they’re based on you most wonderful donkey shower a previous generation Mercedes so life, on-road might ever have inML, your makes it manners are great. an absolute must. Collect some wood

GRAND CHEROKEE

solid beam rear axle Equipped with a

and a turbo-diesel engine, the Grand Cherokee lives up to its ‘trail tested’ motto.

You’ll be able to find a Jeep Grand Cherokee equipped with the 3.0-litre diesel engine for as little as $20,000 in respectable condition and still have room in your budget to fit a lift and a bull bar. Be careful of vehicles with sketchy service history or existing electrical gremlins – the Italians aren’t known for their electronics.

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› LEXUS

LX470

Starting at $10,000

Looking for a little bit more class and luxury than what a LandCruiser Sahara will bring you? Your answer is in the form of the Lexus LX470, which is essentially nothing more than a top-spec LandCruiser wearing a Lexus badge. They do not come in a diesel, rather they’re powered by Toyota’s reliable 4.7-litre V8 petrol engine, but don’t worry, the LX470 came standard with twin fuel tanks. Prices range from as little as $10,000 for a late 90s model with high kilometres, to $25,000 for a mid2000s variant with average k’s. Being based on a LandCruiser, this will prove to be one of the most reliable luxury vehicle purchases you can make. Some users have reported issues with the height-adjustable suspension, but it’s far more reliable than an air suspension system.

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It’s not uncommon for a LandCruiser to have been

serviced poorly

and beaten up on a minesite, but you probably won’t have to worry about that with the LX470, which served more time in Toorak than anywhere else.

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› PORSCHE

CAYENNE S Starting at $20,000

You’ll be hard-pressed to find a four-wheel drive faster than the Porsche Cayenne S for under $25,000. You might not be aware that Stuttgart’s off-road raging beast is actually equipped with low range, and depending on the model even a rear locking differential and height-adjustable air suspension. They’re famous for going fast over almost anything (as they famously did in the Trans-Siberian Rally) provided the outrageous servicing doesn’t stop you in your tracks before you hit the dirt.

It might not look the part, but the Cayenne can be equipped with low range and a locking differential.

Expect to find a 2004-2005 model in good condition with service history for $20,000 - $25,000. Be sure to look out for cooling system issues, as early models are known for suffering from a broken coolant hose that ran between the engine’s cylinders. It’s pricey to fix.

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CELEBRATES CELEBRATES 12 12ISSUES ISSUES

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It’s hard to believe a year has gone by since we launched the first issue of Unsealed 4X4 – Australia’s first free online digital magazine. Luckily for us, things have been going quite well and we’re now the mostread 4X4 publication in Australia, with over 120,000 readers an issue on average, with some issues reaching as many as 180,000 people! Along the way we’ve tried to change the way things are done in Australian off-road media. We have no problems calling a spade a spade, and if we see something that’s wrong, we’ll say it. If you’ve been along for the ride, you’ll know that, but just in case you haven’t seen our best work, have a flick through the next few pages where we’ll show you the most-popular stories from our first year.

SPADE, S CALLING A SPADE A EM BL O PR O N E AV H “WE HING THAT’S WRONG ET M SO E SE E W IF D AN – WE’LL S AY IT.”

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MELBOURNE’S GREATEST FAMILY 4WD, CAMPING, FISHING & BOATING SHOW

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›ISSUE 001

How I Saved $58,000 On Diesel While Travelling 200,000 KM Around OZ Words: Bruce McMahon, Photographs: Nathan Duff

Cross-country travellers Ernie and Yvonne have in recent years been flitting around this big brown land – from top to bottom and side to side – on the smell of fish and chips. The ever-pragmatic Ernie has the family truck, with nine metres of living quarters in tow, running on secondhand oil from hamburger joints and fish and chipperies. He pays a nominal $100 for 1000L of used canola oil; that’ll fire the rig right across the country from east coast to west. That’s 5000 kilometres on $100 worth of oil. Ernie started his working life as an apprentice mechanic and was a diesel fitter and truck driver before setting up his own mechanical workshop. He was self-taught and hard-working while helping raise a family of four in southeast Queensland. “We only had three holidays in 40 years,” chips in Yvonne.

›ISSUE 002

Canning Stock Route: The Things They Don’t Tell You Pat Callinan

While there will be no shortage of people who will attempt to scare you with the enormity of the challenge, the Canning Stock Route (CSR) really isn’t that hard. In fact, a much shorter trek, like the Simpson Desert’s French Line is often more challenging. Sure, you’ll need to carry more fuel than you would if you were doing the Simpson, but other than that, it’s a pretty similar challenge. In fact, when it comes to sand dunes, those on the French Line are actually a little more challenging. If you’ve travelled Australia extensively, you’ll have a good feel for what most of Australia looks like – until you venture onto the Canning Stock Route. The southern end of the track, from Well 5 to 10, is a visual orgasm of unique scenery. It looks in part like Africa, in part like Australia, and otherwise like nowhere you’ve ever seen.

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Hema Explorer App ON and OFFLINE GPS navigation with interactive content ONLINE

OFFLINE

• Map-overlaid rain radar and weather forecasts

• Hema off-road base maps

• Clip ’n’ save Australia-wide satellite, street and terrain mapping • Share & download trips from the Hema Explorer Cloud track database

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• 40,000+ interactive touring POI • Navigate and record trips with real-time GPS tracking

hemamaps.com.au

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›ISSUE 003

We Have To Go Back: 10 Things We Miss In Modern 4X4s Pat Callinan

The modern 4X4 is littered with cup holders and electrickery. Unsealed 4X4 is donning the Stubbies and the terry towelling hat and feeling all nostalgic. Here are the things we miss from the good old days.

1. Roof gutters

Not only did they funnel water away from the doors, you could bolt stuff to ‘em with ease. Useful things like roof racks. Now it seems you need an engineer’s degree to fit a simple basket-styled roof rack to a modern 4X4. Thankfully, there’s the odd gutter left on the ‘real’ 4X4s (take a bow Defender and Y61 Patrol).

›ISSUE 004

The Gear You Need For Cape York Matt Scott

For many four-wheel drive enthusiasts, Cape York is the trip of a lifetime. Whether you are heading up the Old Telegraph Track, going for a cruise on the Peninsula Development Road, or intent on exploring those little sidetracks to parts unknown‚ it’s important to have the right gear. While there’s plenty of room for fun and enjoyment up the Cape, there’s also little room for error. It’s isolated, so invest in quality products.

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›ISSUE 005

›ISSUE 006

Matt Scott

Sam Purcell

Rip-Off Or Not? The L.E.D War That Rocked The 4X4 World 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 high-tech 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.

Is Your Bull Bar Going To Be Banned? The bull bar is under threat in Australia. Once upon a time, it was a 4X4 accessory firmly in the domain of the backyard fabricator, and largely free of restriction. A compilation of tube, sheet, box section and weld, installation was simply a case of bolting it onto the front of your 4X4 for some extra protection. For better or for worse, those days are firmly over. Laws and regulations that surround the design and impact of vehicles, and anything that gets fitted to them are strict and complex; and it will only become more so in years to come. Modern cars have airbags and crumple zones, and are shaped to minimise injury to pedestrians in the event of impact. Whacking something that resembles the Max Max Thunderdome on the front of your car changes all of that, so authorities are clamping down on those that are deemed ‘dangerous’.

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›ISSUE 007

Failed Electronics Left Me Stranded In The Outback And Cost $12,000 To Fix Viv Collins

We were on a four month trip “around” Australia. It was about six months after the Queensland floods, and the great body of floodwater was tracking towards Lake Eyre – Australia’s plug-hole. We had just made it to Birdsville, only to find that the Simpson Desert was “closed” due to flooding. It was the first thing to go wrong in a series of unfortunate events over the next few weeks. Trying to make the best of it, we then tracked south, west and then north, skirting the desert’s periphery. The Outback was freakishly green and full of mice that had been forcefully relocated by the flood waters.

›ISSUE 008

Is Your 4WD Illegal? Evan Spence

We all want a unique vehicle, which makes sense as we all do different things with them. Modifying fourwheel 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. If you look closely, some off-road accessory manufacturers will (in small print none the less) specify a product is fit for off-road use only. What this means is that no matter how sturdy the construction might be, the product is either unfit for use on-road, or hasn’t been tested to meet the relevant Australian standards required to be approved for legal road use applications. Or more importantly, the manufacturer didn’t want to pay to have the certification performed.

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›ISSUE 009

2017 Ford Raptor First Look Matt Scott

It’s pretty hard to not like the Ford Raptor. It’s part ute, part desert racer, and part hardcore four-wheel drive. It features aggressive 35-inch tyres, racing suspension, and massive fenders to keep it all under wraps. Even though it was never officially sold here, the demand is so high that dozens of importers will gladly convert one to right-hand drive and make it legal for Australian roads. If you’ve been putting away your spare change in hopes of buying one of those converted Raptors, you’re in luck that a new model has just been released, but you’ll have to wait at least two years to get one. The 2017 Ford Raptor promises to be better than before, retaining its signature aggressive look and stance that’s six inches wider than the standard ute.

›ISSUE 010

How To Do Fraser Island (The Right Way…) Matt Scott

In contradiction to the title of the story, we actually did Fraser Island the wrong way, which gives us a unique angle on how to do it the right way. We went at the absolute worst time of the year (Christmas) and drove a stock-standard 4X4 that was towing a camper trailer. That being said, even at its absolute worst, Fraser Island is pretty damn good. If you’re looking for an island escape with plenty of four-wheel driving and beautiful scenery, be sure to follow along.

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CELEBRATES

12 ISSUES

›ISSUE 011

Everything You Need To Know About Cape York Matt Scott

The best four-wheel drive trips I’ve taken have all had a goal at the end of the journey – a destination that not just anyone can reach with a normal vehicle. Few trips exemplify this as well as Cape York. The adventure to The Tip isn’t just one of the best four-wheel drive adventures in Australia, it’s one of the best in the world.

For me, Cape York was a writer’s dream. It had all of the elements that make a great story. Technical off-road tracks, beautiful destinations, and a colourful fraternity of four-wheel drivers; most of them willing to bend over backwards in the hope that everyone reaches their ultimate goal of standing at the northernmost point of Australia. These elements translate into what could be the perfect experience – it’s a journey of omnipresent challenges, great risk, and even greater reward.

›WHAT WAS YOUR FAVOURITE STORY IN THE LAST YEAR OF UNSEALED 4X4?

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OUTBACK GOURMET

OYSTERS KILPATRICK WE'LL SHOW YOU JUST HOW EASY IT IS TO BRANCH OUT AND COOK SOMETHING REALLY UNEXPECTED IN THE CAMP OVEN, AND ONCE WE DO, YOU'LL BE HOOKED! METHOD Combine bacon and sauces together. Arrange oysters on a tray with a bed of rock salt or loosely crumpled alfoil to hold them in place, and spoon a small amount of sauce over each one. You will be able to fit approximately six in a small camp oven and the whole dozen in a large camp oven. Place in a moderate to hot camp oven on a high trivet with coals scraped to the edges of the lid for about 10 minutes. Scrape coals to the centre and cook for further five minutes or until bacon has browned. Serve straight from the oven and consume from the shell. These are so delicious you might find you will need to buy two dozen oysters!

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INGREDIENTS

See Jo cook this

12 good quality oysters in the half shell 2 rashers of bacon, finely chopped 3 tbs tomato sauce (preferably homemade), or other special sauce 3 tbs Worcestershire sauce

ENGELAUSTRALIA.COM.AU

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TRACKS OF

A LEGEND THE ANNE BEADELL FEATURES OUR FAVOURITE KIND OF HIGHWAY TRAVEL.

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The sun was starting to dip below the horizon ahead of us, the softening light doing magical things with the reds, blues and greens that surrounded us. We were travelling along the Anne Beadell Highway – a rough and snaking track of great reputation that runs along the Great Victoria Desert, through very remote country that has hardly seen the harsh impact of human interaction. “Keep an eye out for a campsite,” Pat said, guiding the Patrol along the single-lane set of two wheel tracks that is the Anne Beadell. “Mind you, they’re pretty obvious when they do poke up.”

At this stage, we were a couple of days into the journey – having started from the opal capital of the world, Coober Pedy. After a couple of days the vast immensity of the land that surrounds you starts to finally sink in. It’s a funny thing; poring over maps and calculating distances gives you an idea of the size of the country you are planning to pass through, but it’s not until you physically travel through the land that you begin to understand it. Vast, endless, capacious, immense; adjectives don’t seem to cut it until you get out there, travel through it and experience the size for yourself.

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Revolutionary light-utility tiedowns, superior to bungee cords and occy straps

Your must-have tool for work and play.

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And sure enough, bleedingly obvious up ahead was a perfect clearing not far from the track waiting for us to set up camp. Campsites along the Anne Beadell are, in a word, idyllic. Amongst the spinifex and mulga there are frequent clearings of soft and flat soil, free of roots and rocks and ideal for rolling out the swags and setting up a campfire. There is enough dry wood around for modest fires, and sometimes you might score a desert gum or three for shade as well … or even a bit of a sand dune for wind protection and a ripper view in the morning.

One of the defining elements of this trip is the spinifex that really dominates the landscape. Sometimes forming intriguing round and snaking shapes that curl on indefinitely, spinifex is a pretty impressive plant in itself. It is perfectly at home in these hostile conditions. Different from the coastal spinifex genus, the inland stuff is actually called Triodia. It’s an incredibly hardy plant, which is famous for thriving in the most inhospitable areas. Containing high amounts of silica and resin, it burns hot with thick smoke when set alight. A vicious burning doesn’t kill the plant though, as a root system can go as far as seven metres deep into the soil – finding nutrients and water far below the surface.

Travelling these spinifex-laden plains does come with a little bit of danger that all travellers should be aware of. High amounts of oily resin and low amounts of moisture in the spinifex plant means two things: One, the plant is quite easy to set alight; and two, once it’s going, there is no stopping it. It’s great for grabbing a small handful to help kick over the campfire, but it presents a real risk when potentially coming into contact with your hot vehicle’s components. Sticking to the established tracks and using your common sense is usually enough to steer clear of trouble, but it is still something to be aware of. It definitely doesn’t hurt to periodically check underneath your car – paying close attention to spinifex build-up in the nooks and crannies of your suspension and chassis. If you have travelled the desert, you’ll know how much of a paradox it can be. When it’s easy to think of a desert as a desolate wasteland void of life, that really couldn’t be much further from the truth. Wedgetail eagles soar majestically above, and can also be spotted resting in the trees that dot the landscape. Lizards scamper between the sparse cover underfoot, and wildflowers catch your eye with amazing colours right along the track. A legacy of early pioneering days through Australia’s arid interior, camels are also frequently spotted in these parts.

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› COOBER PEDY

As a kick-off for the journey across the Anne Beadell, Coober Pedy is one hell of an interesting place to start. Of course, Coober Pedy is on the map for one reason: Opals. Here’s an interesting factoid: Australia produces 80 per cent of the world’s opals, and Coober Pedy is responsible for 80 per cent of Australia’s opal production. Dusting off the calculator (I was never much chop at maths, you see) shows that Coober Pedy produces 64 per cent of the world’s opals. Impressive, huh? If you want to see more and learn more about opals, and possibly make a purchase, a great place to visit is ‘Umoona’ on the Coober Pedy main

drag. Museum owner and master opal purveyor Yanni Athanasiadis showed us through his museum – including what was once a working opal mine, and typical underground quarters that many did (and still do) live in. It’s a really interesting throwback to the not-so-long-ago pioneering days, when thousands flocked to the diminutive town with the common dream of striking it rich. Look around the scarred, lunaresque landscape of holes and hills of tailings and overburden, and imagine the sorts of stories that this town would have seen. The name ‘Coober Pedy’ comes from the Aboriginal word kupa-piti, meaning ‘white man’s hole’. Fitting, isn’t it?

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YOU WILL HAVE

TRAVELLED

KILOMETRES

FROM COOBER PEDY TO GET HERE, AND THERE IS ANOTHER 500-ODD KILOMETRES TO LOOK FORWARD TO BEFORE HITTING LAVERTON.

› Opals

Opals are a form of hydrated silica. They reflect different colours through their amorphous construction. Light diffracts through an opal’s internal structure of tiny silica spheres, making it able to reflect any colour within the spectrum. The largest opal ever found is the Olympic Australis, of 17,000 carats and an estimated value of $2.5 million. It was found in Coober Pedy.

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The majority of the Anne Beadell Highway sits in the Great Victoria Desert, which conservative estimates put at around 350,000 square kilometres, or five per cent of Australia’s total land mass. In other words, it’s got a bit of size about it. Aside from the Aboriginal populations that have inhabited this part of the world since ancient times, the first explorer to cross the Great Victoria Desert was Ernest Giles back in 1875. After almost succumbing to the hostile Gibson Desert (which was named after Alfred Gibson, who died on the expedition), Giles then travelled to Port Augusta before taking a westerly bearing, crossing the Great Victoria Desert and finally ending up in Perth. The next big things to hit this part of the

world were a larrikin, an old Land Rover, and 16 kilotons of atomic bombs.

There’s good handful of sights along the 1,300-odd kilometre length of the Anne Beadell, but one you cannot miss is called Emu. Here at the site of two atomic bomb tests (back in 1953), now stands two eerie obelisks on the spot where the bombs were set off. There is plenty of evidence of the explosion: Vitrified sand (that has been heated to melting point), and bent and gnarled metal plates and bolts. These would have once been the structures that held the atomic bombs (named Totem 1 and Totem 2) aloft, 30 metres up in the air. The turnoff is around 15 kilometres east of Emu junction, and it can be missed if you aren’t paying attention.

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Passing the Serpentine Lakes means you are close to the border of South Australia and Western Australia; the new gleaming signs looking decidedly out of place in the desert, especially after days with almost no signs of civilisation. Nearby, you will “What’s those footprints over there?” see a humble 44 gallon drum which asked one of the scientists. used to belong to Len – now serving “Emus,” replied Len, and the name stuck. to hold up a pressed aluminium plate with the inscription of the border, co-ordinates, and basic Interestingly, although the area is safe instructions. Most importantly, it to visit, lingering levels of radioactivity is signed ‘Len Beadell, April 1962’. mean that Emu is too dangerous for There are constant reminders permanent habitation. of Len’s influence on this route; Further along the track, you will come and that influence cannot be across a startling change of scenery at underestimated. Trig points stand the Serpentine Lakes. Cresting a hill, proud atop outcrops and tall dunes, you are quickly greeted by the vast and and gibber rocks form crosses flat expanse of an ancient drainage alongside the track. Len did all of his system dating back to the Palaeozoic survey work with the aid of his trusty era. The track crosses the northernmost theodolite, the stars above, and his point of this system, which stretches for immense skills as a surveyor. In fact, around 100 kilometres in a southerly modern surveyors equipped with direction. Sticking to the track here is GPS equipment have checked Len’s sagely advised. The pan itself can quickly markings and measurements … and turn into a quagmire when a 4X4 breaks found them all to be spot on. through the soft crust. The name ‘Emu’ comes from the claypan that Len Beadell used as an airstrip to allow incoming British military figures and scientists to land and survey the area before testing began in earnest.

THE NEXT BIG THINGS TO HIT THIS PART OF THE WORLD WERE A LARRIKIN, AN OLD LAND ROVER, AND 16 KILOTONS OF

ATOMIC BOMBS.

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for the charming barrel barbecue, and watch the sun disappear over the lustrous red sand for an unbeatable camping experience.

Leaving the hospitality of Ilkurlka Roadhouse behind, roughly 95 kilometres down the track will see you at Neale Junction. Before Neale Junction is a worthy 10 kilometre diversion to a wreck of a light plane that came down in 1993. It was a Goldfields Air Services flight, which remains remarkably intact considering the situation. All on board at the time survived. A sprawling flat intersection with a thick white post standing proudly in the middle (with some old crossply tyres sitting around the base, of course), Neale Junction is where the Anne Beadell Highway intersects with the Connie Sue Highway that runs

between Warburton in the north and Rawlinna in the south. There is a visitors’ book in a box that is great to flick through and make an entry of your own; and the marker is a great one (even the dogs get a mention).

After Ilkurlka, road conditions get much better. A grader goes over this part of the highway every now and then, so you aren’t committed to rough conditions experienced earlier on. If you were concerned about how slow progress was at the start, you’ll be happy to know you can make up time on this part of the track if you are in a hurry. You will soon go past Bishop Riley’s Pulpit, a stark outcrop of red and ochre that pops out from a flat horizon. There is a campground here if you are so inclined, and the landmark makes for some terrific photos and views.

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Next stop is Yeo Outstation sitting just south of Yeo Lake. An abandoned homestead that was once surrounded by the prized sandalwood, the house itself is now maintained by the Department of Parks and Wildlife (previously the Department of Environment and Conservation), and it is open for camping. There is a great fireplace here, along with a very charming bush shower next to the original homestead. There are also some long-drop toilets. We didn’t camp at Yeo Outstation, however. We pushed on to ‘Yamarna’ – another old outstation that is marked as abandoned, but looked to be back in use when we came through. From there, the road was as smooth as silk and as wide as an undivided highway all the way to Laverton.

The trip wasn’t over yet; there was one more compulsory stop in Laverton: The Explorer’s Hall of Fame. The place does a nice coffee, and is full of stories from all of the great Australian explorers – from early examples like John Forrest right through to the legendary Len Beadell.

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DESTINATION DETAILS

Covering around 1,330 kilometres between Coober Pedy in South Australia and Laverton in Western Australia, the Anne Beadell Highway is one of the most remote Outback tracks one can aspire to drive. In between the two towns, there is only one chance for refuelling and basic resupply (at Ilkurlka Roadhouse). The roadhouse is about 780 kilometres from Coober Pedy, so you need to have a good refuelling range to be comfortable. Don’t forget that your average fuel consumption will be much higher than normal, thanks to the terrain and the heavy loads you’re likely to be carrying. To complement the Patrols’ 125 and 175 litre capacities (one has a Longranger replacement main tank), we took four extra jerry cans per vehicle – giving us 460 litres of diesel capacity between

each vehicle. By the time we rolled into Ilkurlka Roadhouse, we still had a bit over 40 litres of diesel to spare – making our initial estimates pretty accurate.

Beyond that, you need plenty of water storage for daily use and emergencies, and a mechanically well sorted and reliable 4X4 to tackle the Anne Beadell with confidence.

› CORRUGATIONS

The biggest possible killer of your 4X4 on the Anne Beadell Highway (other than distance) is the corrugations. Although we didn’t experience them to be the hours upon hours of mindnumbingly harsh and evil bumps that some attest them to be, they certainly were pretty bad in spots. They will test your and your vehicle’s preparedness.

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How do you beat them? Firstly, lower your pressures. Around 20-25 psi is a good level to be at for the trip, as long as you aren’t channelling your inner Possum Bourne. Secondly, make sure your 4X4’s suspension system is up to scratch before taking off, paying special mind to your shock absorbers and suspension bushes. If you don’t know what sort of condition your cooling system is in, it’s a good idea to get that serviced as well. Thirdly, take spares. Things like hoses, belts, shocks and rubbers are a good start; along with anything you have good reason to be suspicious of. Make sure you take the appropriate tools to fit said parts; and the knowhow! There’s definitely no shame in doing a few trial runs in the driveway before leaving.

› PERMITS AND INFORMATION

You will need permits from the following groups to do the complete Anne Beadell Highway:

Maralinga Tjarutja Land

Mamungari Conservation Park

Tallaringa Conservation Park

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WE HIT THE (IN A NEARLY STOCK PAJERO) YOU’LL BE SURPRISED AT THE RESULTS.

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You might not think of the Mitsubishi Pajero as an almighty off-road conquering machine, but you’re in for a shock! I recently had the opportunity get behind the wheel of the Unsealed 4X4 long term test Pajero GLX on a 1,900km round-trip jaunt from Sydney to the High Country. On this action packed week of exploration we traversed over 800km of the region’s roughest tracks, in a nearly stock configuration with cold temperatures, cloudy skies, and plenty of rain to keep things interesting. Most people look at the Pajero and think of a shopping centre queen designed to do little more than transport the whole family and all your friends – up to seven people. Few give it the credit it deserves as a value-packed off-road adventure

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machine. Luxury touches like HID headlights and dual zone climate control are standard, and when combined with the GLX’s rear locking differential and other standard off-road kit, it all comes together to create a great value in a large SUV package. The fully independent suspension unibody format of the Pajero is understandably not most people’s first choice when choosing an off-road vehicle. When you look elsewhere in the marketplace though, you will see more and more very capable vehicles going to this format, which usually produces better crash test ratings and a smoother, more refined on-road ride as well as better fuel efficiency, mainly through reduced weight. If you’re not

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rock crawling or taking the hardest lines, you’ll probably notice a benefit from the suspension architecture by way of a smoother ride off-road. The 3.2L intercooled turbo-diesel engine produces plenty of power, while the proper 4WD system, with low-range and rear locker, allow you to put that power down where it matters. The Super Select II 4WD MATT system even provides an all-wheel drive option, which is great for towing and when cruising on graded tracks where traction, speed and fuel efficiently are all important. The gear selection option on the Pajero’s automatic transmission gives you immense control over the vehicle when off-roading. In order to navigate steep, technical, and many times muddy terrain in the High Country I utilised low-range 4WD and the manual gear selection options much of the time. This allowed me to reduce wheel spin in loose conditions, maintain control on

slippery rocks and conserve the brakes on steep descents, though the Pajero’s brakes are quite responsive and seem to be well adverse to overheating or brake fade. While having the rear locker there when you need it is confidence inspiring, with careful driving I never needed to engage it on this journey … even on Blue Rag in the wet! With plenty of power, a solid 4X4 system and a very competent suspension system, the only thing you could consider a real weakness about the stock Pajero off-road is the stock tyres. While they aren’t very aggressive, they are a great compromise between on-road handling, noise and comfort, with mild off-road terrain confidence. Some of the muddy and steep, slippery rock scenarios encountered on this high country trip provided a bit of pucker factor on these tyres, but in the end they held up quite well and never got me into a situation where I was stuck

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or out of control. Obviously this is an easy fix with an upgrade to a more aggressive AT tyre, but probably isn’t necessary until you wear out the stock tyres, unless you plan on doing lots of extended or difficult off-road touring. We couldn’t believe that we didn’t have a puncture. The factory accessories on this vehicle also helped elevate the experience while off-road. The canvas seat covers and rubber floor mats helped keep the rain and mud off the interior, of which there was plenty. The installed Cargo Barrier worked well to keep all of my camping gear contained and not bouncing around the cabin. While the HID headlights are impressive, and the stock LED fog lamps worked well, the addition of two Lightforce 170 Striker driving lights on the Alloy Front Protection Bar allowed me to confidently make it to my next campsite after a long day on the trail. The alloy bull bar also provided protection against the abundance of roos on

these remote tracks at dusk and dawn, though luckily we never had to test that. With a week of off-road adventure that ranged from smooth graded tracks to muddy, steep and rutted out technical terrain, the Pajero conquered all with style and grace. It was really at home on the mid difficulty terrain, but took on the mud and technical rocky sections with surprising ease. After 800km of off-road driving you’d expect some dings, pin striping and the like, but the Pajero came away unscathed from this journey, although it was in need of a good bath. In fact the only “damage” to the vehicle was a very small paint chip in the drivers door (sorry Mitsubishi), which happened when another car opened their door into it in the supermarket car park as we provisioned for the trip. The best part about the Pajero is that after a fun week of off-road touring, I just aired the tyres back up and hopped back on the highway, and then ate up the 700km drive home with ease and comfort.

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THE EDITOR

Much to the disda this is where we let Ma

THE BUSHP

TO END ALL BU I guess I’m a bit annoyed. As Unsealed 4X4 grows (and boy, are we growing) I get more and more emails from people like you, the reader. Now I love getting MATT SCOTT these emails, and people generally have positive things to say, or they’re writing to lend some opinions on what they’d like to see in the magazine, which is incredibly helpful. But lately, I’ve been getting a string of emails from would-be readers of a certain actionfilled four-wheel drive magazine asking when we’re going to teach them how to bushproof their [insert four-wheel drive item here]. It’s with enthusiasm that I’m here to tell you that I’ll never be teaching you about ‘bushproofing’ your car stereo, nor will I ever be writing a story titled ‘Matt’s Cracking Epic Tips On How To Bushproof Your 4X4’. That’s because there’s no such thing as ‘bushproofing’

your vehicle, because no matter how strong you make it, I assure you there will always be a village idiot out there who will break it. And when an idiot isn’t present, a situation surely will present itself that will cause you to do it. So rather than offering advertorial tips on upgrading your 4X4, I’d rather offer you some solid advice – ‘bushproof’ yourself and you won’t have to spend thousands on useless trinkets that you ‘simply-can’t-live-without’. Now I’m not saying that you should venture out into the bush with an unprepared vehicle – rather the opposite. I’m saying that you should buy once, cry once, and get the right product the first time – and learn how to properly use the tool that is your four-wheel drive. That way you won’t have to worry about being stranded because you forgot to ‘bushproof’ it. The world is not a scary place, and fourwheel driving is not that hard provided you have a good level of competency at few core skills. Learn how fast you really

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R’S COLUMN

ain of the publisher, Matt say anything he wants.

PROOFING

USHPROOFING IF YOU’RE ON INSANELY ROUGH TRACKS, MAYBE LEARN THE PRINCIPLES OF MECHANICAL SYMPATHY AND SLOW DOWN A BIT SO YOU DON’T

BLOW A SHOCK

need to go up that hill, maybe secondguess if your vehicle really can make it through that mud hole, or better yet – if it really needs to.

If you’re on insanely rough tracks, maybe learn the principles of mechanical sympathy and slow down a bit so you don’t blow a shock. If you’re the kind of bloke who’s solution to everything is a lot of skinny pedal and lifting tyres because it makes you look like a legend, you should probably learn how to drive before you wreck your 4X4 or worse – hurt yourself. Common sense is the only ‘bushproofing’ you really need these days, and unfortunately it’s not really that common.

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ABOUT LAND ACCESS TS IN AUSTRALIA

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Meaning of road

(1) A road means an area of land, whether surveyed or unsurveyed – (a) dedicated, notified or declared to be a road for public use; or (b) taken under an Act, for the purpose of a road for public use. (2) The term includes – (a) a street, esplanade, reserve for esplanade, highway, pathway, thoroughfare, track or stock route; and (b) a bridge, causeway, culvert or other works in, on, over or under a road; and (c) any part of a road. Land access is pretty important when it comes to four-wheel driving. In fact, I’ll go so far as to say it is way more important than having the latest bull bar, or LED light bar fitted to your truck. It is essential! Without access to land, where are you going to take your vehicle?

› WHAT IS CROWN LAND?

By definition, Crown land is land belonging to and maintained by the State, and is also considered public land. This includes Crown land held under lease, license or permit, community managed reserves, land retained in public ownership for environmental purposes, lands within the Crown public roads network, and other unallocated land. Basically areas such as National Parks, schools, hospitals, sporting, camping and recreation facilities are found on Crown land. CROWN RESERVES: The bulk of allocated Crown land is made up of Crown reserves such as parks, nature reserves, sports grounds, caravan parks and camping areas. Public use of Crown reserves is encouraged, with the areas managed by reserve trust boards, local councils or State government departments.

It is about time we separated fact from fiction, and truth from what you heard off a mate-of-a-mate at the pub. These are your land access truths (and responsibilities… access is not a right) in Australia, and how we can push things forward to keep the tracks open for generations to come.

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to Australia's