UNSEALED 4X4 ISSUE 020 by UNSEALED 4X4

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9 TOOLS

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REVIEWED:

DOBINSON

SUSPENSION

CUSTOM TOYOTA PRADO

THE VICTORIAN HIGH COUNTRY

RUN

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DRIVING

TIPS

IVECO

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FULL CIRCLE

DAILY 4X4: REVIEW

ADVENTURES

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THE AMAROK. Easy on the eye, isn’t she? But let’s face it, appearances won’t get you very far on a continent as unforgiving as ours. That’s why we’ve made sure that everything that is underneath the superficial is tough enough to take whatever Australia has to throw at it. Take away the stylish grille, the shiny panels, the chrome badge and the rest of the fancy trimmings, and you’ll find the German engineering that puts the NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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Amarok in a class of its own. With a bi-turbo diesel engine that delivers up to 420Nm of torque, a 5-star ANCAP safety rating, selectable off-road mode and a rigid ladder frame chassis, weâ&#x20AC;&#x2122;ve made sure that tough is never an optional extra. Tough comes from within. Uncover more at thenakedute.com NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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D BRAN MODEL NEW

CUB EXPLORER

BEST VALUE OFF-ROAD AUSSIE MADE CAMPER SPECIFICATIONS • Cub’s new Mini Fridge Box which suits an EvaKool 47lt Fridge • Large new stainless steel kitchen with plenty of storage and bench space, including a portable Primus stove • New colours and interior panels • REDARC BC-DC 1225 LV • 100A/H battery • Aussie made heavy-duty 80lt water tank • Internal LED strip light • Alloy wood box mounted on drawbar • Cub’s ever-reliable off-road 6 leaf-spring suspension and construction

CLICK HERE FOR THE FULL SPECS

$18,990

www.cubcampers.com.au

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THE UNSEALED 4X4 CHARTER

FREE FOUR-WHEEL DRIVE MAGAZINES,

NOW AND FOREVER!

So what is Unsealed 4X4 all about? Well, without tooting our own horn we ARE the biggest and best four-wheel drive and adventure magazine in Australia. We are a free publication, but the one thing Unsealed 4X4 is not is cheap. Our success can be attributed to one simple fact: we put our readers ﬁrst.

help you with your own adventures. Isn’t that what four-wheel drive magazines should be about?

At the end of the day, we are four-wheel drivers, not sales professionals. This is why Unsealed 4X4 is an off-road encyclopaedia, and not a product catalogue. It never will be either, as we cap advertising We have fantastic and supportive to a maximum of 30% advertising advertising partners on board, which content per issue (others are over allows us to exist and continue to the 50% mark with fewer pages to offer this magazine to you free of start with). This means more content charge (thanks guys!). Just don’t for for you, without having to spend a one second think that means we can cent. Beauty! be bought – we tell it like it is, and we Lastly, thank you for taking the time always will. to read Unsealed 4X4. This is and We are hands-on and have dirt always will be your four-wheel drive under our fingernails, and are magazine, so please let us know only looking to put out a quality where you would improve it or what mag that’s for you guys first and you would like to read more of. Plus foremost. We are also proud of we love hearing from you guys, so our country, and even prouder shoot us an email and show us your that we are 100% Australian made. 4X4 and your adventures. Oh, don’t We strive to inform you, and feel forget to tell your friends! that entertaining you is equally The team at Unsealed 4X4. as important. We spend less time writing preachy and sensationalised articles, with more effort going into finding exciting trips and tips to NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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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

GEAR NEWS

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Braking News

Introducing Tow-Pro Elite…now with Active Calibration Choose between 2 types of braking - ‘Automatic’ (Inertia

Introducing Tow-Pro Elite…now with

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What Pat Callinan says

What is Active Calibrati

What is Active Calibration?

installed you are totoroll. n. Once it’s installed youready are ready roll. Read more.... and Sensing) ‘User Controlled’ for off-road. Read more.... ‘Userand Controlled’ for off-road. Elite

Elite

h Active Calibration. Once it’s installed you are r NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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NEW VEHIC

THE NAK

REVEA

Over the past few weeks you’ve probably seen the ads for The Naked Ute popping up on the telly and your social media feed. Speculation over just what vehicle The Naked Ute actually is has been ﬂowing freely, with people guessing everything from Ranger to HiLux to BT-50 with even a few Great Walls getting thrown in there. As this magazine lands in your inbox, the big reveal is actually being announced, and we can

ﬁnally tell you that the nopanels, no-badges, stripped-back chariot is none other than the Volkswagen Amarok. So why all the mystery? Isn’t an adcampaign meant to showcase your product and not strip it back and make it almost indistinguishable? Well, yes, but VW Australia had a lot of great reasons for doing things this way and we reckon it’s showcased their belief in the Amarok’s quality brilliantly.

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CLE NEWS

KED UTE

EALED

After all, it takes guts to remove every panel, badge, alloy wheel or any identifying mark from a vehicle and then give it to four Aussie uteowners (none of whom actually own an Amarok) and let them rally it through the bush.

good looking ute for city blokes – it’s a capable oﬀ-roader, a faithful tradie partner and tougher than it’s been given credit for by some of the mainstream ute buyers. There was a bit of a question mark over whether it could hold up to Aussie conditions, which, let’s be honest, This was done oﬀ the back of the are tougher on a vehicle than fact that VW has a bit of a perception anywhere else in the world. They problem in this country. Since it wanted to prove the point that it was came on the market in 2009, the more than just a high-spec ute with Amarok has been seen as a bit of a Euro badge. In short, VW wanted a posh ute, owning the high-end to shake up this thinking, challenge space within the market. However, the preconceptions and press reset VW Australia wanted to challenge for the Australian ute buyer. that – the Amarok is more than a NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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NEW VEHIC

Volkswagen Commercial Vehicles Marketing Manager Ralph Beckmann said they wanted to really challenge some of the myths around Amarok and wanted to develop a disruptive campaign to bring this to life. “If some Aussies couldn’t see beyond the VW badge and the good looking exterior we decided to take it away,” Beckmann said. “We put into one of the bays at the oﬃce and started pulling it apart and what emerged was the bones of the Amarok and all its core strength and engineering was no longer hidden.” Then they had to ﬁnd some traditional ute lovers to put ‘The Naked Ute’ through its paces. They were told nothing about it, were put behind the wheel and then took on the tough Aussie

environment: hills, terrain, water, mud and bush. They were impressed. It stacked up to their own ute, or outperformed it in some areas. But they still weren’t sure what it was. They were asked to guess. And the answers were diverse – Ranger, D-Max, Navara, HiLux – but not Amarok. Volkswagen and its agency partner DDB set about to capture all of this and it formed the basis of their latest campaign. But they wanted to tease it a bit before they revealed the badge behind The Naked Ute, so the ﬁrst week of the campaign had no branding, and just showed the stripped back Amarok oﬀ-road and eating it up. Via a website and social media they asked the public to guess what they thought it was.

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CLE NEWS

“We really just wanted to show some people that they were letting their badge-blindness get in the way of seeing the Amarok for what it was – a tough contender to any of the competitors in the segment,” Beckmann said. The campaign is made up of a television commercial that doesn’t look like any of the current ute ads – there are no shiny panels, no badges – just The Naked Ute. At the end of the spot the Amarok is revealed and viewers are invited to go and ﬁnd more of the story on Facebook and a dedicated website.

in outdoor magazines and online banners as well as on television, Facebook and Instagram. “We are really proud of the campaign and think it really will make some Aussie ute drivers consider the Amarok when they are looking for their next ute,” Beckmann said.

This is the kind of thing we love to see here at Unsealed 4X4 – no images of their ute splashing unnecessarily through salt water, not pulling stuck B-doubles out of a bog, not entering mud holes at 100km/h Here they ﬁnd the full story, see the or trying to sell a “lifestyle.” Just bare-bones marketing that tells journey the drivers went on, see the fun they had, see how capable it how it is, because they believe in their product. the cars are, see it revealed as an Amarok to the drivers, and them Take note, all you other admitting to having not expected manufacturers. it. The campaign also came to life NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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Family Owned Australian Company Since 1958

bull bars

winches

suspension

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rear bars

canvas seat covers

fridges

drawer systems FIT MY FIT MY

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UNSEALED 4X4 I

UNEEK 4X4

NEW DIF

Australian made

and reasonably priced, the new CAP Locker is geared up for production.

Diff locks have long been one of the most longed-after accessories in the four-wheel drive community. However, it must be said that they are definitely not one of the most affordable inclusions. There certainly are some terrific manually selected diff locks on the market, and even a few dubious quality knock-offs too these days – which highlights the popularity of such products. The latest diff lock offered to fourwheel drivers does things a little bit differently. In fact we could go as far as saying it is a game changer (and we hate that term). We are talking about the CAP Locker from

Aussie company Uneek 4X4. There are a few key benefits of the CAP Locker, the first being pricing. We have heard rumours that these will start from roughly $700 per locker. Secondly, these lockers are actually made in Australia by an Australianowned company using Australianmade steel. Now, you have to applaud that! Installation is said to be much simpler than a traditional full-carrier replacement diff lock according to Uneek 4X4, especially its PR locker which only replaces a few key components in the factory differential. This allows you to

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INDUSTRY NEWS

4 RELEASES

FF LOCK

retain many high-quality factory components instead of throwing them away – which is a nice feature. But the good news doesn’t stop there. The LSD Locker allows you to retain your factory ﬁtted LSD too; you can then select between ‘OPEN’, ‘LSD’ or ‘LOCK’ mode depending on the terrain you are driving. How cool is that?

iFR (Full Replacement) for vehicles running a two-pinion differential, this is essentially a PR locker with a replacement fourpinion carrier; and iComp Locker – the final offering which is still in the design process (but is rumoured to solve a common problem with diff locks used in a competition environment).

THERE ARE FOUR LOCKERS IN THE CAP RANGE: Check out the video above to iPR (Partial Replacement) which take a closer look at just how the ﬁts factory four-pinion diﬀerentials; CAP Locker works; and if you are iLSD CAP Locker which is similar to interested in running one, register the PR but retains the factory LSD; your interest at: caplocker.com NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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CHEAP

4X4 TRICKS OUR TOP 10 TIPS – GUARANTEED TO SAVE YOU MONEY! WORDS AND PHOTOGRAPHY BY EVAN SPENCE

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4 x4

SUV

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Nobody wants to see leaking coolant; the good news is there are tricks to get you back on the road

Who said you need the best of everything to get out there? Sure, a little luxury in life never goes astray, but when it comes to fourwheel driving sometimes the cheap and cheerful tricks are the ones that will be the most beneďŹ cial. What we have assembled here is a collection of cheap and easy

tips anyone can use to get out of trouble or even just to save a few dollars while exploring. Make sure you let us know if you have used any of these; or if you have a few of your own, too. We always love seeing good old ingenuity at work, and sharing this knowledge with Unsealed 4X4 readers.

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3” PERFORMANCE EXHAUSTS FOR

4WD TURBO DIESEL VEHICLES Aluminised Mild Steel and 409 Stainless Quality Diesel Specific metal catalytic converters High quality performance mufflers Free flowing exhaust system to help with day to day drivability, fuel efficiency, and towing power Available as a DIY bolt on kit that can be delivered Australia wide Australian made

Scott’s Rods Performance Exhausts manufacture a wide range of performance exhaust kits to suit these vehicles:

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Australia wide delivery available on kits

SCOTTSRODS.COM.AU

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HOT TiP Switch your air-con

on and to recirculate when driving in dusty conditions. This will pressurise the cabin and prevent dust getting in.

DUST

PROOFING

Dust ingress will quickly turn a pleasant outing into an uncomfortable nightmare. While poor or damaged sealing in older vehicles magniﬁes this issue, new vehicles (particularly ute trays) are still susceptible. The trick is to ﬁnd where the dust is getting in, and

work out a plan of attack to stop it. Generic self-adhesive rubber seal kits can be bought online cheaply; and when combined with some silicon, these can go a long way to preventing dust getting inside the vehicle by blocking obvious gaps.

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HOT TiP Garden sprinklers

work wonders for washing underbody areas when you arrive home from a trip.

RUST

PROOFING Prevention is better than cure when it comes to rust. Fish oil might not smell the best, but it is proven to prevent the dreaded metal cancer. Spray your vehicle’s chassis, body, engine bay … anywhere you can, every year or so. Some people even go to the eﬀort of pulling out interior trim panels to reach unseen nooks and crannies

to spray, and we’re not here to say that is a bad idea. Also, wash your vehicle as soon as you can after going oﬀ-road. I’ll make a point of ﬁnding a carwash on my way home, to get it done before I even get home. If you don’t, chances are it will be a task put in the ‘I’ll do it tomorrow’ pile … and we all know tomorrow never comes.

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HOT TiP Budget between $70

and $120 for a quality breather kit, and do the job right once.

DIY DIFF

BREATHERS Installing a set of diff breathers isn’t a hard job, especially if you buy a kit. Some people use hose and cheap fuel filters – but for the minimal outlay, save yourself the hassle (and trips to the hardware store) and buy a kit. These will come with specific water-resistant breathers, a breather block to

mount them, and any hose you will require; and usually a few cable ties to neaten the whole process up. Try to run the breather hoses along existing lines to keep the install neat, and clean the factory breather on the diﬀerential before removing it to avoid dirt going inside the centre.

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HOT TiP Bring the mask from a

welding helmet away with you. It takes up less room than a full helmet, and can be taped to a stick for use.

WELDING WITH BATTERIES? YEP! Ever wanted to know how to weld using two batteries and a few jumper leads? This video is about to explain everything you need to know.

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HOT TiP Click here to ﬁnd out how to make your own.

DIY CAMP

SHOWER Regular contributor Wayne (Nugget) Nielsen came up with this gem of an idea, to turn a pressurised spray pack you can pick up from a hardware store into a shower for about $20 in total. You need a showerhead, an adaptor and shut oﬀ-valve, some longer plastic hose, some plumber’s tape and silicon. He

says that by blocking some holes in the showerhead with the silicon, you can have a decent shower with just 2L of water; and with the standard ﬁttings back in place you can use the spray pack to put out ﬁres or wash the dishes. Ripper of an idea … and stay tuned for a full DIY article on how to build your own.

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WHEN YOU DON’T HAVE TIME FOR SECOND BEST.

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EMERGENCY

SPANNER

All you need is a bolt and two nuts to get you out of trouble. Check out this video to see what we mean.

FORGOT THE BOTTLE OPENER? Left the bottle opener at home? Here are ﬁve ways to open a drink using nothing but your 4X4. Click the video if you don’t believe us! NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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Street Navigation

Hema 4WD Navigation

iGO NextGen mapping is so easy to use and looks fantastic! And with complimentary map updates for 1 year, you know you're getting the latest maps with your device!

Now you have the option of adding Topographical Mapping with Hema's entire collection of 4WD and Touring maps. So you have everything you need for your off-road adventures!

Watch our video to find out more!

Vehicle Compatibility

Watch our video to find out more!

Want to see what the Z-N720 will look like in your vehicle? Click on the links below.

Isuzu DMAX / MUX

Toyota Landcruiser 70 Series

Nissan Patrol

Toyota Landcruiser 100 Series

Ford Ranger

Toyota Landcruiser 200 Series

Toyota Prado 120 Series

Toyota Hilux

Toyota Prado 150 Series GXL

Volkswagen Amarok

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WINCHING

WITHOUT A WINCH If you have a high-lift jack, this is the time to break it out … this won’t be fun, but it will get you out of a sticky situation.

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KEEP YOUR

COOL

Pepper and eggs aren’t just delicious, they will in fact temporarily block a hole in a radiator if you manage to develop a leak on the road. Ground pepper is reportedly the best solution; however separated egg whites will also get you out of trouble. Let the vehicle cool down, open the radiator, put some water or

coolant in and add some pepper (or one egg white) and you will see the leak close up before your eyes, with the engine running. This is a temporary ﬁx though. Also, if you pop a radiator hose, we have heard of people using a cut-up drink can wrapped around the puncture with tape or hose clamps to slow the leak down.

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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 HISTORY TIMELINE www.steinbauer.com.au

FREECALL

1800 733 159

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LEAKY

FUEL TANK A bar of household soap will seal a leaky fuel tank. It is true. We have seen it with our own eyes. Rub (‘scrape’ is probably the right word) the soap over the split in the fuel tank and it will seal rapidly. Yes, again, this seriously works! Once back in civilisation some metal putty on a

clean surface will work for longer until a new tank is ﬁtted (or a repair can be conducted). This is a temporary ﬁx again, and it will need to be observed regularly, but (in an emergency situation) it will get you to the next town where more permanent repairs can be done.

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WHEN YOU NEED TO MOVE A MOUNTAIN YOU PROVEN MUSCLE OF A PERFORMAX HEAVY D Your Performax Dealer is the only place which has the experience to put you in the right truck.

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OUR SHOWROOM THERE’S A PERFORMAX AGENT NEAR YOU

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U CAN RELY ON THE DUTY TRUCK.

BOOK A TEST DRIVE!

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THE VIC

HIGH CO

RUN

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CTORIAN

OUNTRY

WHAT HAPPENS WHEN YOU LET A FORUM FULL OF AVID FOUR-WHEEL DRIVERS LOOSE IN THE HIGH COUNTRY?

A FULL-ON ADVENTURE, THAT’S WHAT! WORDS AND PHOTOGRAPHY BY TODD HORE

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www.clearviewaccessories.com.au

FIND OUT MORE

VIDEOS

FRIDGE SIZING GUIDE • Patented Aussie design lowers fridge up to 290mm • Monster 1500N gas struts to neutralise fridge weight • Safety locking mechanism • Heavy duty slides with right hand lock • Additional travel lock holds fridge securely • 180Kg capacity, 37Kg nett weight • Crash tested and ADR compliant • 36 month warranty on moving parts

Now available Click here to purchase

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Every year for the last eight years a group of Victorians from the website 4x4earth. com have organised an annual meet somewhere in the High Country they call home. Since its inception there has been a group of NSW members who make the pilgrimage down to join them, and it is always one of the most anticipated trips on the calendar. This year we had the task of selecting how our group of 12 vehicles would get from Jindabyne to O’Tooles Flat campground located in Thompson State Forest. After months of poring over maps and discussing possible courses around some local campﬁres, the ﬁnal route was decided.

Our trip began in the sleepy town of Jindabyne. From there we headed south through rolling farmland covered with granite boulders along Barry Way. Almost immediately when the views change from farmland to bushland, the road turns to windy dirt … and we wave goodbye to the bitumen for the first time. Once on the dirt we spent the rest of the day along the Snowy River, where we made our first camp for the night. We were still buzzing from an amazing day and anticipating the more difficult driving that the next day would bring.

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At the time of our trip the northern portion of Deddick Trail had been blocked due to a landslide. Parks Victoria had suggested an alternate route via Collings Track and Bowen Trail. We had anticipated that this detour would be a nice cruisy drive. How wrong we were! Collings Track is steep. Proper High Country steep, right from the start. Not only that but the few ﬂat sections included deep bog holes, before rutted clay hill climbs. This 19km detour ended up taking us three hours to complete. What a fun drive it was, too. Amazing views over rolling countryside immediately followed by dense bushland where the track looked

like it hadn’t seen the sun in years.

Turning on to Deddick Trail was almost disappointing because of the fun we’d had on the detour tracks. Disappointment very quickly gave way to excitement once again as the Deddick climbed and descended and took us to our ﬁrst crystal-clear creek crossing of the trip. Something about the creeks and rivers in this region is truly remarkable. The water just seems clearer and cleaner than just about anywhere in the country. Not long after the creek crossing we came to probably the most famous part of the Deddick Trail. Mt Joan Staircase is a super steep

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one-way section of track that climbs over 500m across a distance of a little over 2km. The staircase has apparently been bulldozed in the last few years to take out some rock steps, but I can vouch ﬁrsthand that this takes nothing away from the thrill of driving such a steep track. Camp that night was again on the banks of the Snowy River, this time at Jackson’s Crossing. What a campsite this is. There is

a choice of either beach camping on a gorgeous stretch of sand that fronts the river with sheer cliﬀs on the other side; or a big, open grassy area a mere 100m away from the river. Absolutely spoilt. You might think that after a couple of days like that we might have a slower, less interesting start to the morning. Not even close. The next day began with the crossing of the Snowy River at Jackson’s Crossing. This crossing includes two parts.

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we visited this hut in the

snow. check it out here The first is a 200m curved section where you drive out into the river, before turning downstream and onto an island. Another 50m or so along the island and you pop out at the second part of the crossing which features deeper, fasterflowing water – although shorter at around 15m wide. This is one crossing you should definitely walk before attempting. Two of us walked the crossing and marked some of the larger boulders for the remainder of the group. A small run up the tar to Swifts Creek for fuel and a stop at the bakery was next on the agenda. I talked up this bakery to anyone that would listen and I’m pretty

sure that no-one was disappointed. In fact I’m fairly sure there will now be a whole new group of people talking up this bakery. If you haven’t been and don’t mind the odd pie, I cannot recommend this place highly enough. I genuinely rate it right up there with Birdsville Bakery – and one of the best stops you can make for a pie while touring. After lunch we were oﬀ on a historical tour beginning at King Cassillis Mine. This is a top place if you are at all interested in the mining history of the High Country. Not only is there old machinery and relics in this area, but there is even an old hut (King Cassillis Mine Hut). The hut was built for John Avery

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and his sons and has since been vacated, although John’s grandson Mark has maintained it. The mine was once a thriving township with a population of around 1,000 people during the Victorian gold mining era. Some of the remaining equipment in this area is located under tin-roofed structures. As a result of protection from the weather, some of the wheels and cogs are in such good condition they can be turned by hand. It’s astounding that machines that have sat outside for more than half a century could still be in such good condition that you feel like they could be powered up, turned on … and would work just as they

did the day they were shut oﬀ for the last time. Next hut on the list was McDonalds Hut. This hut was built by and named after William Donald McDonald in 1951, during dozing works for the upcoming 19511952 logging season. The hut is in excellent condition and would make a very comfortable little campsite with a small grassy area and creek nearby. For the 12 vehicles, McDonald Hut was a little small – so we carried on to our camp that night at Marthavale Hut on the banks of the Nicholson River. This is one of my favourite huts in the High Country.

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It was constructed in 1952 for use by timber workers, and extended in 1960, but my favourite part of the story was that it was fully restored in 2002 by Idlers 4X4 Club. Have a look at the before and after photos on the plaques outside the hut. This really is a great story for fourwheel drivers. Well done, guys! There are two ways down to Marthavale: The obvious Marthavale Road, which is easy going and is in reasonably good condition; and the much steeper Camms Track. We obviously chose Camms Track but we were not really prepared for what lay at the bottom of the descent. A set of deep muddy ruts led down into a muddy waterhole and up

out through another set of deep muddy ruts. Almost all the vehicles dragged bellies and diﬀs through this section, and some needed multiple attempts, but all made it through except one. A simple snatch recovery got him going again and we all made camp. A little rain that night meant we were well and truly thankful for the protection oﬀered by the hut.

Next day was an easy drive into Dargo where we got the standard group poser photos out the front of the famous Dargo Pub. A quick morning beer was had when we realised it was the 11th of the 11th: Remembrance Day. Dargo holds a small service each year at the town hall, and they were happy

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us. The track was bulldozed earlier last year due to some relatively big rock steps forming. Some may complain about this … but coming from someone who lives in NSW, this is so good to see. Vic Parks Our next adventure was to one of maintaining tracks rather than the most famous tracks in the High closing them, as we have seen Country: Billy Goats Bluff Track. so often in recent years in the This track is iconic for a very good northern states, can only be a good reason. It climbs over 1,000m along thing for four-wheel drivers. a track length of around 10km. This track is steep from the get go and The climb from the helipad to the bluff was like driving into a cloud. It doesn’t relent until you reach the did restrict our views but the eerie summit. The first section of our fog created a special experience as drive up to the Helipad was fog we crossed the bluff. Those of us free, and this gave us awesome who have driven the track before views of both the region and the know exactly how far the cliffs track ahead. It was particularly drop on either side of the narrow impressive seeing the track disappear into the clouds ahead of track. Knowing this made the drive a surreal experience. It was almost to welcome some outsiders. They spoke about local service men and women and the entire ceremony was a nice insight into the local community. Thanks, Dargo.

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like driving along a suspension bridge between the clouds.

At the end of the track is The Pinnacles, where there is an opportunity to walk out to the ﬁre observation tower. Expecting fog, we risked the walk out not expecting to see much. We were pleasantly surprised when the mist temporarily cleared and we got some reasonable views. On fogfree and sunny days this is one of the best views in the High Country. A short drive took us to another spectacular spot and our camp for the night. Horseyard Flat is a massive grassed area right on the banks of Moroka River. The river has some stunning swimming holes and is chock-full of trout.

Between our group we managed three little brown trout – all catch and release, of course. We went spotlighting that night and managed to sight a few wombats. There’s something really cool about seeing Aussie animals in their native habitat. It’s something that so few of the population actually get to experience. After a relatively slow start from Horseyard Flat, it was time to make our run to O’Tooles to complete our journey. We could have done the direct route but that wasn’t really consistent with the theme of our trip so far. Instead we stopped in at Moroka Hut, which was built by mountain cattleman in 1946. One of the original builders, Andy Estoppey, was still visiting the

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hut in 1982 at age 76. No vehiclebased camping is permitted at the grounds surrounding the hut anymore – but a small car park leads to a short 300m walk to the hut. Horses and walkers are still welcomed.

Victoria not connected to the mains electricity grid – rather it generates its own power. There’s also a large portion of the town that is privately owned, including the Lions Clubmanaged tourist park.

Not far south of Licola is Burgoynes Gap and the start of Burgoynes Shortly after leaving Moroka Hut, storm clouds appeared. Before Track. This was to be our last diﬃcult track before arriving at we knew it, the rain had started and then the hail. It turned out this O’Tooles. The track climbs steeply would be recurring throughout our almost immediately before tracking day. After parking in some bushes along a ridgeline. One climb in to protect the cars as best we could particular is rocky and rutted and tested both traction and to wait out the hail, we made our suspension travel. way down to Licola for fuel and lunch. Licola is the only town in

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It wasn’t long after we summited this climb that the storm clouds rolled in again. Hail pummelled the vehicles as we did our best to hide them; lightning strikes were cracking overhead and into the valleys on either side. It was intimidating and exciting at the same time to see the raw power of nature. Knowing that we still had the tricky Macalister River crossing to complete, and after observing the rivers running down the track, the decision was made to turn around after the storms subsided.

We instead opted for a more sensible run in pouring rain along Cheynes Bridge Track and onto Donnelly Creek Road, which led us all the way into camp. We all arrived successfully into O’Tooles Flat after what was an amazing adventure. Really we could have chosen a thousand diﬀerent routes to get there … but with the tracks, stunning campsites and fascinating history we saw and absorbed it’s diﬃcult to imagine a better trip down.

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reviewed:

SKAMPER

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R KAMPERs

TH YOU REALLY GET WHAT YOU PAY FOR WI IS IT E DINGO FROM SKAMPER KAMPERS, OR R? CASE OF JUST LOOKING GOOD ON PAPE

TT HEMMINGS RDS BY EVAN SPENCE, PHOTOGRAPHY BY BRE

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The old saying ‘you get what pay for’ often rings true. From mobile phones to bath towels and everything in between, there is generally a reason why aﬀordable products are ‘aﬀordable’. But who is to say you need the very best mobile phone or bath towels, when something cheaper will happily and easily do the job? When we saw the Dingo forwardfold camper trailer from Skamper

Kampers, we have to admit to being impressed at the levels of standard inclusions oﬀered for quite a reasonable price tag. We’re talking under $20,000 for a welloptioned forward-folding camper. On paper, it looked to be a winner, and in the ﬂesh it really is quite attractive to look at too. But in the real world (and not a specs box on a website), will it actually perform the tasks you want it to?

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INSIDE THE CAMPER

Amazingly, thanks to the forwardfold design, setting the Dingo up is really rather quick and easy. Simply unfasten the buckles on the sides and rear, let the gas struts assist ﬂipping the tent forward, and adjust a few poles inside. It is that simple. Things get a little trickly when it comes time to set the awning up for the ﬁrst time – but after doing it once you will have it licked (and the same could be said for most camper trailers). The interior layout is fantastic, with a couch and table area on the right that converts into a bed, and a large queensize mattress to the left. LED strip lighting has been included throughout the camper, and it works very well too. Ventilation is excellent also, with the ability to roll up nearly every canvas wall on the tent. This also provides a commanding view while relaxing on the internal couch, not that we were relaxing during this review ... honest, boss! It would be good to see more storage inside though, just for little things like toiletries and books etc. There is some space in the boxes under the couch area for blankets or towels, but a little more storage will never go astray. Otherwise, the interior of the Dingo is a nice place to be.

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DINGO

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2 3

No need to BYO batteriesâ&#x20AC;Ś they are a standard feature

There is plenty of space inside, either on the queen-size mattress or sixseater couch

Internal LED strip lighting is very bright, and a nice touch

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WHAT ABOUT OUTSIDE?

The first thing I noticed was how heavy the Dingo is. Weighing in at close to 1,400kg, you definitely know the Dingo is behind you. But, it tows quite well for such a behemoth. If anything, the weight means there is actually some decent quality steel in this unit. One thing I loved about the Dingo was how much external storage has been offered. There are external cupboards and hidey-holes all through the trailer – meaning you can store plenty of gear from the outside. The kitchen operated without issue; although it was slightly frustrating to have to remember to unplug the light over the stove before rolling it away as you would damage it otherwise. The fridge slide on the front is simply massive – and you won’t have a problem fitting a decent-size fridge in there – however without a full tank of water in the rear (acting as ballast) you will quickly realise how much weight is over the trailer’s drawbar. Not a major issue, just something to be aware of when towing.

The electrical switch panel is simple to navigate, and is well laid out

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DINGO

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The kitchen was really convenient to use, and easy to access at the rear of the trailer

Check out the size of the front mounted fridge slide and storage area!

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Vital componen the water tank protected und

See how taut that suspensionlimiting chain is even on level ground? Not ideal

WHAT LURKS BENEATH?

Skamper Kampers pride themselves on including a fullframe one-piece chassis under the Dingo. This is bent into shape, meaning no cut and shut techniques are employed – resulting in a stronger platform. And we have no reason to dispute this claim. One thing we didn’t like though, was the independent

suspension. Again, it looked great on paper, but when you take a closer look, it just doesn’t work very well. I noticed that, while driving along a beach, the sidewalls on the (Chinese-made) Cooper tyres were expanding and contracting on every bump. This is to be expected while running reduced tyre pressures, but not to the degree experienced. And it was easy to ﬁnd out why. There is a limiting

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nts such as k are well derneath

chain ﬁtted to the suspension arms that prevents the suspension from drooping so much the coil dislodges, or a shock absorber is maxed out and damaged. In theory, this is a good thing and something all camper trailers of this variety employ; but this chain was tight even on level ground. So, zero ‘down travel’ is oﬀered by this suspension. There is also about 5mm clearance on the bump

stops so it has no ‘up travel’ either. Why go to the effort of offering independent suspension, without taking the time to make it work properly? This would be an easy fix (and something the Skamper Kampers people admitted to being aware of after mentioning it to them) so hopefully it will be sorted by now with a longer chain and correctly matched shock absorbers (if required).

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An electric water pump has been neatly installed in the rear storage compartment

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This is what makes or breaks a camper trailer at this price point, and unfortunately there were a few things that certainly cheapened our view of the Dingo somewhat. On this model for example, the holes drilled for the water tank bashplate weren’t straight … or round, even. You wouldn’t pick it unless looking, but I sure did. Also, the front water outlet on the drawbar seemed to be installed in the wrong spot, so

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Opening the access shield with a gas bottle in place is tricky, as the bottom section contacts the bottle

it hit the jockey wheel when trying to raise it. Another black mark was the gas bottle storage on the front. With the tent opened, you can’t access the latch to open the cover; and with a gas bottle in place, you can’t actually open the cover anyway – as it hits the gas bottles. Again, the manufacturers seemed to be aware of these issues; and they are being addressed. These points certainly aren’t deal breakers. All are easy to sort out. But they must be mentioned.

The wiring throughout the Dingo was quite neat, and the electronic switch panel hidden in an external cupboard was a handy touch for easy control. All doors and cupboards operated without any issue too, and all locks were easy to operate – which is a good thing considering how many storage nooks and crannies the Dingo has on the outside. No sand, dust, mud or water entered the trailer on this test either; which is obviously a good thing.

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BRAND-NAME INCLUSIONS

This is where Skamper Kampers has the advantage, by providing many brand-name products on the Dingo rather than generic parts that could be questionable quality-wise. This is a clever tactic, and one that should be applauded. The notable mentions include a McHitch 360 oďŹ&#x20AC;-road coupling, ARK heavy-duty swing-up jockey wheel, a Dometic three-burner stove and a CTEK MX7 battery charger to power the internally-mounted batteries. Skamper Kampers obviously backs its product too: The Dingo is covered by a threeyear structural warranty. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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CONCLUSION

I like the layout, and the amount of features offered on the Dingo. It arrives complete without the need to pay for optional extras that you do need (that should be included anyway) which is something I like too. However, I feel it definitely could do with some refinement in certain areas that I have highlighted. Would I own one? I’m not sure, to be honest. I really like that layout … but I just don’t think I’d personally enjoy doing a terribly long or hard trip with a trailer that weighs as much as two

Suzuki Sierras. If you are sticking to National Parks and are not interested in the Canning Stock Route, or usually set up a base camp before going exploring and are prepared to deal with some niggling issues (which hopefully Skamper Kampers will have sorted for you), it could be a diﬀerent story. What I can guarantee from my time with the Dingo is that you will have a very good night’s sleep and an enjoyable camping experience with this trailer. And not just on paper, but in the real world.

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SPECIFICATIONS:

skamper kampers dingo Chassis

One-piece galvanized

Tent canvas

15oz heavy-duty canvas

Warranty

Three-year structural warranty on chassis

Suspension

Heavy-duty independent suspension with dual shocks

Brakes

12in electric with hand brake

Wheels

6-stud LandCruiser16in polished alloy wheels

Trailer Hitch

McHitch 360 oďŹ&#x20AC;-road coupling

Water tank

120L stainless steel with stone guard and electronic pump

Kitchen

Premium slide-out with stainless steel sink

Lounge area

Seats six and converts to a queen-size bed

Dimensions

5.2m long x 1.9m wide x 1.42m high

Tare weight

1,360kg

ATM

1,900kg Check out the Skamper Kampers range here: www.skamper.com.au

More info

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VIC WIDMAN TAKES US ON A TOUR OF ON

WORDS AND PHOTOGR

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NE OF TASMANIA’S TOURING HOTSPOTS.

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To say I am a dedicated fourwheel driver would have to be an understatement. There are not too many oﬀ-road tracks in this country that I haven’t explored – and with 20 Simpson Desert crossings under my belt, the thought of walking rather than driving actually frightens me.

had dropped the hint that the Bay of Fires was one of the most beautiful locations they had visited during their round Australia trip … pretty high praise by any standard.

On top of this, the Bay of Fires always seems to feature in those lists of the top ten places to see in the world. So I just However, all of that was about had to add it to my bucket list. Initially I studied local maps of to change. I have known of the the area, which stretches along area in Tasmania called the the north-east coastline of Bay of Fires for some time; I had even visited its fringes on a Tasmania from St Helens to the couple of occasions during some far reaches of the Mt William hot laps of the Apple Isle. But of National Park near the oddlynamed Stumpys Bay. late, some close acquaintances

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Looking at the map there were a few access points out to the coast – one at Stumpys Bay where there is camping for four-wheel drive based campers, another at Eddystone Lighthouse near Ansons Bay (again with camping near Deep Creek), and at the southern end via a sealed road from St Helens. But in between each of these points there is endless coastline that can only be explored on foot. There is no 4X4 access to the beach (apart from a couple

of boat ramps purely for the purpose of launching a tinny).

I then came to a very much out-of-character decision and decided the best way to explore the Bay of Fires would be to ditch the LandCruiser for a few days, and put a pack on my back and do some walking. Thank goodness I came to my senses and discovered a commercial group known as ‘Life’s an Adventure’ (love that name!) who would not only

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guide me down the coastline, but would carry my heavy pack too! A winner for me.

I still had to walk approximately 15 kilometres per day, along a soft sand beach. I’m not sure if you have ever walked some distance on soft sand, but it’s pretty tough work and uses muscles you didn’t even know you were blessed with. On top of this, walking on a beach usually means one leg is higher than the other (the slope of

the beach saves us all from drowning … think about it). This means your back and hips are twisted at an odd angle whilst walking. That can only mean pain, if you ask me. Now look, I’m not trying to talk you out of exploring the beautiful Bay of Fires, but if you are like me and spend more time in the driver’s seat than walking beside it – then my comments are going to be very useful.

There’s good accessibility to the Bay of Fires for 4X4s, but you will have to do some exploring on foot to see it all

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can get cold in Tassie apparently, and some water (we were told to carry at least a litre per day, I drank about 150ml over three days much to the astonishment of everyone else). And then we were handed our lunches to enjoy – nice salad and meat wraps and a cool juice. See, told you I didn’t need all that water.

so I could have driven here in the luxury of my LandCruiser. There are fees applicable to all National Parks in Tasmania with a National Park Pass required for each vehicle – this costs $24 for a day or you can pay $60 and this gives you vehicle access for eight weeks. Then you are required to pay a daily camping fee of $13 per night, which As it turned out there are four covers two people. The vehicle vehicle-accessible camping areas pass needs to be purchased in in Mt William National Park, advance and that can be done

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on the trip over on the Spirit of Tasmania. The camping fees are paid via honesty boxes at the camp sites; the ranger will visit, so make sure you are honest. After lunch on day one, we hit the beach and had 13km walking ahead of us. The weather was warm with some high cloud cover, which kept it quite comfortable. We were soon down to our T-shirts and

enjoying the variety of short beaches with easy rock hops at each headland. Barry, our guide, had a constant ﬂow of information for us about the history, the ﬂora and fauna and the aquatic surrounds.

I was surprised how easy the ﬁrst day’s walk turned out to be. I felt a little sore in the legs and hips but overall I was in good condition. We overnighted at a

You’d think the Bay of Fires might have got its name from the red lichen covering the rocks, but it’s not the case

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small beach shack in Ansons Bay where we were waited on hand and foot by Susan and Barry. We had a real toilet, shower and bed. But it rained from the moment we arrived at the shack – so that meant staying inside in front of the open log ﬁre (which was actually enjoyable thanks to the complimentary wine).

It was hot and sunny as we left yet another nice camping ground (it was Saturday morning and the site was empty) known as Deep Creek which was easily accessible via an easy unsealed road oﬀ the Eddystone Lighthouse road; mark that one down in your diary.

We reached Eddystone Day two was going to be the big Lighthouse by lunchtime after a glorious morning of day. We were told 14km but I walking pristine white beaches. believe it was closer to 20. We started oﬀ with a few stretching Eddystone Lighthouse was built exercises. “Pretend you are in 1889 from the local granite. holding a pen between your butt Barry showed us where it was mined and how they drilled cheeks and write your name,” said Barry. Yeah, right! holes into the granite, inserted wooden poles, then wet them – NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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TWO FEMALE APPRENTICES, ONE 80 YEAR-OLD MECHANIC... WHAT COULD POSSIBLY GO WRONG? TUNE IN TO TERRAINTAMER.TV 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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which made the wood expand which in turn split the granite rock. I’m still not sure how the granite blocks weighing several tons were lifted up to form the lighthouse; a block and tackle arrangement similar to when we use a snatch block when winching, I suspect.

The afternoon walk was down Barefoot Beach. This stretch of sand went on forever, but the weather had turned really cruel on us with a stiﬀ and freezing southerly blowing into our

faces with icy rain pelting us occasionally. My backpack was very light … with almost its entire contents now being worn. By the end of the day my calves were screaming out for mercy and I found muscles in my hips that really shouldn’t have been there. Back to the shack where we all collapsed after a hot shower; no problem sleeping tonight. Our ﬁnal day delivered much kinder weather with mostly sunshine, a light cool breeze, some amazing pure white beaches, red granite rock (the red colour is iron oxide and in some cases red lichen), a beach made up of nothing but shells and another beach of pure

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black rock. But we also had some of the best red-coloured granite headlands that the Bay of Fires is so well known for. Interestingly, in case you were wondering, the name ‘Bay of Fires’ was given by Captain Cook and not because of the redcoloured granite but because of the signal ﬁres lit by the Tasmanian Aboriginals as they saw his strange ship sailing oﬀ the coast. Our three-day sojourn ended at the sealed road at a place called

The Gardens, 20 kilometres north of St Helens. By now my hip joints had had enough and it would take me a week to recover. But all the pain and discomfort was certainly worth it. The Bay of Fires is deﬁnitely a beautiful part of Australia, and whether you join a guided walk, or simply visit the various campgrounds along the coastal strip in your 4X4 and take your own easy short walks, you will see a beautiful side of Tassie that few others ever will.

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Does your insurer cover

touring gear?

Visit CLUB4X4.COM.AU or call 1800 CLUB 4X4 for a quote As always, please read through your PDS to best understand your coverage and to make a decision on whether it is right for you. If you have any questions please contact us on 1800 CLUB 4X4 or go to our website at www.club4x4.com.au. An excess of $500 will be applied to a claim under this cover, with a maximum of two (2) claims per policy year. A maximum limit of $1000 also applies to any individual item. Read the PDS for more detail. The insurer is The Hollard Insurance Company Pty Ltd, AFSL No. 241436, (Hollard). Club 4X4 Pty Ltd is an authorised representative of Hollard, No. 1235616. Any advice provided is general only and insurance coverage is subject to the policy terms and conditions. Underwriting eligibility criteria applies to insurance applications. You should read the PDS available at www.club4x4.com.au to decide if this product suits your needs.

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REVIEWED:

SUSPE

EV’S PATROL GAINS SOME ALTITUD SUSPENSION WITH THEIR LATES

WORDS AND PHOTOGRA

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dobinson

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DE AFTER INSTALLING DOBINSONS ST REMOTE RESERVOIR SHOCKS.

APHY BY EVAN SPENCE

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It seems people are ﬁxated with reporting bad experiences, yet when we have a pleasant experience with a company or product nobody picks up the phone or sends a congratulatory email. I wanted to change that after my recent experience with Dobinsons Suspension. You see, I have nearly two decades of experience in the 4X4 industry so I value customer service greatly. The second I arrived to upgrade my Patrol’s suspension, Marty the boss man at Dobinsons Sydney explained the process for the day. They wanted to do things their way, which was ﬁne by me.

First, they wanted to go for a drive with me to understand the vehicle and my needs. Next, a full mechanical inspection was carried out underneath, which is something they do for all customers apparently. Luckily, my old GQ had a clean bill of health, apart from a loose wheel bearing which has now been tightened, but I wouldn’t have known unless they told me. Next up, we discussed the weight I would be carrying and what I wanted out of my suspension. Basically, the experience involved much more than the ‘slap a kit in and she’ll be right’ attitude that some retailers live by. And as a result, I am stoked! So, let’s take a closer look at how to properly install a suspension lift kit with remote-res shocks into a Nissan Patrol, and most importantly, see how it rides and performs after the work was completed.

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Ride height measurements were taken before and after the install and then the Dobinsons team loaded the Patrol onto the hoist before removing the front shock absorbers

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THE INSTALLATION All up, including taking breaks for photography, the installation took about four hours on the hoist. The hardest part was removing the old shocks, which had seized somewhat, and working out where to install the remote reservoir canisters. Luckily, the boys had installed these kits into a few Patrols by now, so they knew exactly what to do.

With the front shocks disconnected, the coils began to dislodge once the vehicle was raised on the hoist. There was no need to disconnect the front sway bar either but we did have to drop the rear sway bar when the time came

A new Dobinsons steering damper was also ﬁtted, which simply bolted in and has taken some shimmy out of the front end… Yep, the one in there was the original unit from 1989

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WHAT ARE REMOTE RES SHOCKS? The number one killer of shock absorbers is heat. Heat leads to cavitation of the oil inside a shock, which leads to what is known as shock fade. Shock absorbers ﬁtted with a remote reservoir allow for additional oil capacity, which is then pressurised with nitrogen. This means (in theory) that you can tackle tougher conditions for

longer without overheating your shocks. Many remote-res units, such as the Dobinson MRR shock absorbers we ﬁtted, can also be rebuilt too, which is reassuring. In fact, their chief engineer mentioned that the oil inside the shocks should be replaced every two years, which is advice we will deﬁnitely follow.

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SO, HOW DOES IT drive? The ride is certainly ﬁrm, but the amazing thing is how compliant the vehicle is when you hit a bump at speed. It feels like the vehicle is going to bottom out… but it just doesn’t. In terms of suspension travel, we purposely limited the amount of rear travel slightly, in an attempt to get the front-end working better. While this might sound counter-intuitive, this move will equate to a well-balanced vehicle oﬀ-road, rather than a wobbly-poser-mobile that might

look great ﬂexed up, but doesn’t actually work as well when it counts. We also opted for a spring rate slightly higher than required too, as Project Patrol will be getting new bar work and a winch in the future, and this will cater for that weight. Oh, and before the Dobinsons kit went in the windows on my old GQ used to rattle. Now they don’t for some reason, which is an interesting point worth noting, and one I’m deﬁnitely not complaining about either.

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THE RESULTS

Check out the diﬀerence in ride height; the front has been lifted and the rear is still stock at this stage

From the looks of things, the front suspension we pulled out seemed to be the original components with over 300,000km on them. The rear end had heavy-duty springs and KYB shocks installed, leading me to believe this vehicle was used for towing in its previous life. With the new suspension installed, the old Patrol came up 80mm in the rear and 65mm in the front… which highlights just how shagged the old suspension really was. By staying with a twoinch lift, we have kept the vehicle legal for road use in NSW, and no additional components (such as brake lines or adjustable Panhard rods) were required.

Out with the old and in with the new. You can see the new coil is slightly taller, but also has a thicker wind that helps provide the additional lift and load-carrying capability

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iveco

daily 4x4 review

IF YOU’RE LOOKING FOR A TRUCK THAT CAN TOW PRETTY HEAP OF GEAR AND TACKLE JUST ABOUT ANY TRACK IN THE SHOULD BE LOOKING AT MORE THAN JUST ’CRUIS WORDS BY DEX FULTON

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Y MUCH ANYTHING, CARRY A E COUNTRY FROM STOCK, YOU SERS AND PATROLS.

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Click to watch the iveco daily take on an African expedition

OK, so you want a large 4X4 vehicle that can handle everything you can throw at it. You’re looking to tow your caravan or boat long distances, have enough room for all your camping gear and family members onboard; you want to be able to tackle even the most diﬃcult of oﬀ-road tracks and do it all with decent economy.

owners thanks to their ability to take a decent-sized camper shell on the tray. They’re also actually really good oﬀ-road … as in, really good.

For starters, they come from the factory with massive tyres that measure up at just shy of 37in in diameter, which would require mods to any mortal 4X4 costing Yep, you could go down the traditional route and shop around several thousand dollars (not to mention make it unsuitable for for the usual LandCruisers or long-distance touring and, more Patrols – but think about it for a than likely, illegal). Then there’s sec, wouldn’t an actual truck do the super-low gearing from the the same thing a whole lot easier transfer case that allows you than the traditional wagons? to shift from full-time 4WD into centre-diﬀ-locked high-range; then Enter the Iveco Daily 4X4. These things have been around for a few high-low, to low-low. Put plainly, this allows a crawling speed years now, and are a favourite among dedicated travel-truck that’s quite literally slower than NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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walking pace – perfect for even the hardest tracks. Traction ain’t a problem either, thanks to the factory-ﬁtted electro-hydraulic actuated diﬀlocks front and rear. Just think about some of the best mods you can do to a 4X4: gearing, tyres, lockers … this thing has them all from stock. As you can probably tell, I’m a bit of a fan of the Daily. However it’s not all free campsites and cold beer. The height at which you’re seated takes some getting used to.

Deputy Editor Evan Spence summed it up most accurately: “This thing is like driving a tennis umpire’s chair!” While he’s not wrong, you do get used to it after a couple hours in the saddle; and truth be told, the view from way up high is actually quite an advantage when navigating tight sections of track. The front wheels are right under your bum so tyre placement is a snap; and the driver’s ISRI suspension seat makes even the rockiest of terrain easy on the kidneys.

The chunky Michelin oﬀ-road truck tyres are fairly noisy on the blacktop, but they’re more than up to the job in the bush

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On the vehicle we tested, the passenger had to make do with a plain old ﬂoor-mounted bench seat. If we were decking one out for extended touring with a partner, we’d deﬁnitely be installing a passenger-side suspension seat.

The rear of the cabin has a huge bench with enough room for four people to sit without too much discomfort (two kids could fit with an acre of space in between them), and the switches for the lockers are within easy reach. The vehicle gives off a utilitarian feel inside; with vinyl as far as the eye can see and not a hint of plush-pile carpet anywhere. The rear passengers don’t even get vents for the climate control and have to make do with a slide-open window. On the other side of the coin, interior clean-ups would be nice and easy and a set of seat covers would make a huge difference in the comfort stakes. On-road, the ride is just about what you’d expect from a cabover truck with solid axles and leaf springs front and rear. The 200 Series, Discovery and Y62 Patrol would eat the Daily for breakfast if staying on the NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

1 2

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The interior is functional, if basic

The vehicle we tested had a front bench seat for the passenger. We’d deﬁnitely invest in a second ISRI suspension seat (like this one) if we were going to buy a Daily though

Twin-stick transfer case allows high-high, highlow and low-low ranges – providing enough gearing for absolutely any situation

The diﬀs and suspension make a 70 Series look anaemic; and are best described as ‘heavy-duty’

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bitumen and fire trails is your thing – but in terms of pure offroad ability the tables are quickly turned. And ride comfort is not actually too horrible thanks to the suspension seat (a hallmark of Iveco’s truck-building pedigree). But you’re definitely aware of the fact that you’ve left independent suspension and leather upholstery far behind. As for handling, if you’re a fan of punting your 4X4 into hairpin bends at 80km/h this vehicle is not for you. But then again, let’s be honest, neither is a driver’s licence. Still, once you’re used to the tippy feeling from the high seating position you couldn’t really say the vehicle handles badly (for what it is). You just have to drive it

a little differently to your WRX. The tray is possibly the biggest (unsurprisingly) of any dual-cab on the market. We comfortably fitted a dirt bike, swag, roof-top tent and a bunch of camping gear on there with room to spare; and the added weight was barely noticeable and didn’t affect fuel economy in the slightest. The intercooled, direct-injection, variable geometry twin-turbo 3.0L diesel engine pumps out 400Nm with the power coming in as low as 1,250rpm, making it perfect for lugging big loads without a worry. In sixth gear on the highway the ’box utilises the 0.791 overdrive (fifth gear is 1:1 direct drive) to

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deliver surprisingly good fuel economy. On the blacktop we averaged around the 13L/100km mark, with that ﬁgure creeping up in the bush by a couple of litres per hundred kays. Not bad considering it tips the scales at a hefty 2,745kg unladen, and is pushing that aggressive 37in rubber along. As you’d expect from such a tall vehicle – hey, your backside is

nearly 1.7m up in the air – the clearance is excellent. There’s 255mm of room underneath the diﬀs and fording depth is a highly impressive 700mm. In car-licencefriendly form the GVM is rated at 4,495kg (maximum is 4,500kg) and payload is rated at 1,750kg – but that can be bumped up to 5,500kg and payload increased to 2,755kg (that’s just shy of three tonnes) if you’re willing to upgrade to a light-rigid licence.

The Daily didn’t even notice being loaded with a motorbike and camping gear for three adults – there’s still plenty of room on the tray

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So, the $64,000-dollar question: Would I buy one? If I was looking for a dedicated touring 4X4 that could tow just about anything, easily carry a camper on the back, eat up the Outback miles without a worry and tackle the hardest track the Cape or the Kimberley could throw at it without breaking a sweat, then absolutely. If I was going to use it as a daily (no pun intended) driver, grocery-getter and part-time escape machine, then probably not. If I was a tradie who carries a heap of tools to muddy job sites that answer would deﬁnitely change; but seeing as my ‘work gear’ consists of a swag, camera and laptop I think I’d rather spend the near-$100K on a more traditional 4X4 that’s a bit more reﬁned and doesn’t require a pole vault to get into the cab. Do I love the Iveco Daily? Yes, I do. Does it suit my particular needs as a four-wheel driver? No, it doesn’t. But that doesn’t mean it won’t suit yours. If you’re shopping around for a large 4X4 for heavy-duty touring use, I strongly urge you to check one out.

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With plenty of payload capacity and a bunch of available room, the Daily is practically begging you to put a camper on the back. Or you could buy one ready-made, like this Earthcruiser

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Y-TO-CITY L CIRCLE

NTURES TAKE THE FAMILY ON THESE AMAZING TRIPS TO CREATE SOME LIFELONG MEMORIES. WORDS AND PHOTOGRAPHY BY TIM STANNERS

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4X4 touring and kids don’t always go hand in hand on long trips, so planning an adventure which gives all the family a bit of a buzz can be tough. Luckily, each Aussie state has plenty of great school holiday

length tours that will keep the whole family busy and get you back home again in two weeks. Here’s four of our top school holiday trips out of capital cities.

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BRISBANE TO BRISBANE Kids love dinosaurs, so why not treat them to a bit of a dinosaur adventure and head out through Australia’s best dinosaur fossil region, following the Dinosaur Trail around Winton in Central Queensland?

There are plenty of route options when it comes to getting to Winton as your central destination. Whether you head up the coast to Rockhampton and across through Emerald and Barcaldine, or take the slightly more direct inland route through Toowoomba and Roma, there’s certainly plenty to see and do along the way. Either way,

plan for a few days in and around Winton and Longreach – and the family will love you for it!

Longreach itself has plenty of iconic Outback Queensland attractions to keep the dream alive with the Stockman’s Hall of Fame, the Qantas Founders Museum and there’s even the Kinnon & Co paddle wheeler which runs down the majestic Thompson River. But it’s the dinosaurs around Winton which will really hit the kids for six. The Age of Dinosaurs Museum runs short dinosaur fossil tours as well as

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longer dino experiences … like their 1 to 10 day ‘Prep a Dino’ package. Check it out and you won’t be disappointed.

REGION

Without doubt however, one of the greatest dinosaur experiences in the country has to be the Jurassic Parklike dinosaur stampede at the Lark Quarry Dinosaur Trackways. It’s the world’s only evidence of a real dinosaur stampede, fossilised into the rock surface. Situated 100km south of Winton, it’s a dinosaur experience not to be missed.

HOW TO GET THERE

Outback QLD

DISTANCE FROM BRISBANE Winton is approx. 1,360km from Brisbane. From Brisbane, head out through Toowoomba, Roma, Barcaldine, Longreach, and then on towards Winton.

ACCOMMODATION Self-suﬃcient camping, Station Stays and Caravan Park options along the way.

MORE TOURING OPTIONS Head down through the Diamantina National Park towards the hot spring at Bedourie and then check out the biggest dune in the Simpson Desert – ‘Big Red’ just outside of Birdsville.

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PERTH TO PERTH

North or South? Either way you can’t lose when it comes to our most westerly capital city; but we thought we’d stick to the western theme and head north to Australia’s westernmost point for the school break – Steep Point and Shark Bay. With two full weeks at your disposal, taking your time is the best way to see what the WA coast has on offer. Head north along the Indian Ocean Drive towards Geraldton and you’ll have terrific coastal scenery and dozens of little towns, beaches and bays to drop into along the way where you can stop to cool off. Don’t miss the opportunity to see one of the most unique landscapes in the country, too – the lunar-like terrain of the Pinnacles Desert. Combine this with some off-road action on the

dunes near Wedge Island, or try the caves of Stockyard Gully, and you’ve got yourself a few days of 4X4 adventure on your way north.

Continuing north towards Shark Bay, I recommend you take a detour through to Kalbarri and the Kalbarri National Park where you can peek through ‘Nature’s Window’ onto the Murchison River below. Lucky Bay and the Murchison OﬀRoad Adventure Park also oﬀer some great 4X4 and camping options here. Denham and Monkey Mia (with its resident dolphin feeding program and dugong population) are the main tourist hot spots in Shark Bay – but it’s the south-western side of the Shark Bay region itself where the 4X4 adventure begins. There’s

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real ‘getaway’ beach-style camping via Tamala Station (bookings essential), and the last 30km into Steep Point is through very soft sand dunes and, therefore, lower tyre pressures are a must! Steep Point also offers pre-booked, self-sufficient beachside camping and is the access point to the historic Dirk Hartog Island. It is renowned as one of the best land-based game fishing spots in the country.

Either way, take the family and spend a week with your tent or camper trailer right on the sand in front of the crystal waters of Shark Bay … and we can guarantee you that home will feel so far away.

REGION

Shark Bay Marine Park

DISTANCE FROM PERTH Denham is approx. 835km from Perth.

HOW TO GET THERE From Perth, head north on either the Brand Highway or Indian Ocean Drive through Geraldton, then onto the North West Coastal Highway until the turnoﬀ at Denham-Hamlin Road through to Denham.

ACCOMMODATION Self-suﬃcient camping, Station Stays and Caravan Park options along the way.

MORE TOURING OPTIONS Book a couple of days camping, ﬁshing and adventure on Dirk Hartog Island. It’ll be worth it.

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DARWIN TO DARWIN

Kakadu is just so ‘last year’ … and rather than hanging around in the ’burbs of Darwin, why not get out of the humidity and head south to Alice Springs and the West Macdonnell Ranges?

Plan to spend a week in and around the West Macs and you won’t be disappointed. Ellery Creek Big Hole, Ormiston Gorge and Redbank Gorge are all spectacular but touristfriendly locations, so why not try your hand through some of the lesser known, but just as impressive, gorges and waterholes?

your spine as they howl in the rising moon at night. Owen Springs Nature Reserve has a beaut little track running north to south, bringing you out on the Stuart Highway near the entrance to Rainbow Valley … and well worth the drive in for a sunset spectacular. One of the most challenging 4X4 tracks in the area has to be the drive through the Finke Gorge National Park. The track runs north-south and follows the Finke River as it meanders its way between the spectacular gorges

Palm Valley with its resident dingo population will send shivers down

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and chasms with permanent waterholes along the way.

REGION

West Macdonnell Ranges

DISTANCE FROM DARWIN Boggy Hole would have to be one of The West Macdonnell Ranges are the best camps in the region – but approx. 1,500km from Darwin. be prepared, this area is remote HOW TO GET THERE and requires a high clearance 4X4, From Darwin, head south on the Stuart recovery gear and the knowledge Highway through Katherine, Daly Waters of how to use it properly. The track is mostly sand driving, so lower tyre and Tennant Creek to Alice Springs. The West Macdonnell Ranges are situated pressures are also a must. directly west of Alice Springs. Remember to take a couple of tyre inner tubes for the kids to ﬂoat around on (and they double up as great little afternoon champagne water lounges for the mums, too).

ACCOMMODATION Self-suﬃcient camping, National Parks and Caravan Park options along the way.

MORE TOURING OPTIONS If you have some more time, use it to take in Uluru (Ayers Rock) and Kata Tjuta (The Olgas) as well as King’s Canyon and Gosse Bluﬀ.

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i West Macdonnell i Finke 4WD Route

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ADELAIDE TO ADELAIDE The Flinders Ranges are often regarded as the Outback jewel in the South Australian crown, but why not combine a trip to the Flinders and take in the sights and surrounds of the lesser-known Gammon Ranges too?

impressive views in the country.

By far the best 4X4 driving is on some of the privately-owned working stations. A number of these stations allow access to private vehicles in order to experience some of the more stunning vistas the Flinders Ranges has to oﬀer. It’s certainly money well spent for a few days of amazing driving, or even a few days of camping.

A stone’s throw from Adelaide (well… almost), the Flinders and Gammon ranges are an excellent choice to spend a couple of weeks of relaxing oﬀ-road adventure. Whether you decide to stay at Wilpena Pound or one The whole area abounds with wildlife, of the many and varied National Park which the family will love. The evercampgrounds or station stays, this present emus will fascinate as they whole area is a pleasure just to be in. stroll around the camp; and keep your eyes peeled for the once almost A trip to the Flinders can’t go by extinct yellow-footed rock wallabies without driving the Bunyeroo Valley which now frequent Brachina and Scenic Track and stopping for a Wilkawillana gorges. happy snap at Razorback Lookout – undoubtedly one of the most

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Situated just south of the wellknown Arkaroola Station and Village, the Gammon Ranges offer a quieter touring option than the more renowned Flinders Ranges; but are arguably just as impressive. The ‘4X4 only’ drive around the Wortupa Loop Track offers unsurpassed scenery as it winds its way around the rugged landscape towards Grindells Hut and campground – which would have to be one of the quietest campsites in the area. Used as a base, or even a day trip from the Flinders Ranges and surrounding areas, the Gammon Ranges offers a quieter, alternate addition to an easy touring holiday from Adelaide.

REGION

Flinders Ranges and Gammon Ranges National Parks

DISTANCE FROM ADELAIDE Approx. 450km.

HOW TO GET THERE From Adelaide, head north on National Highway A1 to Port Augusta then onto the Flinders Ranges Way up through Quorn and Hawker.

ACCOMMODATION Self-suﬃcient camping, Station Stays and National Park options along the way.

MORE TOURING OPTIONS A trip to Flinders Ranges can’t go by without stopping in at the Prairie Hotel at Parachilna for the FMG (Feral Mixed Grill).

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THE

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IGNORANCE

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The phrase ‘ignorance is bliss’ may sound great in theory, but it’s a little less great when the thing you’re ignorant of is your house on fire while you’re having a shower. The same could be said for taking off down the road with your gearbox slipping, or your engine losing oil pressure while you’re hurtling up Big Red. Sure, in the moment you might be happy that everything seems to be running smoothly; but when you open the bathroom door shod in nothing but a towel and a goofy grin only to find yourself being licked by flames from the eighth circle of hell, it might suddenly click that perhaps ignorance isn’t bliss. Being informed of what was actually happening could have prevented the exact situation so

many primary school children train for with repeated stop, drop and roll lessons. This is equally important for the other previously mentioned scenarios (the information; not stopping, dropping or rolling).

While not exactly the physical embodiment of Hell, your 4X4’s inner workings are a finely balanced symphony of fire, explosions and whirring gears – all balancing on the knife edge between power and catastrophe. Lucky for us, with a few gauges placed within eyesight we’re able to monitor the bangs and the whirs to make sure they’re banging and whirring in the way we want them to … and not in the way that ends in flaming bath towels. Beats just turning up the radio.

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RIGHT NOW

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EXTRA GRIP IS WORTH GOLD

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

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

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

SHAUN WHALE TIPS ON WHAT TO LOOK OUT FOR IN YOUR 4WD TYRES

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

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COOLANT TEMP

Every 4X4 this side of the Lohner-Porsche comes ﬁtted with a temperature gauge. They give you a quick heads up if your engine is about to self-destruct, leaving you with the bonnet up and the thumb out like a damsel in distress waiting for roadside assistance. Sounds like the factory really has our backs here. Except they don’t. They cater for those amongst us most politely described as intellectually challenged, the radio-turner-upperers. When you see your temperature gauge rise you might panic; but it’s absurd to think the temperature of your engine plateaus not long after you start it and never alters no matter the conditions. To stop the three million weekly phone calls to

their complaints department, the factory makes the gauge incredibly vague. It doesn’t change unless something is seriously wrong. The problem with that is you don’t get any warning that things are going wrong until they’ve actually gone very wrong. Combine this with today’s heat-sensitive alloy engines and it’s a recipe for disaster for anyone who uses their 4X4 for more than the daily school run.

An aftermarket gauge removes the dead spots, allowing you to get a more up-to-date readout of what’s going on; and it will be far more accurate. Bonus points if you install one that also monitors coolant levels (a standard temperature gauge will rarely tell you if you burst a hose and dump the coolant).

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EXHAUST GAS TEMPERATURE

If a coolant temperature gauge is your up-to-the minute news update, an EGT gauge (or pyrometer) is like having Malcolm Turnbull send you an SMS to say North Korea just ﬁred a nuke our way and you should probably head to your fallout shelter … we all have those, right?

Pyrometers give you an instantaneous picture of exactly what is going on inside your engine. As loads build, exhaust gas temperatures rise. If they’re rising too high it’s a pretty safe bet your engine is running hotter

than a chemically enhanced warehouse rave … and will no doubt culminate in a fried head (applicable to both the engine and the aforementioned rave).

An EGT gauge lets you see a side of your engine that is honestly far more important than what your coolant is doing. It can tell you if your fuel mix is too rich or lean, your exhaust is too restrictive, and (most commonly) if you need to ease oﬀ the right foot as you’re climbing a hill. We consider them almost mandatory on any turbo-diesel engine. Frankly, it’s a travesty they don’t come ﬁtted from the factory on every 4X4 ever made.

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tRANSMISSION TEMPERATURE

Love them or hate them, automatic transmissions are here to stay. They oﬀer a heap of extra ability in technical situations; make it a whole lot easier for a friend or relative to drive in an emergency situation; and with modern technology they aren’t completely useless heading downhill, either. The one issue that isn’t really up for debate is that when it comes to slush boxes, excessive heat is never a good thing. It can be caused by a few common-sense Towing uphill in sand, this is what can kill transmissions if you’re not careful

issues like towing heavy loads, hard acceleration, insufficient cooling, slipping clutches in the transmission, or even low fluid level. The end result is often burnt fluid. Like most oils, ATF (Automatic Transmission Fluid) acts as a lubricant. When it overheats it starts to break down – meaning vital components are no longer lubricated and selfdestruction is not far away.

The warning light on your dash tells you things have gone pear shaped, but a temperature gauge allows you to monitor what the gearbox is doing. It’ll show you the loads placed on it under hard acceleration, towing, and even sand driving – allowing you to keep the temperature down. Keeping the ATF cool will help to avoid costly transmission damage.

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check engine light. If you have oil pressure you have enough oil in the sump, the filter hasn’t fallen off, your oil pump hasn’t failed, your bearings are in decent shape, and your piston rings haven’t ground themselves into oblivion. You can take it a step further if you know what you’re looking at, too … with abnormally high or low oil pressure being the telltale sign of a few issues. High pressure can be due to old or contaminated oil, a blocked OIL PRESSURE filter, or oil viscosity being too high. It’s not exactly a secret that Pressure too low can be indicative engines need oil. They’re of oil viscosity being too low, giant behemoths of metal spinning slightly low oil levels, the engine and sliding against other metal; being under load, or even fuel in up to 100 times a second in some the oil. cases. Without oil the whole works would grind to a halt quicker than There’s a reason manufacturers you can say ‘shoulda bought an oil used to fit oil pressure gauges pressure gauge’. when people worked on their own

Consider an oil pressure gauge as being a little like a mechanical

cars. The practice seems to have stopped since people stopped doing that.

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BOOST

Favoured by the ‘Fast and the Furious’ crowd, a boost gauge is vital to ensure your riveted-in ﬂoor pan doesn’t fall out mid granny-shift. Something double-clutching would have no doubt avoided. Hilariously inaccurate movies aside, boost gauges should be rather far down your priority list. They serve an important purpose in turbocharged applications – but always seem to be at the top of the list because they’re fun to look at.

ES YOU With boost, EGT and water temperature all within the driver’s eye line, there’s not too much that can go wrong with the engine without being aware of it

A boost gauge tells you how much pressure your turbocharger (or supercharger) is pumping into your engine. Nothing more, nothing less.

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Too little boost means your turbo (or supercharger) isn’t doing its job properly; and could be warning of a mechanical fault or failure requiring immediate attention. Too much boost has the potential to do catastrophic damage to your engine’s internals. If you have an aftermarket turbo system or have ﬁtted modiﬁcations such as intercoolers, exhausts, or tuning chips and modules, a boost gauge is handy to keep an eye on things. For everyone else, the little orange turbo light on the dash will be enough to keep you on the straight and narrow.

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OUTBACK GOURMET

SPICY

MEAT LOAF WORDS AND PHOTOGRAPHY BY JO CLEWS

Mince is one of those wonderful products that can be turned into so many diﬀerent dishes, and at less than $10/kg it makes for very economical meals to feed the family. This meatloaf recipe is just another one to add to the list and to try out next time you are out bush.

method

Mix all ingredients (except the bacon) together in a bowl and allow to stand for about 15 minutes to let the oats absorb the moisture.

about 45 minutes. Remove foil and scrape coals to the centre. Cook for a further 30 minutes or until browned on top. Allow to stand for a few minutes before slicing. Serve hot with vegetables and gravy or cold with salad; it is even delicious as a sandwich ﬁlling for lunch the next day.

Line a loaf tin with the bacon rashers and pack the meatloaf mixture ﬁrmly in. Cover with a layer of foil and cook on a low trivet in your camp oven, with the coals scraped to the edges of the lid, at a moderate temperature, for AUSTRALIA’S MOSTCLICK READHERE 4X4FOR MAGAZINE NON-INTERACTIVE VERSION | PLEASE INTERACTIVE MAGAZINE

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Tip. For a bit of a surprise, lay three hard boiled eggs through the middle.

INGREDIENTS

Press half the mixture into the tin, lay the eggs end-on-end, then surround and cover the eggs with the rest of the meat mixture.

i 1 carrot grated

Tip. Try using other minced meats like chicken, pork and lamb for a change instead of beef. Tip. This is a great dish to hide other grated or ﬁnely chopped vegetables like spinach, potato and sweet potato in.

i 500g beef mince

i 1 onion ﬁnely diced i ½ cup of quick oats

i ¼ cup of tomato sauce i 1 egg

i 1 teaspoon salt

i ½ packet of French onion soup mix i ½ teaspoon paprika

i ½ teaspoon crushed garlic

i ¼ teaspoon cayenne pepper i 4 rashers of bacon

Tip. This recipe can be cooked in a home, caravan or camper trailer oven with a moderate temperature. ENGELAUSTRALIA.COM.AU NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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Four-wheel drivers come in all shapes and sizes, and their approach to modifying their beloved fourbies is just as varied – which is why we love checking them out so much. There is no one correct way – for some folk who are time poor or less handy with tools, the best option is to drive into the aftermarket shop as often as the budget allows and have them ﬁt some more cool kit.

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While seeing all the latest gear rounding out a production rig provides a few ideas for our own wish list, there’s something even more inspirational about someone who doesn’t need the latest model off the showroom floor or a gizmo just for the sake of a gadget. Especially when they’ve built their own unique off-road conqueror.

As Richard Nicholls, the owner of this tidy Prado, told me: “Building a 4X4 isn’t about bolting lots of bits together, it’s about understanding how one part aﬀects another and adding them to ﬁx some of the vehicle’s limitations and complement its already great capabilities.” Couldn’t agree more, mate!

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THE OWNER There’s plenty of reason to respect Richard’s quietly voiced but clearly thought out opinions. He’s worked professionally to build and modify four-wheel drives for off-roading racing and expeditions, and was a regular competitor at UK events. And he’s managed to turn his love of off-roading into a permanent career – transferring his knowledge and expertise to hundreds of people attending either nationally accredited or recreational training courses – most recently for his own company ‘Adventure Offroad Training’ in Perth.

CUSTOM TOY

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Despite growing up in the UK where the farm Land Rover tried to sink its tyres deep into his DNA, Richard is pretty much a Toyota tragic. That farming lifestyle instilled Richard’s love of oﬀ-roading from the age of eight, and his ﬁrst 4X4 was a Toyota HiLux – that he was customising and modifying at the age of 19. He’s since owned a total of four HiLuxes, three 4Runners and three Prados. So he knew exactly what he wanted for his latest steed … and just how to get the most out of it.

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THE 4x4

Richard’s current ride is a 2009 Toyota Prado VX 3.0L D4D auto that has been lovingly and painstakingly modified since he drove it off the dealership floor. For Richard, the Prado is one of the best mid-sized all-round capable off-roaders you can buy; when you weigh up the whole package of chassis design, suspension configuration and body style. Plus Richard didn’t have the luxury of multiple vehicles in the garage – he needed a vehicle that he could use when running training that would be a mobile office doubling as a recovery demonstrator. Plus it needed to transport the family and be able to carry all the gear for

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safe and enjoyable trips away. Richard did grimace a little – while the relatively compact Prado can manoeuvre neatly in tight spaces, it’s similarly compact inside. With space at a premium, every modiﬁcation has been considered from all angles to squeeze in as much as possible – and then reengineered to shoehorn in a few more essentials. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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THE modifications From top to toe, Richard has tweaked the Toyota starting with Kumho KL71 mud tyres on the latest FJ Cruiser rims – which gives him a 30mm wider track than the standard wheels, helping to avoid tyre rub from the chunky muddies on full lock. Richard gave twin thumbs up to his third set of these tyres – they work well on many diﬀerent surfaces and he’s yet to puncture one (hopefully those don’t prove to be famous last words).

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The drawers are built from aluminium, making them very light yet tough enough to handle endless corrugations

While retaining a standard engine, transmission and driveline – with just a little bit of help from front and rear ARB Air Lockers – Richard’s done some major upgrades to the suspension. Relying on many years of modiﬁcation experience he chose to custom import Icon and Total Chaos suspension from the US of A. His choice was a good one with both on-road and oﬀ-road handling dramatically improved from OEM due to extended travel shocks with adjustable compression and rebound damping, upper control arms and hydraulic bump stops.

YOTA PRADO It's not every day the troops bog a 6X6 on the beach, but when they do, they take the easy way out !

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1 Richard’s fabrication expertise shows up down under. He custombuilt his own near-on impenetrable under-body protection for full cover from foremost to rearmost, with integrated rock sliders and Adventure Products recovery points front and back. While happy with a stock ARB deluxe winch bar to hold up ARB Intensity LED spots and a Warn Zeon S10 electric winch, Richard tweaked the ARB 80 series rear wheel carrier to suit the slight differences in the Prado frame. This gave him a matched sense of style but offered fast access to the rear Tanami drawer system – as the bar incorporates slam locks rather than the patiencetesting over-centre latch design. Not totally happy with the original modifications and always seeking improvement, Richard added 100 Series side wings that come all the

way through to the wheel arches. Rounding out the exterior look is an ARB aluminium roof rack carrying four MaxTrax – although Richard is now thinking a ﬂat platform rack would work better (yep, the Prado is, and always will be, a work in progress). And despite getting a great ride from his custom suspension, he’s thinking the new Old Man Emu BP51 bypass shocks would now be his ﬁrst choice. Richard has removed part of the split second row seats to extend the three-drawer lightweight extruded aluminium drawer system to a platform at the rear of the driver’s seat. In front of the drawers lives an ARB 60L fridge with a Front Runner 40L water tank alongside. Having the fridge right up front allows passengers to pass out the cold drinks without needing to stop the vehicle.

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2 Very handy. Richard’s focus on safety shows in the ﬁrst aid kit and large ﬁre extinguisher easily accessible from the driver’s side passenger door. Richard deliberately refers to his banks of switches as ‘cockpit controls’ – and there’s plenty of buttons up front. For directions,

That is one well-protected undercarriage – all bash plates were built by Richard

The homebrew sliders are neat and functional

Remote reservoir shocks and aftermarket upper control arms on the front end increase ﬂex and ride comfort signiﬁcantly

A place for everything and everything in its place

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CHECK OUT THE

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there’s an in-dash Toyota nav system plus a Hema HN7 and a 10in android tablet running OziExplorer on a ram mount. Given he carries a back-up map book behind the seat, I don’t like anyone’s chances of successfully telling Richard to get lost. He’d have no problem hearing the suggestion with an Icom

80-channel radio remote-mounted under that handy fridge platform, and matching 80-channel handheld with neatly concealed charging station in an otherwise unused rear cup holder. In the forward centre console are four switches to control the planned cameras for all-round vehicle viewing – reducing the

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ARB bar work, Intensity driving lights and a Warn winch on the front end. Nothing revolutionary, but you know it works!

need for lazy passengers to get out and footprint on anything but the gnarliest terrain. Richard happily points out his three ‘lights of success’ for front, rear and centre diﬀ locks. Plus there’s the control for the Redarc Tow-pro electronic brake controller. Neatest of all is a set of eight micro switches that have a remote-mounted controller that can be programmed to operate all his accessories – from the winch to the spotlights. In case you were wondering … yep, there is a second battery (with a Redarc

BCDC1225 control unit). But if you were trying to guess just what this awesomely-designed and well-rounded rig has set Richard back, then my lips are sealed. Although Richard’s better half probably has a fair idea, there’s no need to upset the marital bed by putting any big numbers in print. Especially when Richard is still working on adding in a remote winch controller, those surround car cameras, and maybe an exhaust upgrade.

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TIPS DON’T GET STUCK ON THE BEACH THIS SUMMER. THESE TEN TIPS WILL SEE YOU TACKLING THE SOFT STUFF LIKE A PRO. WORDS BY DEX FULTON

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Beach driving has to be one of the best things about owning a 4X4, I reckon. You don’t need the latest and greatest mods on your vehicle – most stock four-wheel drives are more than capable of tackling the sand – nor do you have to travel too far from most capital cities to ﬁnd your own slice of coastal camping paradise. And let’s not forget that over 1.5 million square kilometres of our country is classiﬁed as desert … so sand driving is

SAND DRIV

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a big part of how we go oﬀroad as a nation.

When done correctly, sand driving is relatively easy on your driveline; so the chance of breakages ruining an otherwise fun trip is greatly reduced. However it is not without its pitfalls. There’s more to it than locking the stubby lever in and standing on the loud pedal. With that in mind we thought we’d throw together a few sand driving tips that’ll see you hitting the soft stuﬀ with conﬁdence.

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Grab yourself a tyre deﬂator and gauge in one – the best 30-odd bucks you can spend on your 4X4

n more tyre contact Lower pressures mea more ﬂoatation patch, which means

TYRE PRESSURES

When you’re on the sand, tyre pressures are arguably the largest factor in ensuring you make it through. It’s impossible to tell you which pressure to run though, as there are several variables that are dependent on individual vehicles. Weights, tyre sizes and even vehicle types all play signiﬁcant roles in determining your pressures. Sand as a terrain is also constantly

shifting and can have different densities. Down near the water it’ll be firmer and easier to drive on; whereas up in the dunes the drier sand will be much softer, particularly if the area you’re in hasn’t seen rain for a while. As a rule of thumb, if you’re driving a full-size 4X4 wagon, start at around the 20psi mark and head south from there depending on conditions. Don’t go lower than 16psi as you’re starting to run the risk of rolling the tyre bead off the rim below these pressures (more on that later). With that said, if you’re below the high tide mark and you get stuck it may be worth dumping more air to try and get out. Just make sure you air back up to a safer pressure as soon as you can.

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BRING A SHOVEL

Sooner or later you’re going to get bogged on the sand. Don’t feel bad, it happens to the best of us – it’s simply the price of entry into the world of sand driving. First thing to do is to stop trying to drive out of it; you’re only going to dig yourself in deeper. Second thing is to try and reverse out of it – your tyres

eﬀectively created a ramp into the hole that you’re bogged in, and more often than not you can back right up it. If that doesn’t work, you could try dumping more air out of your tyres … but you’re only going to have to pump them back up, so if time is not a factor, break out the shovel. The aim is to dig yourself a ramp out of the hole you’re in, and it’s pretty much guaranteed to work.

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TRACTION AIDS

If traction aids are in your recovery kit, they’ll pay for themselves when you’re stuck on the beach. Simply use them to dig the sand out from in front of your tyres and wedge them down under your wheels. Some gentle acceleration later and presto, you’re free.

The key is gentle acceleration. Flooring it will leave you still stuck and with a buggered pair of traction aids.

While traction aids are a worthwhile thing to have in all sorts of terrains, I reckon they’re at their most useful when you’re in the desert or cruising over some beach dunes.

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WHEEL SPEED AND MOMENTUM

In nearly all oﬀ-road situations, torque trumps horsepower. Not so on sand. Wheel speed gives you the highest chance of maintaining forward momentum and for that you want plenty of ponies under the right boot. To be honest, this is only really a problem for older diesels as modern units are quite high revving and have enough acceleration to keep you moving forward; but it’s worth noting.

When you’re driving up a dune, the key is to have just enough momentum to see you cresting over the top of the dune. Have too little and you won’t make the climb. Have too much and you’re in danger of launching your 4X4 into the air, or carrying too much speed into a situation where you can’t always see what’s up ahead. This is actually really important. People have tragically lost their lives after ﬂying over the top of a dune into another vehicle coming from the opposite direction. Which brings me to my next tip …

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SAND FLAGS

Have a sand flag fitted to your vehicle when dune driving. These are usually highvis orange flags that are attached to a long pole fitted to your bullbar.

You can make one yourself for a few bucks (out of some PVC pipe and an oﬀcut of vinyl), or they’re available from a range of commercial outlets. Any 4X4 store should be able to point you in the right direction. Even if the numpty on the other side of the dune doesn’t have one, at least they’ll know you’re approaching.

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STRAIGHT UP, STRAIGHT DOWN

Say you’re attempting to climb a dune. You don’t make it and need to head back down to the base to give it another attempt. Do NOT try to turn around! The correct procedure is to reverse back down in a straight line. If you try to turn around, your low-side springs will be compressed

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while your high-side springs will be trying to unload – the result being a high possibility of a rollover. Always avoid travelling side-on when you’re on a dune. Sand shifts, and what you thought was a nice gradual slope can overcome your vehicle’s centre of gravity in no time. Straight up and straight down the dunes, folks. Don’t become the cautionary tale.

VING TIPS

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WATER CROSSINGS

Quite often on beach drives you will comes across tidal run-out creeks that you will have to cross. These may seem shallow and easily tackled but they can be deceptive. Quite often they will be moving incredibly quickly, and they can conceal deep holes along the base of the creek. Always walk them ﬁrst and make sure you

mark out any suspicious areas. Also, the drop down into these crossings can be notoriously steep. We’ve probably all seen those pics online of people who have tried to cross these things without taking the proper precautions ﬁrst. They end up with their bullbars buried in the sandy base of the creek while that salt water washes over their bonnet, engine bay and lights – causing no end of havoc. Take your time here, guys.

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Imagine seeing this drop-oﬀ at speed after it’s too late …

SUNNIES – THEY’RE IMPORTANT

The thing about beaches is they’re all the more fun to visit when the sun’s out, there’s not a cloud in the sky and the temperature is warm. The thing is, when you’re driving down the beach with the noon-sun high overhead, it becomes nearly impossible to spot washouts and erosion ditches until you’re nearly on top of them. If you can imagine plunging into a three-foot deep hole at 80km/h you can probably work out that neither your back nor your suspension will be too happy about it. The ﬁrst way to avoid this is kinda obvious: Slow down. Almost every beach in Australia has speed limits, and the police are active in popular spots in enforcing them.

The second thing is to get some quality sunnies, preferably polarised. These highlight the gradations in the sand much more eﬀectively as they remove the sun’s glare, giving you time to both see and react to any sharp changes in the terrain up ahead.

Quality sunnies like these ones from Spotters can make a big diﬀerence when sand driving

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STEERING

Steering on sand is as much about throttle input as it is about turning the wheel. It’s a bit disconcerting when you’re starting out – you turn the wheel to the right and your vehicle wants to keep on going forward. It eventually catches a ridge, and out of nowhere your 4X4 twitches to the right suddenly. By applying a little throttle as you turn in, you’re encouraging your vehicle to head in the direction you want … rather than letting the soft stuﬀ dictate when you’ll actually turn.

While we’re on the subject of turning, make sure you only apply smooth input into the steering wheel too. If you jerk the wheels too sharply, the low tyre pressures you’re running can cause the bead of the tyre to roll oﬀ the rim. While this is not the end of the world, it is a pain in the backside. To reseat the bead, clean all the sand out of the rim and tyre and wrap a ratchet strap around the circumference of the tyre before attaching a compressor and reinﬂating. There’ll be an audible ‘pop’ when the bead reseats. Speaking of compressors …

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AIRING UP

Once you’ve ﬁnished playing on the beach, you’re going to need a means of replacing the air in your tyres … that air you dumped at the start of your drive. There’s no shortage of 12V compressors on the market which will have you back up at road pressures in about the same time it takes for a quick cuppa, and they’re incredibly aﬀordable these days too. Not only that,

they’re excellent for blowing up inﬂatable beach toys, air mattresses, the kids’ footy …

Oh, and don’t forget once you’re home to give your fourby a good wash. Sand and salt will rust out your vehicle quicker than anything, so make sure you don’t overlook the underbody. Those garden sprinklers that move along a track are perfect for this. Set up the track under your 4X4, turn on the hose for half an hour, and you’re set.

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UNSEAL

READER

JASON’S DISCOVERY

most capable go-anywhere 4WDs around” and it seems the general Jason’s 1998 Land Rover Discovery consensus with Disco drivers is has a neat little set up for touring. resounding satisfaction with how He has heavier springs and shocks they run. Jason undoubtedly fits into with a 2in lift, dual batteries, an ARB that group, hoping to get another bull bar and all terrain tyres. He 10 years of hassle-free adventures says it’s a pretty versatile car and out of it. He’s so chipper in fact, that uses it to tow his Jayco Outback he doesn’t mind that the 2.5L Tdi camper trailer most places he goes, engine is underpowered because it but for the harder-to-get-to places gives him more time to look around he switches to his heavy-duty to see the awesome scenery this off-road trailer – talk about being country has to offer. Great rig, great spoiled for choice! attitude, mate! Jason described his rig as “one of the

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LED 4X4

RS’ RIGS JAMES’ HILUX SR5

James has owned his Toyota 2006 D4-D dual cab HiLux SR5 since new and in that time clocked up a cool 320,000km and an impressive amount of mods. By the looks of things he’s been down to his local ARB store and ticked every box with them, including all bar work, a Sprint canopy, LED lights, and 60L fridge-freezer – to name only a few. The extended diﬀ breathers, Air-Tec TJM snorkel and 17in Allied Scorpion A/Ts come in handy on trips out from his home in Brisbane to Fraser and Stradbroke Island, and the hot/cold shower and Long Ranger fuel tank have helped turn this HiLux into an excellent touring

rig. James hasn’t neglected the interior though, ﬁtting Recaro seats for comfort, and Kenwood speakers and a Pioneer entertainment system to make trips more enjoyable. He’s got extra power coming from both his Steinbauer PowerModule and Taipan stainless steel exhaust system and waves of jealousy coming from us over at here at Unsealed 4X4.

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TULLY’S LANDCRUISER

Springs and WA. Mods have been necessary for Tully as ’roos, pigs Tully’s life as a four-wheel driver and goats regularly crossed his started 40 years ago when he path; his car still bears the scars of first fitted a Holden 186 motor an untimely midday encounter with into a 1950’s Land Rover. Two an emu not too far from Bourke. Patrols and two 100 Series’ later, He’s had a bull bar fitted, twin and Tully is the proud owner of a spotlights, a fuel-water separator, 2005 LandCruiser TD. He uses the diff breathers, HD King Springs, HD ‘Cruiser to tow his 25ft caravan, shocks, a roof rack, awning and which makes for a pretty comfy basecamp when he’s out exploring front safety camera – with plenty the bush. He’s been to the Victorian more projects still to come. High Country, North Queensland, Oodnadatta, Innamincka, Alice

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NEIL’S FJ CRUISER

Neil’s impressive list of mods is longer than the space we have to tell you about them. From window tinting to floor mats to seat covers to rock sliders, Neil’s turned his FJ Cruiser into a machine of his own making. Notable mention should however go to his ScanGauge II, which helps monitor his vehicle’s vital organs, BRC diff breathers, 1.4m Eezi Rooftop tent, ICOM IC440N UHF radio, and Goodyear Wrangler MT/R Kevlar tyres to get him through the rough stuff. Neil told us he’s had ‘many’ add-ons (which feels like an understatement) to accommodate his

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travels, whether it’s for long-distance touring or weekend and day trips. Stay tuned for a full write-up on Neil’s custom rig in a future issue, where we’ll take a closer look at his enviable list of modiﬁcations.

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It’s no secret that the team here at Unsealed 4X4 are massive fans of slide-on campers. They allow you to tow a boat, or not tow at all; they’re lightweight, easy to set up and allow your vehicle to retain all of its off-road capability, which is important when you’re getting into the rough stuff. Anyone who tows a trailer over true lowrange terrain will know how much more difficult it is on both the driver and vehicle. By using a camper that’s attached to your ute’s tray, you’ve got all the creature comforts of a camper trailer

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or small caravan with none of the drawbacks of towing. Yep, slide-on campers sure do make a lot of sense I reckon.

That’s why we were pretty excited when we recently got the chance to check out the new offering from Queenslandbased company Travelander. It was started up nearly fifteen years ago in a dirt-floor farm shed on the Sunshine Coast by husband and wife Darren and Julia Holger, and has grown from building four models a year to over 120 at last count, so they must be doing something right.

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Apparently they came up with their camper idea after a particularly rain-soaked trip to Fraser Island with their young kids. The story goes that the babies couldn’t be kept clean or dry and after a few days of pulling her hair out Julia announced that she was “ﬁnished with tents”.

Thanks to Darren’s auto body engineering background they designed and produced the world’s first automatic set-up camper back, which is still the only slide-on on the market with this feature. It effectively takes the effort out of setting up your accommodation. Rock up to your campsite, release a couple of clasps, flick a switch and you’re ready to hit the hay. It makes things easier for older couples who may not want to be wrestling with tents or unfolding trailers, or if you’re just lazy like me, these things are as far from hard work as it gets. Before we start exploring the guts of the camper, it’s worth noting that Travelander produces their slide-on units in Australia, which is always great to see both from an Aussie jobs point of view but also so the customer knows they’re getting NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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2 3

There’s no shortage of neat little touches to remind you that you’re in a top quality camper

There’s plenty of storage inside, and enough room to swing a cat…if you’re into that sort of thing

The stove runs on methylated spirits (no gas bottles here) and is accessible from inside or outside the camper

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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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a top quality product. And looking are purely optional). at the fit and finish on this unit, the Interestingly, they’ve also done quality is certainly not lacking. away with gas bottles completely which is a great idea in my book The latest tray back camper unit as it does away with a fair bit of was developed after the Holger’s took a bunch of clients with the weight and potential danger. The hot water heater and fridge run on older model camper on a trip diesel, while the kitchen stovetop through the Simpson Desert and asked for their feedback on where runs off metho. Speaking of the kitchen, it’s been redesigned to things could be improved. How provide both internal and external great an idea is that! access to cooking and the pantry. As a result, the new premium So if the weather’s nice, you range has inclusions like a stepcan enjoy burning your snags out shower cubicle with a hot in the great outdoors or if you water shower – positioned so that accidentally find yourself up north you can walk straight back into during monsoon season, you the camper once you’re done (so can still have a hot meal without nudey runs through the campsite getting saturated. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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The internal and external drawers have all been upgraded to ﬁbreglass, which is lighter and allows for more storage room as well. The water tank has been moved for better weight distribution and is now larger to boot. All electrics have been improved with a REDARC battery management system, a 600W inverter and plenty of 12V outlets for all of your charging and accessory needs. This is all powered by a deep-cycle battery which is charged oﬀ the tow vehicle via an Anderson plug.

Winter camping is comﬁer than ever thanks to the diesel-powered heater too, so taking your Travelander away is truly a yearround prospect. Hmm, I wonder if they’ll lend us one when it comes time to hit up the High Country in June? Prices start at $33,000 for a singlecab premium slide-on, which is about on par with a high quality camper trailer, without the hassle of having to tow it. For more information on the new Travelander range, visit www.travelander.com.au or speak to the team direct via 1300 2TRAVEL. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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It’s the Swiss-army knife of campers

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EVER

EAVE HOME

WITHOUT BECAUSE NOTHING’S WORSE THAN KNOWING YOU COULD FIX A BREAKDOWN …

IF ONLY YOU HAD YOUR TOOLS. WORDS BY DEX FULTON

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Breakages can happen at any time. Sometimes they happen when you’re ﬁve minutes from home, the broken part is something minor and you’re able to limp the vehicle back to the shed to get repaired. But for those of us who weren’t born lucky, things usually go pear-shaped when we’re 500km from the nearest sign of civilisation and, if you somehow still have phone reception, roadside assistance is simply going to laugh at you and

maybe oﬀer to tell your Mum that you love her.

I’m sure you can see where I’m going with this – you need to have a tool kit on board for when you’re heading bush (or down to the shops) so you can get yourself out of trouble enough to get back to a repair shop or the shed. I get asked all the time: “Which tools should I have in the 4X4?” So here are nine tools I always take with me on long and short trips.

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MULTI-TOOL

There is no shortage of these things on the market, but for my money stumping up for a good quality unit is worth it. I remember when I ﬁrst got my Leatherman. I thought to myself, “I’ll never use this thing,” but I couldn’t have been more wrong. I’ve lost track of how many times I’ve needed a knife, screwdriver, pliers or wire cutters and my multi-tool has been put to good use. I’ve had it for quite a while, and it still gets used daily.

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COMPUTER TOOLS

This is a recent addition to my tool kit, and one I leave at home if I’m driving my mechanically injected diesel 4X4 … but put me behind the wheel of a late-model, computer-controlled fourwheel drive (which is all of them these days), and you can bet I’ll be bringing along some sort of software that’ll enable my laptop to talk to the on-

board diagnostics (OBD2) port on the vehicle. The software is readily available for pretty much every 4X4 online, and it can make clearing faults and diagnosing problems almost foolproof. With computers causing more problems in the bush than anything else these days, it’s a no-brainer to have a device that can talk to your 4X4 stashed in the back.

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12V TOOLS

Wiring problems are a common issue for 4X4s in the bush. Everything from the fridge breaking down to your headlights no longer working can usually be traced back to a faulty relay, fuse, connector or a short. Having a multimeter, crimping tool, cutters and some insulating tape (as well as a few spare fuses and connectors) will get you out of trouble and back on the track in no time.

HAND TOOLS

I know I don’t really need to explain why this one is important, but you can tailor your sockets, spanners and screwdrivers to suit your individual vehicle. Let’s say you have a Japanese-built 4X4. You’re not going to need any imperial tools for starters, so leave them at home. In fact, most Japanese cars can be pretty much entirely rebuilt with 10, 12, 13, 14, 16 and 17 mm spanners and sockets. You’d be amazed how few tools will handle a whole bunch of jobs. The same goes for screwdrivers. A couple of diﬀerent sized plus and minus heads will be all you need. Some later model 4X4s use Torx bolts (Jeep loves them), so have a check to see if you’ll need a set of bits to suit.

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TYRE PLUG KIT

Travelling to pretty much any remote touring destination carries an inherent risk of staking a tyre. Having the ability to fix the puncture on the side of the track yourself is invaluable, and can be the difference between getting there safely and waiting for a fourfigure tow. There’s plenty of comprehensive kits on the market and plugging a tyre is pretty simple once you’ve done a couple. My kit is always in the back of my 4X4.

HIGH-LIFT JACK

High-lift jacks are the best and worst thing in the world. The worst because they’re like the drunken brawler of the 4X4 world, just as likely to knock you out as look at you; but they’re the best thing since the shifting spanner in terms of versatility.

Apart from lifting your vehicle, they can be used as a press, vice, panelstraightening tool or even a winch if you’re really out of better options. The handle has even been used in the past as a replacement steering rod. Mine has only ever bitten me once, which was operator error … but I still treat it with a healthy amount of respect and suspicion these days. I’ve had it for over 20 years, and have used it more times than I can count, and it’s still going strong. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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SHOVEL AND AXE

A long-handled shovel is useful to have for a variety of reasons. You can dig fire pits and bush loos; and even dig your truck out of being bogged in soft sand. You can use it as a high-lift jack base, a skid tray for a stuck camper trailer and (if you’re desperate) even as a makeshift BBQ plate. As for an axe, they’re great for getting firewood (duh) and can help to clear fallen trees that are blocking the track. You can use the flat edge as a hammer. And your axe has a whole host of other uses too. We went camping up Pebbly Beach not so long ago and realised we’d forgotten our sand pegs. Out came the trusty axe – and a short time spent with some inch-thick branches later we’d whittled ourselves a set of sand stakes that lasted for the week we were there without a worry.

BRAKELINE CLAMPS

It’s the worst feeling. Going to step on the anchors and your foot goes right to the ﬁrewall. You coast to a stop and, sure enough, you’ve split a rubber brake hose. Luckily you read this article before your trip and you have a line clamp or two in the tool box. Throw the clamp on the line above the split, top up the brake ﬂuid and away you go … albeit a little slower than you were travelling before. NON-INTERACTIVE VERSION | PLEASE CLICK HERE FOR INTERACTIVE MAGAZINE

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UNSEALED 4X4

READER SURVEY

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METAL PUTTY

This stuff is great for holed fuel tanks, radiators, windscreen washer bottles, overflow tanks … anything that’s meant to hold fluid but doesn’t really.

A mate of ours snagged his fuel tank on a rock on a trip through the High Country a few years back. As we watched diesel drip steadily into the bucket we’d thrown underneath his vehicle, we thought that it was game over for him and that we’d be waiting hours for a ﬂatbed. Nope, he dived into his tool kit, grabbed a rag to clean the surrounding area and a tube of repair putty – and ﬁve minutes later we were back on our way. He later told us that he’d patched his radiator a couple of years before with the same tube and it was still holding up. While I’m not sure about the wisdom of not replacing the radiator (or at least repairing it properly), I couldn’t argue with the results. Since then a tube of metal putty always gets thrown into my 4X4 kit.

Tell us what tools you take

when you head bush

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THE EDITOR

THE FEW RUI Dex. It seems there’s a disturbing trend among four-wheel drivers. Dumping rubbish. I know for a fact that 99% of us are passionate about the bush and leaving it in better shape when we leave than it was when we came in. Nobody I know would ever think of littering or leaving rubbish around a campsite once we’ve packed up and are ready to move on, and everyone I’ve spoken to seems to feel the same way. Unfortunately there are some grubs among our ranks who think it’s ﬁne to dump trailer-loads of trash into our bush. Just a couple of weeks ago there was a big uprising over someone leaving a pile of garbage bags at Wheeny Creek, just west of Sydney. For those who haven’t been there, it’s one of the best spots for four-wheel driving within an hour of the CBD and is a highly valued place among us low-range enthusiasts, so you can understand why so many people got salty over it. These

THE M

geniuses actually left their personal information in the form of bills within their crap, and there were calls for blood all over social media.

While I’m not convinced that execution is necessarily the answer, I’m all for making examples of these selﬁsh idiots. I mean, who thinks that desecrating the bush with their ﬁlth is ok? I just can’t fathom how you’d arrive at the conclusion that doing that is not completely unconscionable? What’s worse, is that it gives those who would rather us real environmentalists get locked out of the bush more ammunition. These people are ruining it for those of us who do the right thing and have a healthy respect for the bush. It’s time for four-wheel drivers to start acting like we give a damn and take some responsibility for our lifestyle. We need to stop tearing up tracks unnecessarily, stop leaving even one piece of rubbish behind and if we come across dumped trash, roll up our sleeves and clean

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R’S COLUMN

INING IT FOR

MANY

it up. We won’t get any thanks for doing so but it beats being unfairly blamed for putting it there in the first place, and gives us our own ammo to fight back against those who would rather shut us out. “Four-wheel drivers ruin the land with their dumping of rubbish!” “Really? Over the last twelve months I’ve carried out over a tonne of rubbish left there by people in station wagons, what have you done for our land lately?” And that’s the kicker. More often than not you’ll find the worst rubbish dumping happens just off

Also, just on a positive note, we just had our biggest issue ever in terms of readership (how does 10 million page views sound!) so I just wanted to say a quick thank you to everyone who takes the time to read Unsealed 4X4. We’ve got so much coming up this year I’m like a kid at a Wiggles concert. We love hearing from you guys too so don’t be shy, drop us an email and say G’day.

the road along dirt tracks accessible by any 2WD. The deeper you head into real 4X4 territory the less you’ll see it. I’m not saying we’re all saints, but we get tarred with the wrong brush all too regularly. And it won’t stop until we take responsibility for it, even though the huge majority of us do the right thing. If you come across dumped rubbish, I strongly urge you to see if there isn’t something among it that can identify these knuckle-draggers, and report them to National Parks.

Dex.

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4X4 BOX

ADVENTUR

In this issue of Adventure Cinema, we take a loo the Australian outback and Pat Callinan show

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4X4 BOX OFFICE

ADVENTURE CINEMA

PAT DEMONSTRATES THE EFFECTIVENESS OF THE LIFESAVER BOTTLE, BY DRINKING FROM THE MOST DISGUSTING PUDDLE EVER!

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ROAD AND TR

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

WHAT’S HA

IN YOUR NECK O

TASMANIA VICTORIA

Fires have been causing severe issues throughout Victoria, with numerous road and track closures in place. Jamieson Track in the Separation Creek area and Bird Track on the Wye River are closed. Mt Diﬃcult road has been aﬀected, as has access to the Indigo Valley through Ironbark Lane. Most roads and tracks are still open to emergency services, so please respect them and clear a path if you hear sirens. Also, stay safe out there and avoid visiting the area unless you have to until the situation settles.

Tassie is also experiencing bushﬁres, and Gordon River Road between Strathgordon and Maydena are currently closed to public access. Scotts Peak Road is also closed for the same reason. Towards the northern side of Tasmania, numerous campgrounds and tracks are closed, including the Walls Of Jerusalem National Park and the Central Plateau Conservation Area. Mt Oakleigh Track is closed, as is the Arm River Track from the trailhead to Oakleigh Creek. The Tasmanian Parks and Wildlife have closed Liﬀey Falls Conservation Area and Reserve as well, so please respect the wishes and actions of these departments.

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RACK REPORT

APPENING

OF THE WOODS? QUEENSLAND

While Tasmania and Victoria are having issues with ﬁres, QLD is experiencing heavy rains and ﬂooding. The Birdsville Development Road is open, but with cautions in place; this applies to the Kennedy Development too. Urandangi Road in Piturie is restricted

to 4WD-access only. The Diamantina Development Road is also restricted to vehicles with high-clearance only, as is the Donohue Highway, which is open to 4WDs with high clearance. As a word of advice, never attempt to drive through a ﬂooded road or track, the risk is simply not worth it.

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ROAD AND TRACK REPORT

SOUTH AUSTRALIA

South Australia is also experiencing decent rainfall. Mt Dare and the Hamilton area are closed as the track is boggy and suﬀering from rain damage. The iconic Birdsville Inside Track is also quite damaged from rain. Rain has fallen quite heavily on the Strzelecki Track from Merty Merty to Mount Hopeless. Towards the QLD border, Cordillo Downs Road (especially near the Arrabury turnoﬀ) is still open, however cautions are in place, especially with soft creek crossings. Painted Desert Road is also restricted to 4WD access only, as there are several soft sections of track and potentially hazardous creek crossings.

NEW SOUTH WALES

While NSW has been experiencing some drastic weather of late, including flooding and powerful electrical storms, roads and tracks seem to be coping fairly well. The Carrathool Shire is experiencing flooding, and there are several closures in this area including Lachlan Valley Way, Gunbar Booligal Road, Mossgiel Road and Carrathool Road. Further North towards the QLD border, Silver City Highway from Packsaddle to Tibooburra is only open to 4WD vehicles with high clearance. The Cut-Line between Tibooburra to Borrona Downs is closed to all traffic.

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

hemamaps.com.au

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UNSEALED 4X4

EV’S DUAL BAT

I decided it was time to do something pretty special with my old GQ in the 12V department, and thought this would be a good opportunity to walk you through my latest modiﬁcation. Basically, I didn’t want a one-size-ﬁts-all dual battery system; and I have selected key parts to suit my

speciﬁc needs and budget rather than going for a kit … so to speak. And from early impressions, the extra eﬀort has certainly been worth it. The brain of my dual battery system is a CTEK D250S and Smartpass, which handles the

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STAFF CORNER

TTERY INSTALL

The FNB 4WD battery tray was simple to install, and easily ﬁts an N70 size Century deep cycle battery

charging of both batteries, and allows for direct solar input as well as an output for all accessories. Our local sparky swears by Century Batteries, so I grabbed the biggest deep-cycle battery I could ﬁt (N70 size). I also replaced the starting battery at the same time too, purely for

good measure. The deep cycle battery has been mounted in a vehicle-speciﬁc battery tray from my mate Chris at FNB 4WD in South Australia, which was really simple to install on the passenger’s side guard in the engine bay. Even the instructions were good!

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UNSEALED 4X4

EV’S DUAL BAT I like neat installs, so a Baintech control panel has been mounted in the rear of the Patrol – it runs my fridge and camp lighting on separate switches. This also has an inbuilt circuit breaker and voltage gauge that is handy; however I mainly use the supplied CTEK voltage gauge as it provides me with more information.

With the 12V system sorted, it is time to add a few more goodies like camp and reverse lighting

To avoid voltage drop, I used proven Narva cabling throughout the installation

Now, the heart of

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STAFF CORNER

TTERY INSTALL

In the rear of the Patrol, a Baintech control panel has been installed to keep things neat

DUAL BATTERY TRAYS

FRIDGE SLIDES

PX RANGER BATTERY SOLUTION

any dual battery install is the wiring. Not wanting to take chances here, I used Narva 8mm twin-core wiring for the control panel, and the thickest cable I could ﬁnd for the CTEK install. All that is left to do now is wire up an inverter and solar panel, and the Patrol will be ready for a few more years of tough tracks and remote campsites. And now I’ll be able to bring ice cream!

Click here, view our range online www.offroaddownunder.com.au

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MAGAZINE

CREDITS Editor Dex Fulton

Graphic Designer Laura Boshammer

Deputy Editor Evan Spence

Senior Graphic Designer Tanya Mills

Editorial Assistant Allysia Murray

Customer Service Manager James Fox

Journalist Sam Purcell General Manager Eldon De Croos Director of Sales and Marketing Mark Muras National Sales and Marketing Manager Edward WhitďŹ eld Key Account Manager Allan Goldby

Sub-Editor Trevor Lang Contributors Ray Cully, Vic Widman, Todd Hore, Tim Stanners, Jo Clews Photographers Brett Hemmings, Christina Rogers, Ray Cully, Vic Widman, Todd Hore, Tim Stanners, Jo Clews, Matt Fehlberg, Tommy Salmon

This issue of Unsealed 4X4, brought to you by those rusted bolts which actually came out easily Publisher Pat Callinan Publishing Pty Ltd

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SOUTHERN NSW

There’s plenty of adventure to be had in the Thomson State Forest

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