When Mazda parted ways with Ford to join forces with Isuzu, the result was the all-new BT-50, released in the second half of 2020 – a few months after its D-MAX twin.Sharing its platform with the D-MAX, the new BT-50 has managed to keep the bean counters happy at Mazda HQ, despite the obvious challenges of COVID. It now has a strong footing in the ute market, with the BT-50 registering a sales record of 1222 in January 2022 – just beating its previous best of 1193 units sold.Perhaps key to that success is the transplant of Isuzu’s extremely popular 3.0-litre, four-cylinder turbo-diesel engine. Already known for its reliability, that mill’s latest iteration is said to be the most refined and fuel-efficient ever, with the implementation of a new cast-iron block, internals and turbocharger.

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And now?

Mazda has started the new year by plugging a few holes in its BT-50 line-up and bookending it with two new variants, SP and XS.

Sitting above the GT but below the Thunder is the all-new SP, a model Mazda Australia expects will rival the likes of Ford’s Ranger Wildtrak.

The 3.0-litre-powered BT-50 SP is listed at $63,090 with the manual transmission and $66,090 with the Aisin six-speed auto, which puts it on par with the Wildtrak.

? Hello from the future! You can continue reading this story, or you can visit our latest BT-50 Range Review linked below.

REVIEW CONTINUES…

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As a premium variant in the BT-50 shed, the SP is equipped with an assortment of nice-to-have mod-cons including a leather-wrapped steering wheel, contrasting leather seat trim with synthetic-suede highlights, bum warmers, carpet in lieu of vinyl, and power-adjustable front seats.

It has also been enhanced cosmetically, courtesy of ‘gloss black’ applied to the fender flares, sports bar, exterior mirrors, and all the handles. Dark grey roof rails and side-steps, 18-inch alloys with a black-metallic finish, and a black grille with gun-metal signature wings give the SP a point of stylistic difference.

The SP also gets remote engine start and a manually-operated tonneau cover, which is very simple to operate.

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At the opposite end of the line-up sits a new entry-level variant, with Mazda slotting in a no-frills dual-cab dubbed the XS.

Now the cheapest 4×4 in the BT-50 range, the XS is listed at $51,240 in dual-cab pick-up 4×4 form. Alternatives are available in 4×2 configuration, with the cheapest of the lot – an XS single-cab chassis – starting at $33,650.What makes the XS interesting is that Mazda has replaced the familiar 140kW-450Nm 3.0-litre turbo-diesel engine with a new 1.9-litre turbo-diesel capable of generating 110kW and 350Nm.To alleviate some of the stress of fewer kilowatts and Newtons, the XS is considerably lighter than the more premium offerings in the line-up. For example, the XS dual-cab (4×4 variant) has a kerb weight of 1935kg, compared to the 2208kg SP auto equivalent (or 2198kg manual).

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This weight loss not only helps the 1.9-litre mill, but it allows the XS to increase its payload capacity to 1165kg, whereas the SP is limited to 892kg (or 902kg with the manual transmission). However, as expected, towing capacity decreases from 3500kg (SP) to 3000kg for the XS.Payload capacity spikes to 1380kg in the worksite-ready XS Single Cab Chassis 4×2 model.That the XS has a business customer focus goes some way to explain the implementation of a smaller capacity engine, which is said to be ‘highly efficient’ – figures suggest a combined fuel consumption of 6.7L/100km.

The 1.9-litre mill is paired solely with the six-speed automatic transmission – so no manuals, unfortunately.

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A few luxury features standard on the more expensive stablemates have also been slashed in XS trim. There are no leather-clad steering wheel or upholstery, dual-zone climate control, or front seat warmers.

Owners will also have to manually adjust the driver’s seating position … and put a key in the ignition. That being said, the pews in both the SP and XS variants are comfortable and supportive.The XS has a seven-inch touchscreen with a limited number of apps, but it won’t matter as Apple CarPlay and Android Auto are built into the system.

The SP upgrades to a nine-inch touchscreen installed with Mazda’s standalone sat-nav software, which, from first-hand experience, struggles to accurately measure traffic and bypass congestion – stick to Google Maps or Waze. Eight speakers (instead of two in XS trim) are scattered within the SP’s cabin.Unfortunately, touchscreen and temperature prompts need to be operated via small buttons instead of dials or knobs. A dial is much easier to operate – especially for volume control.

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1.9 On the road

Out on the open road and the 1.9-litre-powered XS clearly and quite obviously needs to work harder than the SP from a standing start to get up to speed – the diesel engine is at its most unsettled at this point.

On 100km/h highways, though, the XS will comfortably sit at around 1750rpm in top gear, remaining quiet … not quite whisper-quiet, but enough to become insignificant.It’s a different story in the SP, as engine NVH isn’t as obtrusive from a standing start or when overtaking slow road trains.

The diesel rattle will occasionally infiltrate the cabin when digging the pedal into the footwell, but most of the time for regular A-to-B driving it remains a pleasant affair.A bit of weight in the tray would go a long way to improving the ride comfort on undulating back roads, with rock-filled, pot-holed tracks disturbing the unladen rear end and delivering a few jolts up the vertebrae.

Simply strapping down 100kg in the tub would make a world of difference.

SP off-road

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All 4×4 variants in the BT-50 line-up are equipped with a part-time 4WD system with high and low range, which can be easily modulated via a dial on the centre console.

A driver-selectable rear locking differential is also standard – as it is on the new D-MAX – with the switch located next to the handbrake.Said diff lock was put to good use on an off-road circuit through the Lerderderg State Park, behind the tiller of an SP variant.

On a particularly difficult climb – on-road tyres, mind you – the SP scrambled for traction. Upon activation of the diff lock, the locked rear end, which disengages ETC when activated, easily pushed the vehicle to the pinnacle. On descents, hill-descent control works wonders.All things considered, the BT-50 SP remained composed off-road, aided enormously by the venerable 3.0-litre powerplant – yes, the side-steps scraped a few times and the leaf-sprung rear-end slapped around a bit on the really rough stuff. However, it came out the other side of the state forest, all while wearing OE road slippers.

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The Aisin six-speed auto also gets the job done off road, holding gears when it needs to, without being intrusive or overbearing.Unfortunately, we were unable to drive the XS off road, but we plan on getting our hands on one soon – so stay tuned.Both the SP and XS come with the full suite of advanced safety tech: Anti-lock Braking System (ABS); Autonomous Emergency Braking (AEB); Braking Assist (BA); Electronic Brake-force Distribution (EBD); Electronic Stability Control (ESC); Emergency Stop Signal (ESS); Hill Descent Control (HDC); Hill Launch Assist (HLA); and a Traction Control System (TCS).

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Mazda has added an all-new Lane Support system button to the steering wheel of all variants, allowing users to easily toggle the tech on or off with their right thumb.In a further addition to the range, an XTR dual cab can now be driven out of a Mazda showroom with a cab-chassis body style.Mazda Australia says that, on average, it currently expects a three- to four-week delivery time for new products – despite not being immune to the global semiconductor shortage.

Flashback

2022 Mazda BT-50 SP 4×4 auto specs

2022 Mazda BT-50 XS 1.9 4×4 specs

UPDATE, February 22, 2022: New Ford Ranger Raptor revealed!

The new 2022 Ford Ranger Raptor has been unveiled at last, and we’ve got a comprehensive rundown on everything you need to know. Catch our stories and big reveal video at the links below.

The story to here

February 10, 2022: The 2022 Ford Ranger Raptor is just weeks away from being revealed.

Ford has announced the next-gen Ranger Raptor will be unveiled at 6.00pm AEDT on February 22, with a short video being released to accompany the news.

While no details of the Ranger Raptor’s powertrain have been revealed with the teaser video, the engine shares a very similar note to the 3.0-litre EcoBoost twin-turbo petrol V6 found in the recently-unveiled Bronco Raptor.

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If the Ranger gets the same engine and tune as the Bronco Raptor’s V6 – which also shares Ford’s T6 chassis architecture with the ute – then the Ranger Raptor will see a doubling in its performance figures compared with the outgoing model.

The Bronco is targeting “more than 400hp”, or 298kW in new money, nearly twice as much as the 157kW from the current Ranger Raptor’s 2.0-litre twin-turbo diesel four-cylinder power plant.

More details will be revealed when the 2022 Ford Ranger Raptor is revealed on February 22. Stay tuned.

This recipe is a great one to do with children and is bound to satisfy post-dinner (or midday) dessert cravings. Word of warning, though: this dish is extremely delicious and will leave you wanting more.

Ingredients

• ½ bag marshmallows
• 1 bag mixed Allens lollies
• 200g dark chocolate bits
• ½ packet Milk Arrowroot biscuits
• 100g peanuts
• Butter to grease tin

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Cookware needed

• Campfire 9 Quart camp oven
• Baking tin

Method

1. Grease cake tin with butter
2. Chop all lollies in to small pieces
3. Crush biscuits for a thin base, add lollies and marshmallows. Mix well together in a bowl
4. Stir through dark chocolate bits and peanuts
5. Add mixture to cake tin, then place tin inside the camp oven. Bake over coals until golden brown
6. Cooking time 15 to 20 minutes.

UPDATE, February 12: A new report has backed up claims the next Nissan Patrol could switch to a six-cylinder engine in the coming years.

Industry publication Automotive News is citing a Nissan dealership contact in the US who has been briefed on the plans, with the Patrol – badged in North America as the Armada – set to replace its petrol V8 for a “more fuel-efficient” twin-turbo V6.

“Fuel efficiency is on everybody’s mind,” another insider told Automotive News.

“If they can get the same horsepower and torque out of a V6, why not?”

However, the Nissan Armada is manufactured in the US, while Australian and Middle Eastern markets receive Japanese-made Nissan Patrol models, suggesting the two related vehicles could be on different trajectories.

In December 2021, the US Environmental Protection Agency finalised tough new vehicle regulations, which require a 28.3 per cent reduction in emissions through to 2026 – a stark contrast to laws in Australia and Middle Eastern countries where more relaxed emission laws are enjoyed.

The difference could mean Australia’s Nissan Patrol will continue with the 5.6-litre V8 for a number of years, before potentially moving to the V6.

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The story to here

February 7: The next-gen Nissan Patrol may drop the naturally-aspirated 5.6-litre V8 found in the current model for a new twin-turbo V6 engine.

Citing an anonymous source from Nissan, a report from Instagram account cars_secrets suggests the new Patrol could follow in the footsteps of its main rival, the Toyota LandCruiser, by moving to six-cylinder power.

When the new LandCruiser 300 Series was introduced in 2021, Toyota replaced its 4.5-litre twin-turbo diesel V8 with a 3.3-litre twin-turbo diesel V6 in Australia, mated to a 10-speed auto, while some markets received the option of a 3.4-litre twin-turbo petrol V6.

According to this latest rumour, Nissan has been working on an all-new 3.5-litre twin-turbo petrol V6 since 2017, with plans to pair the engine with a nine-speed automatic transmission when the Y63 Patrol eventually arrives.

At this stage it appears the 3.5-litre V6 isn’t related to the V6 found in the ageing R35 GT-R or the upcoming Nissan Z coupe.

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While details of the powertrain remain scarce, it’s likely the new V6 would outperform the current-generation’s petrol V8, which produces 298kW and 560Nm.

The report out of the Middle East suggests the future engine and transmission will be available with low-range four-wheel drive, as well as with rear-wheel drive in some overseas markets.

Hard evidence has yet to surface of a replacement model being developed, though the Y62 Patrol expected to continue until at least 2024, having undergone a major facelift in 2020.

The Toyota LandCruiser 300 Series may be about to become a zero-emissions vehicle.

Japanese magazine Best Car reports Toyota is currently working on a hydrogen-fuelled internal-combustion engine, with the new-generation LandCruiser tipped to receive the powertrain first.

Unlike hydrogen fuel-cell vehicles, which are essentially electric vehicles with the added ability to convert hydrogen into electricity, this new engine would replace conventional fuel with hydrogen – igniting the substance just like petrol or diesel, but with virtually no harmful emissions.

Toyota has been vocal about wanting to keep the internal combustion engine (ICE) alive, forming an alliance with Subaru and Mazda in November in an effort to ensure they continue to be used, in the face of the wider auto industry’s shift towards electric powertrains.

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In May 2021, Toyota showed off a Corolla endurance racing car, which used a GR Yaris engine converted to run purely on hydrogen.

“What makes hydrogen special is that its combustion speed is eight times that of gasoline. That means a faster response. So low-speed torque almost immediately after the get-go and torque-strong response are what make hydrogen engines so good,” Gazoo Racing president Koji Sato said at the time.

“However, hydrogen’s quick burn rate results in high pressure and high temperatures, making heat management a technical issue. So, it becomes a matter of how to find a good balance for maximum output.”

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In December 2021, Toyota showed off a hydrogen-powered GR Yaris, with company president Akio Toyoda saying: “We’ve taken the first step to compete with and develop our hydrogen-powered engine with the mindset of taking on the challenge.”

However, it’s not the first time a production car has used hydrogen as a fuel. Between 2005 and 2007, BMW offered a special 7 Series model powered by a V12 engine which could accept both hydrogen and petrol.

The latest report out of Japan, citing an anonymous source from within Toyota, says the hydrogen LandCruiser is the “star of hope for internal-combustion engines,” but did not provide a timeframe on when the new powertrain could be expected.

LandCruiser 300 Series vehicles might be thin on the ground at Toyota showrooms due to supply shortages and long waiting lists, but that hasn’t stopped the proactive aftermarket from stepping up to produce touring Cruisers that adventurous Aussies want ASAP.

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As with most of Rambler’s existing chassis chops and stretches, they teamed up with ASG 4×4 to get the cutters and welder out for the serious metal work. ASG has SSM (Second Stage Manufacturer) approvals for such conversions and you might have seen some of Rambler’s previously converted vehicles in 4X4 Australia magazine in recent years.“ASG 4×4 had been working on the engineering for over a year before the release (of the 300) to ensure they were ready to go,” said Kris. “They currently have two 300s being converted, but there is still engineering to be done and SSM approvals, etc.”Looking at the renderings, the red 300 has a 350mm chassis extension, while the white 300 has a 650mm stretch.

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“Once the basic model was right we had to look to the market for who had released accessories,” explained Kris. “For the 350mm, we used an artist’s impression of what we think the TJM Venturer bar will look like on the car and modelled the suspension on Superior Engineering’s three-inch lift and 35-inch tyres on Method Race Wheels.”For the white car with the longer chassis they have rendered it with a TJM T13 Outback bar, side rails and steps recently released specifically to suit the 650mm extension. It gets a two-inch TJM suspension kit and rolls on 33-inch tyres.Both 300s feature trays and rear bodies from Spinifex Manufacturing, with a Mini-body on the white car and a Midi-body on the red one. Both rigs feature Lightforce HTX lighting and TJM winches.

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Once LandCruiser 300s become more readily available we reckon you’ll be seeing modified versions just like these touring all over the country. Thanks to the forward thinking of Rambler Vehicles, ASG 4×4 and TJM, the engineering and development will be ready for those wanting them.Kris says he is taking orders for them now and planning to have them out to customers and on the tracks in the last quarter of 2022.Check out www.ramblervehicles.com.au

Cultural revolution is a strange thing – it brought us rock and roll, generations of adventurers, and the occasional mullet. But sometimes things line up a whole lot cooler and it’s something that, quite frankly, is fantastic to see.Up in South East Queensland, in the home of beach driving, there’s a new wave of 4x4ers hitting the tracks, and they’re doing it a little different than most. There are no late-model utes with fluttering turbos or bush-doof stereos. But there is a whole bunch of young fellas spending their weekends camping in classic Land Rovers and spreading the good word. They call themselves the British Mafia and they’re here for a good time.Bodhi, at just 21, is the main man behind the brand British Mafia, and the owner of one of the coolest Perenties we’ve ever seen. For anyone not familiar with Perenties, they’re essentially a version of Land Rover Defender 110s specially designed for the Australian military with some rather unique factory modifications.

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Australian Defence Force

Bodhi’s Perentie first entered service for the Australian Defence Force way back in 1987, making it a Moorebank build (50 per cent of the build needed to be done in Australia per ADF rules). From the remanufacturing process, the Perentie versions had very little in common with the factory-built Defender 110s.Bodhi’s is riding high on a custom Perentie chassis. Up the back it’s wider to accommodate the spare tyre relocated from the tailgate to the undercarriage. The ADF specced that the whole frame had to be hot-dip galvanised as well, ensuring there’s zero chance of rust. The original tender also stated the whole vehicle needed to be able to withstand the twisting forces of being air-dropped in by chopper.

On the outside are a couple of notable ways to spot it’s a Perentie rather than a run-of-the-mill 110 Defender. The most obvious is the rear storage compartments behind the rear wheels, but Bodhi’s is still sporting the original ADF bullbar too. Hiding behind that bomb-proof bullbar is a full suite of LED lighting. Without fear of bombers from above, Bodhi’s able to safely light up the beach at night to spot any enemy washouts on his 12.

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One thing that’s far from military spec on Bodhi’s Perentie is the roof. With the Perentie originally leaving the factory with nothing more than a canvas sheet, Bodhi sourced a hard roof from an early Series Land Rover, giving the British wagon a unique look. He’s then covered the aluminium body from front to back in a tough paint job.The bulk of the panels are coated in Amsterdam Blue Green, while the trim pieces and roof have copped a layer or two of satin black over them. Giving the Perentie even more off-road ability is a four-inch diameter stainless-steel snorkel from Team Perentie hugging the A-pillar. Bodhi’s also fitted up a custom bonnet rack and trick stainless-steel honeycomb grille by Vic mob Rijidij Off Road.

Gearbox upgrade

Much to the annoyance of Land Rover fans, when the ADF were speccing up the Perentie to do serious duties, they decided the OEM Rover engines weren’t up to par. Instead, they sourced a Japanese engine in the form of an Isuzu 4BD1, a 3.9L in-line four-cylinder with no turbo and no worries.Despite putting out just 245Nm of torque, it was still more than the later model Defender boxes could be trusted with, so a four-speed LT95 Rover box was sourced from earlier models with a bearing upgrade in the transfer case. That transfer case sends drive full-time to the front and rear live axles.From the factory, the Perenties rode higher than a comparable Defender, but Bodhi’s now rides on Terrafirma shocks and two-inch taller springs front and rear. That’s given him room to squeeze in 35×12.5-inch Mickey Thompson Deegan 38 mud tyres wrapped around 16-inch steel wheels. A significant traction and styling boost over the original cheese cutters.

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With beach camping Bodhi’s primary goal, there are a few key modifications to make life easier. That Series Land Rover hard lid isn’t just for looks. It gives him a dry place to stash his gear, and provides a mounting point for the rooftop tent. Sourced from Aussie company Tough Gear Trading, the hard-shell rooftop tent is constructed out of aluminium with a clever Z-fold design for quick set-ups and maximum space once it’s up. There’s internal lighting fitted up top, too.Moving to the inside and Bodhi completely gutted the interior, washing out dust and grit from decades of Australian conflicts in foreign lands before laying down a fresh lick of paint. The spray-in bed liner from Dominator gives a tough non-slip surface and allows Bodhi to open the doors and hose out the interior after big beach runs, without concern of damaging anything.Above the front seats a custom headboard got pieced together and houses the stereo. It feeds into a simple speaker set-up with a couple of 6×9-inch speakers and a Kicker subwoofer for camp tunes. The bench seats in the back mean he’s never short of mates to help around camp.

No.5 trailer

With plans to do more touring in the big Perentie, Bodhi’s built himself a matching trailer. The ex-military No.5 trailer was originally built to match the Land Rovers that towed them, and Bodhi has continued that tradition with his modifications.

Coated in matching paint and riding on matching Mickey Thompson 35-inch tyres, it looks right at home behind his beast and gives the British Mafia crew bulk storage for everything they could need to create memories by the campfire.

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While Bodhi’s rig might not be the most modified we’ve ever seen, it’s definitely one of the most inspirational. There’s nothing like classic rigs, campfires and long nights with good mates as the waves roll in just a few metres away.

When it came time to build a shop truck to highlight just what BAW Automotive is capable of, it was an easy choice to sign on the dotted line for a 79 Series dual cab.

Owners of BAW Automotive, Brent and Amy Westbrook, have owned and built several four-wheel drives over the years, including a few Holden Colorados, a Hilux or two, and even a dual-cab converted 200 Series. After thinking long and hard about their next and most ambitious custom four-wheel drive to date, the 79 Series got the nod for a very simple reason.

“The 70 Series platform is by far the most common vehicle we see coming through our workshop,” Brent and Amy tell us. “By deciding to build one different to the rest, painting it in this unique Nori Green colour and taking our customers along on the ride, it has created huge reach and buzz in the industry.”

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The reason for building this particular 79 Series was to showcase the workmanship the BAW Automotive team churn out every day of the week.

The 70 Series platform is essentially limitless to what you can do to them, so a plan was hatched and a new Cruiser dropped off as a blank canvas.

“We wanted to create a rolling demo board to highlight the multitude of aftermarket accessories available to be installed by our talented team at our workshop,” mentions Brent and Amy. “Let’s be honest, it’s just another 79 Series, but we reckon the quality of what we have achieved speaks for itself.”

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We have to agree, this really is a stunning build that looks as good as it performs. Considering the entire process took roughly two-and-a-half years to complete, at an estimated cost of $300,000, it would have to be one of the neatest 79s in the country.

While building custom four-wheel drives is BAW Automotive’s business (and business is good), there were certainly a few struggles along the way for this project.

“We bit off more than we could chew,” admits Brent. “The idea that a new family business could build a vehicle of this calibre was a task equally thrilling as it was daunting. We pushed our limits financially and time wise, but thankfully the gamble has paid off.”

It probably doesn’t help that the BAW Automotive crew decided to build a new workshop at the same time as this Cruiser, a mammoth task on its own. As they say, in for a penny, in for a pound.

Front end

Phat Bars got the nod for frontal protection, and we think it looks mint! Not only does this bar work protect the front end of the 79 Series, it also houses a Carbon winch and an array of LED lighting from Xray Vision.

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Engine boost

It would be rude to leave the engine stock for long, so the BAW Automotive 79 Series has been tickled for more performance. What you can see is a larger PWR top-mount intercooler to keep intake temps down. What you can’t see as clearly is a Safari Armax performance ECU and turbo upgrade to help push those 35s on- and off-road.

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Tyres

The 35-inch Yokohama mud-terrain tyres fill the guards nicely, and look trick mounted on the 17×9 Grid Off-Road GD7 wheels. Look closely and you can see the upgraded braking system from Rugged Brake Systems.

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Canopy

Both the ¾-canopy and tray are from Boss Aluminium, providing a light yet robust platform to deck out for work or play. Inside, you’ll find a full Redarc electrical system, as well as an Enerdrive 200amp lithium battery to power the upright Dometic fridge and all-important Travel Buddy pie oven.

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Suspension

The four-inch raised and coil-converted suspension kit from JMACX also features 2.5 King remote-reservoir shocks to control the ride. This looks more like a trophy truck than a tourer, and we like that about the BAW Automotive Cruiser.

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GVM upgrade

Thanks to the JMACX coil conversion and rear axle housing, the Cruiser has an upgraded GVM of 4200kg – although Brent mentions if he were to do it again, he’d go for a 300mm chassis extension and the 4495kg GVM upgrade.

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Interior

Interior mods are out of this world, with an estimated build cost of $26K. A full Alpine entertainment system including 10-inch sub takes care of tunes, while a full-leather interior upgrade by Proseat Automotive handles comfort with a touch of class.

Slimline tent

That Boss Aluminium rooftop tent looks perfect mounted on to the Boss Aluminium alloy canopy. Brent and Amy tell us they love the product, because it’s top-quality and super easy to set up and pack down.

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Custom paint job

Not wanting to follow the crowd, Brent and Amy decided on a custom paint job. After much deliberation, they settled on a unique PPG Nori Green pearl, as well as a satin black finish on anything that used to be chrome.

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BAW Automotive’s LC79 details

ENGINE: PWR Intercooler, Safari Armax ECU, Safari Armax performance turbo EXHAUST: Custom stainless steel made by Hi-Frequency Fabrication DIFFS: JMACX rear track-width corrected rear housing with factory diff locks BRAKES: Upgraded kit from Rugged Brakes SUSPENSION: 4-inch lift, JMACX rear coil-conversion with 4200kg GVM upgrade, King 2.5 remote-res shocks WHEELS/TYRES: Grid Off-Road GD7 17×9 wheels, Yokohama MTG003 35/12.5R17 ELECTRICAL: Full Alpine entertainment system, 110L Dometic upright fridge, Enerdrive 200amp lithium battery, Redarc 2000W inverter, Redarc BCDC1240D, Hard Korr LED lighting, Narva 10-way fuse box CANOPY/PANEL WORK: Boss Aluminium M Spec M4 tray, with Boss Aluminium ¾-canopy and Boss Aluminium rooftop tent SPECIAL THANKS: All of the BAW Automotive team, JMACX, Boss Aluminium, The Bump Shop, A1 Custom Detailing, Clearview Accessories, Direction Plus, Safari 4×4 Engineering, Phat Bars, Xray Vision, Baxters, Hi-Frequency Fabrication, and Department Of The Interior

To find out more about BAW Automotive’s other projects and builds, head to: www.bawauto.com.au

Arctic Trucks – the Icelandic company behind the wild Mercedes-Benz Sprinter AT44 and Isuzu D-Max AT35 off-roaders – has announced the Mitsubishi Pajero Sport will join the squad in Russia.

As its name suggests, the modified Pajero Sport wears 35-inch off-road rubber, with wheel arch flares required to accommodate for the added width. The standard 265/60 R18 tyres are swapped out for a 315/70 R17 set, bringing greater grip across a range of terrains as well as a welcome increase in ground clearance.

In addition, the modifications include replacing the stock shocks and springs with heavy-duty Australian-owned Old Man Emu (OME) suspension at both ends, which also raises the height up to 1900mm (+65mm).

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Arctic Trucks will also install new front and rear mudguards, along with its badging and a large decal across the side of the Pajero Sport.

The increased diameter of the rubber and heavy-duty suspension has raised ground clearance to an impressive 270mm (+52mm), allowing for a 34.5-degree approach angle (up from 30 degrees) and a 28.8-degree departure angle (up from 24.2 degrees).

One aspect left unchanged is the powertrain, meaning the Pajero Sport AT35 continues to feature a 2.4-litre turbo-diesel engine producing 133kW of power and 430Nm of torque.

A naturally-aspirated 162kW/276Nm 3.0-litre petrol V6 is optional on the Russian-market Pajero Sport, and thus also available to be modified by Arctic Trucks.

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Last week, the firm unveiled its take on the Toyota LandCruiser 300 Series, which also sports the AT35 nomenclature and the host of modifications associated with it.

In the United Kingdom, the Isuzu D-Max is available with Arctic Trucks’ AT35 treatment from the comfort of an Isuzu dealership, which includes 35-inch off-road tyres, a strengthened chassis and Bilstein suspension.

Unfortunately, for locals keen to spruce up their own Pajero Sport, Arctic Trucks has no presence in Australia.

It has operations in Iceland, the United Kingdom, Norway, Finland, Poland, Russia, and the United Arab Emirates, with a focus on the challenging environments found in these markets.

Remember the first time you tackled a steep hill climb off-road? I do … and I was petrified.I was in my mate Beddo’s short-wheelbase Series II Land Rover and the climb in front of us seemed impossibly steep. He showed me how to engage low-range four-wheel drive by pulling back on the red lever, and then told me to select second gear.As I eased out the clutch, the little Landy leapt forward, surprising me with its low gearing, and it climbed that steep hill like a mountain goat, with me giggling nervously behind the steering wheel the whole way up.The key to safely and successfully tackling any steep incline is to have a mechanical understanding of your 4×4 and how to best operate it, as well as to understand the characteristics of the hill climb itself.That mechanical understanding can be as basic as whether the vehicle has a manual or automatic transmission, or a single- or dual-range transfer case, or whether it is a part-time four-wheel drive with manual or auto free-wheeling hubs, or a full-time four-wheel drive with a locking centre diff.

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It’s also important to know what kind of mechanical and/or electronic traction aids it’s armed with, and you should be aware of the available ground clearance, and understand how approach, departure and ramp-over angles will affect the vehicle’s capability, as well as what type of suspension it has and what tyres it’s fitted with.When it comes to understanding the terrain, you need to know much more than how steep the hill climb is, including what the surface consists of, how much (or how little) traction is available, whether there are deep ruts or other obstacles, whether there are other hazards about, and whether there is somewhere safe to stop or turn around if you need to. You should also be aware of suitable anchor points, such as big trees in case your initial attempt at the hill climb is unsuccessful and you need to use a winch.The best way to gauge what’s ahead of you on the track is to get out of your vehicle and walk it. Of course, you’re not going to do this for every steep hill climb you come across; but in the case of extreme climbs, it’s always best to err on the side of caution and have a look first.While you’re looking, keep an eye out for obstacles and hazards, and cast your eyes beyond the track itself; if, for example, you’re on the saddle of a mountain range, be wary of off-camber sections of the track and long drop-offs on either side.

Tyre pressures

As with just about all off-road driving scenarios, setting the correct tyre pressures is critical for success when climbing steep hills.

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The right pressure will depend on the vehicle, the tyres being run and the terrain type being tackled, but as a general rule, if you’re running light truck (LT) construction tyres and you drop pressures to around 22psi for steep rocky climbs or muddy hills, you will have a lot more traction available to you than if you run road pressures of 35psi or more.For more details on setting the correct tyre pressures for different off-road terrain types, read the 4X4 Australia ‘How to select correct tyre pressures’ guide.

Get the set-up right

Choosing the right vehicle settings for any steep climb is vitally important to success. If you drive an old-school part-time 4×4 with manually locking hubs, before you tackle a steep hill climb, you’ll need to lock the hubs, engage low range and (depending on the overall gearing of the vehicle) select second gear.Why not first gear low-range? If overall gearing is too low, you can end up with unwanted wheelspin and a loss of traction, so you’re better off selecting second gear low-range, which will hopefully provide low enough gearing that you can safely and smoothly tackle the incline without the engine stalling. If the hill is exceptionally steep, however, you may have to select first gear low-range to make it up, in which case you should go easy enough on the throttle that you don’t end up spinning the wheels.If you drive an auto 4×4, you can simply select low-range and Drive for steep hill climbs and rely on the transmission to choose the best gear for you. Keep in mind, however, that if the transmission suddenly drops down to first gear at an inopportune time, you could still end up with unwanted wheelspin.

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Some modern automatic transmissions have a second gear-start function that locks out first gear, enabling the vehicle to accelerate gradually on slippery surfaces such as ice without unwanted wheelspin; this first-gear lock-out also works well on steep inclines. Another option with some autos is to use the manual-shift function to select second gear which, depending on the transmission, should prevent it dropping down to first gear.Many modern computer-controlled automatic transmissions work in harmony with other vehicle systems like electronic traction control, and with Drive selected they will select the most appropriate gear for the hill climb and minimise the risk of unwanted wheel spin.For those with a full-time 4×4 vehicle, ensure the centre diff is locked before you set off; this will ensure equal drive is apportioned between front and rear axles. Likewise, if you have across-axle diff locks, engaging these for steep climbs with deep ruts will prevent unwanted wheelspin if you lift a wheel in the air, but bear in mind that locking the front diff will make it more difficult to steer the vehicle, so if there are tight turns on the hill climb get ready to disengage the front locker if needed.

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For those with modern 4x4s equipped with driver-selectable off-road modes, make sure you select the appropriate mode for the conditions ahead of you. If the steep climb is muddy and full of ruts, select the ‘Mud & Ruts’ mode, or whatever the equivalent mode is in your specific vehicle model, or if it’s a rocky climb select ‘Rock’ mode or equivalent.The different off-road mode settings tailor the way in which the vehicle behaves to suit different terrain types and, depending on the vehicle, these modes alter throttle response, power delivery, transmission response, traction-control sensitivity and various other parameters, so it really pays to set the mode to match the terrain.

Tackling the climb

With the track ahead surveyed and the vehicle set up to tackle the hill climb, you’re ready to go. In a convoy, wait for the preceding vehicle to clear the track before setting off in case it becomes stuck or has to reverse down the hill for another attempt. And watch the vehicle ahead as it makes the climb; if successful, you could follow in its tracks, but if it becomes stuck, you’ll know what part of the track to avoid.

As you begin the climb, build up enough speed to maintain momentum as you climb over track irregularities and, in the case of manual vehicles, not stall the engine, but don’t go so fast or you could damage the vehicle. If you think you’re going too fast for the selected gear, make a quick upshift, but try to do so where the track is not at its steepest, and be ready to downshift if the engine starts to labour.

As you tackle the climb, you’ll need to adjust the steering angle and speed to suit changing track conditions. If not too deep, follow existing wheel ruts; if they’re deep and you think you might run out of ground clearance, straddle the ruts, but be careful if the ground is slippery as you could slide in to the ruts anyway.

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Sometimes you won’t be able to see what’s ahead, such as when climbing obstacles or cresting drainage mounds, so take it easy in case there’s a steep drop on the other side. On a positive note, drainage mounds on long steep climbs, such as those in alpine regions, can offer a chance for a rest stop … but be sure not to block the track if driving in a convoy with vehicles coming up behind, and, if you do stop, alert other vehicles via the UHF, letting them know where you’ve stopped and on what side of the track.

On steep sections or climbing obstacles, always try to keep the vehicle pointed straight up the track; and if traversing sideways across an incline, you could get in strife or even a rollover. What goes up must come down, and on most steep climbs there’s always a chance of facing oncoming traffic. Mostly, the vehicle climbing should give way to those descending, because going down a steep, slippery track you won’t often be able to pull up safely. Always look well-ahead for oncoming vehicles and for wider parts of track where it will be safe to pass.

If you don’t make it

Occasionally you might tackle a difficult hill climb that you won’t safely ascend on the first attempt, in which case you’ll come to a stop. If you’re in a convoy, alert following vehicles to your predicament, and advise that they await further instruction/information (tell them to ‘standby’) while you assess the situation.If you stall a manual transmission 4×4 on a steep climb, and you need to back up; with the engine off select reverse (low range), let out the clutch, take your foot off the brake (the vehicle will not roll as it’s in gear) and, when you’re ready, turn on the ignition; the engine will fire up and the vehicle will then commence a controlled descent in reverse gear.Regardless of the vehicle you are driving (manual or auto), if you need to reverse down a steep hill, use the vehicle’s engine braking to keep speed in check rather than relying solely on the brakes. Most of the vehicle’s weight will be on the rear wheels as you reverse down the hill and if you stomp on the brake pedal you could lock up the front wheels and lose the ability to steer. If your vehicle is equipped with Hill Descent Control, activate it before reversing down the hill.If you need to continue reversing, try to find a safe place to turn around. It is much easier (and safer) to drive forwards down a hill than reverse down it. But don’t attempt to turn around on a steep or unstable section of track that could put your vehicle at risk of rolling over.

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If your ascent was interrupted because you ran out of traction or ground clearance, and if it is safe to do so, sometimes the best way to make it over a difficult section of track is to back up a bit and have another go at it. If this is not an option, or you don’t feel safe doing so, it could be time to drag out the recovery equipment.If a vehicle in front can safely back down to where you are, a snatch recovery might get you over the immediate obstacle, or if you have a winch and there is a handy anchor point, winching might be the best course of action. Sometimes you might just need to do a bit of track building by placing some rocks under the wheels or use a set of recovery boards to get out of your predicament. Whatever you do, take your time, and make a considered decision rather than rushing in to it.Don’t forget to let the rest of the convoy know when you’re on the move again, and advise following vehicles what obstacle is ahead of them and the best way to manage it, so they will have a better chance of getting through without becoming stuck.Once you’ve made it to the top of a steep hill climb, alert other vehicles in the convoy that it’s safe for them to proceed, and make sure you leave them enough space to safely stop once they have completed the ascent.Once at the summit, grab your camera and start taking photos of the spectacular vista before you. And keep an eye out for our guide to safely descending steep hills in an upcoming issue.

Gear you’ll need

Whenever you drive your vehicle off-road, you should always carry appropriate recovery gear. For steep hill climbs a winch is always handy, and it should be complemented with a winch extension strap, tree trunk protector, snatch blocks and shackles. Other handy recovery gear includes a snatch strap, long-handle shovel and recovery boards … and always wear gloves when using recovery equipment.Your vehicle will need to be fitted with suitable recovery points front and rear. If you are tackling difficult terrain, Light Truck (LT) tyres with either an all-terrain or mud-terrain tread pattern will improve capability, as will a suspension lift. Under-vehicle protection is also a sound investment.

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Spotter

On any difficult section of track, it pays to have a ‘spotter’ on the outside of the vehicle who can direct the driver and help out if any track building is required.Clear and concise communication is key to a good driver/spotter relationship, whether that be via UHF radio, hand signals or a combination of both. When it comes to hand signals, ensure both the driver and spotter are on the same page and keep signals as simple as possible, such as using hands to indicate steering angle, whether to stop or whether to inch forwards.Before placing rocks under wheels, or setting up any recovery equipment, make sure the driver knows what is going on and that the vehicle is stationary with the brakes on.

DOs

1. Know your vehicle and how to best to use it.
2. Understand the terrain ahead of you.
3. Use momentum to your advantage.
4. Lower tyre pressures to suit the terrain.
5. Carry recovery equipment and comms gear.

DONTs

1. Traverse sideways across steep tracks.
2. Drive until preceding vehicles have cleared the track.
3. Stop without alerting other vehicles.
4. Floor it in low-range first and spin wheels.
5. Rush decisions if you get stuck.