You can count the number of true four-wheel-drive icons on one hand – Jeep, Land Rover, LandCruiser, Patrol and the Mercedes-Benz G-Wagen. While the Mercedes might be the youngest model in the group, it has remained true to its original design more so than any of the others.

For 40 years the G-Wagen was hand made in very limited numbers using the same body panels, chassis and design but then in 2018, Benz came out with a second generation of G. The new-gen G retains its iconic look with a boxy body riding on a separate chassis, but that body is now wider and more streamlined and the chassis uses independent front suspension in lieu of the trusty live axles.

Until now, the new generation G-Class has only be available in Australia in hot rod AMG G63 form at upwards of $290,000, but that hasn’t deterred buyers with the company selling every one of them it could get into the country. Now we’ve been gifted a new model G in the form of the six-cylinder diesel-engine powered G400d.

The G400d lands at $233,776 plus on-road costs ensuring that the vehicle, which is still hand made in Austria, remains a fairly exclusive ride and not a 4×4 you’re likely to see towing a caravan around Australia. Although we’d like to see that!

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POWERTRAIN & PERFORMANCE

The G400d is powered by Mercedes-Benz’s new 3.0-litre in-line six-cylinder diesel engine, code-named the OM656 engine. The in-line six replaces Benz’s long-serving and widely used V6 diesel engine and is used in a range of the brand’s passenger cars and SUVs. In the G400d it makes 700Nm of torque and 243kW of power making it the most powerful diesel engine that Benz has ever fitted to a passenger car.

The OM656 engine uses a few technologies not normally seen on working-class diesels to improve its performance and clean up its emissions. The turbocharger is a single unit but incorporates two turbos working in succession like a twin-turbo set-up. This unit gives the best torque delivery right through the broad rev-range, but is more compact than a conventional twin set-up.

The engine itself employs an alloy block and cylinder head, and the head has variable lift camshaft on the exhaust side to optimise flow and emissions.

This engine is a sweetheart! Its power delivery comes in smooth and linear. The grunt is diesel-like but the sound not so much, being more subdued with not a hint of diesel clatter heard in the cabin. These characteristics make the engine very tractable and easy to drive under any conditions. Quite rewarding too if you put your foot down, however it falls short of the AMG G63’s turbocharged V8 in the smile-factor.

Yes, the G400d is more economical than the V8 petrol G63 with an official 9.5L/100km rating on the combined cycle and returning 11.9L/100km during our few days of touring with it. While that fuel figure might seem high by modern standards, you need to remember that the G remains a 2.5-tonne, brick-like wagon that takes some motivating.

The diesel engine is backed by a nine-speed automatic transmission that is faultless. I know some people don’t like it, I reckon Benz’s unique combination of a column-mounted stalk for Park, Drive and Reverse shifting, and paddles behind the steering wheel for manual gear selection, is the best system for both on- and off-road driving.

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ON ROAD RIDE & HANDLING

A major part of the changes made to create the second generation G-Class was ditching the live front axle and replacing it with double wishbone independent configuration. While the live axle is great for durability and off-road use, the IFS is far better for ride quality, road holding and dynamics.

This is clearly evident to anyone who drove a pre-2018 G-Wagen when they get behind the wheel of a new G-Class. The second generation vehicle steers more precisely, absorbs mid-corner bumps better and rides smoother than the older vehicle making for a better all-round drive experience. You still get a bit of bump steer from the rear axle on rough, unsealed roads, but it stays firmly planted and controlled on sealed surfaces.

The suspension uses coil springs and adaptive dampeners which you can manually switch between sport and comfort settings or let them adapt on their own. I was particularly impressed with them after leaving the lot from where I picked the car up and I was surprised at how much it lurched through the first low-speed corners. Yet further down the road at higher speeds, it cornered flat and stable on freeway exit ramps. Out on the open roads, they always feel just right.

The dampeners constantly adapt to different driving conditions including speed, cornering loads and road surface, to deliver the best performance and they do it surprisingly well. They are also specifically designed for off-road durability including resisting rocks, the extreme fluctuating temperatures found when crossing water and the rigours of dust and grime.

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OFF ROAD

If you think that the second-generation G would lose anything in terms of off-road ability by switching the front end from a live axle to IFS, you’d be wrong. The G-Wagen has never had a lot of axle articulation and wheel travel, even when it had live axles under both ends. Instead, it relies on its triple differential locks to keep things moving when it lifts a wheel or two.

The G-Wagen has a full-time four-wheel-drive system so it employs driver-activated diff locks for the centre, front and rear diffs to send drive to all wheels when the electronic traction control just isn’t enough. These work just as effectively on the newest models, although we weren’t able to put them to the test on this limited drive.

The G400s wears 19-inch alloy wheels with 275/55 tyres which serve it well for most conditions. However, uncommon19-inch wheels are a terrible size for anyone wanting to fit more rugged off-road-suitable tyres, but there is an 18-inch wheel option on the G400d that opens up a lot more tyre choices.

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CABIN & ACCOMMODATION

The G400 is equipped just as you would expect any Mercedes-Benz costing more than a quarter of a million dollars. Step inside and you are greeted by power-adjustable leather seats; digital screens that stretch two-thirds of the way across the broad leather-capped dash; a 13-speaker sound system and all the luxury and safety features you expect behind the three pointed star.

Most importantly to G-Wagon fans, the switches for the three locking differentials are still found proudly mounted high up on the dash, while the low-range button remains on the console.

The second-gen G was made wider to improve space within the cabin, which is certainly appreciated although this is still not a massive wagon. It’s more like an 80 Series LandCruiser in size compared to a 200 Series, or a GQ Patrol compared to a Y62 Nissan. There’s enough space inside for four adult passengers comfortably plus luggage in the back, but nothing like the interior space of say the Mercedes-Benz GLS wagon.

The front seat passengers sit upright in the tall cabin and are afforded a broad view through the flat windscreen. The back seat folds forward to increase load space but it doesn’t fold flat meaning there’s a step up to where the seat is.

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SAFETY

The G-Wagen might be more than 40 years old but the second-gen models don’t skimp on safety features. These include AEB, lane keeping assist, ESC, Pre-Safe, speed sign reading, and radar cruise control.

PRACTICALITIES

The new G-Wagen might have made concessions to make it better to drive, more luxurious and stylish, but it hasn’t forgotten its practical military heritage. Everything about this vehicle speaks functionality. Big buttons and controls for the driver, heavy-duty tow points on the ladder chassis, a 3500kg towing capacity, 150kg roof load limit, 18-inch wheel option, coil springs, tie-down and power points in the cargo area; these features all making the G400d suitable for a touring vehicle no matter where you live.

Sure the Australian 4×4 aftermarket doesn’t have a lot to offer for the G-Wagen owner, but there is a selection of products available from Europe and even a bit of genuine Mercedes-Benz accessories. The biggest impracticality for most of us is the price, and would you want to off-road it.

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SUMMARY

The G400d could be seen as a less sporting but more practical alternative to the AMG G63, but it doesn’t really lack any performance. The G400d is claimed to do the zero to 100km/h dash in 6.4 seconds which might be two seconds slower than the AMG over the same sprint but certainly no slouch.

With its more sensible wheels and tyres and more efficient powertrain, the diesel version is a far more usable vehicle in any conditions. The superb OM 656 engine, combined with the size and chassis changes of the 2018 update, make this G400d possibly the best Gelandewagen ever. And it comes at a time when demand for the G63 is still so hot that you can’t order a new one in Australia, leaving the G400d as your only G-Class choice for the time being.

SPECS

OFF-ROAD SPECS

*Measured at GVM

† Min measured at GVM

The Ford Bronco’s highly-anticipated Raptor variant has been all but confirmed, after details about the 2022 Bronco emerged online.

First seen on the Bronco6G owners forums, one user was able to decode the information and discover a new body designation code is set to be introduced – 5EJ.

On top of the 5EJ body, two new packages will be offered – 373A and 374A – both of which appear on the list of options next to the Bronco nameplate. The latter is likely to be sold in a higher equipment package with adaptive cruise control, wireless phone charging, voice-activated satellite navigation and a 10-speaker audio system.

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It’s understood the new Bronco range will also feature fresh colours, including; eruption green, hot pepper red and the Raptor-exclusive code orange – already available on the F-150 Raptor.

If the leaked information is correct, the Bronco Raptor will only be available as a four-door, meaning two-door owners miss out on the potential of a 3.0-litre Ecoboost V6 powerplant, with rumours suggesting the Explorer ST’s 298kW bent-six could be shoehorned into the off-roader.

Unfortunately, as with the standard Bronco, it’s unlikely we’ll ever see the Bronco Raptor in Australia, with the local market missing out on a host of North America-only Blue Oval offerings.

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The 2022 Chevrolet Silverado ZR2 has been shown in the US, pitching itself as an rugged off-road variant with race-inspired suspension.

Chevrolet unveiled the new ZR2 as part of the refreshed 2022 Silverado model range, enjoying the same 6.2-litre naturally-aspirated petrol V8 under the bonnet as its stablemates, which sends 313kW and 624Nm to all four wheels through a 10-speed torque-converter automatic.

It’s thought the Silverado ZR2 is designed to front-run the 2022 Toyota Tundra, with the new full-size pick-up set to arrive in the coming months. Based on the same architecture as the LandCruiser 300 Series, Toyota will no doubt be spruiking the Tundra’s four-wheel-drive credentials when it’s fully unveiled.

In order to put up a fight against the Japanese marque, Chevrolet has fitted front and rear electronic locking differentials, a new front bumper for an improved 31.8-degree approach angle, and shock absorbers with technology found in Formula 1 and Baja race cars.

The Silverado ZR2 uses Dynamic Suspension Spool Valve (DSSV) dampers from Canadian company Multimatic, which is said to improve the pick-up’s rock-crawling capabilities – as well as allowing the vehicle to drive at high speeds on the desert floor.

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“Chevrolet has been competing on some of the most gruelling, toughest off-road courses with a prototype Silverado ZR2 in the Best in the Desert race series,” said Dom Lester, GM’s chief engineer of motorsports engineering.

“We applied what we learned in racing and Moab testing to the new ZR2 to offer a supremely capable and confidence-inspiring package, but one that doesn’t beat you up on the highway with its ride quality. It’s equally capable and comfortable.”

The new dampers also increase the Silverado’s maximum front and rear suspension travel over the Trail Boss variant, while 33-inch mud-terrain tyres and skid plates offer increased grip and protection.

As part of the 2022 update, Silverado LT, RST, LT Trail Boss, ZR2, and LTZ, and High Country models receive a redesigned interior, with a 13.4-inch infotainment screen and 12.3-inch digital instrument cluster.

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Despite Australia’s love-affair with four-wheel driving, a spokesperson for GMSV said the ZR2 isn’t on the cards for a local launch at this stage – but fell short of ruling out the model completely.

“At GMSV we’re focusing on launching the Silverado LT Trail Boss, LTZ Premium and HD. At this point in time we don’t have any other product-related announcements to make.”

Let us know what you think of the new 2022 Chevrolet Silverado ZR2 – and if you would be interested to see the pick-up offered in Australia – in the comments section below.

Counterfeit strut spacers marketed online for the current generation Toyota HiLux have been seized by the Australia Border Force, wearing replica engravings to mimic genuine parts.

The primary issue with the parts is the fake Toyota markings on them, as the marque does not sell strut spacers for the HiLux so they don’t actually exist as genuine offerings.

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Strut spacers are plentiful in the 4×4 aftermarket and are used to raise a vehicle’s ground clearance. The spacers typically sit on top suspension struts or springs, which places the components further down from the body or chassis of the car for improved off-roading ability.

“These unknown, untested and evidently dangerous parts have no place on Australian roads. The fact they are being marketed with the logos of vehicle brands is cause for tremendous concern,” said Federal Chamber of Automotive Industries (FCAI) Chief Executive Tony Weber.

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Toyota Australia also confirmed the parts are unknown to the manufacturer, and as a result have not been tested or approved to either Toyota or Australian industry standards.

News of the fakes was announced on Monday as part of the Genuine is Best initiative, which was set up by the FCAI to catch counterfeit parts just like these. The spacers add to the growing list of dodgy counterfeit parts seized and tested, which includes; replica spark plugs, oil filters which don’t function correctly, wheels prone to cracking and seriously dangerous failures, and even brake pads made from grass clippings.

The interior of the 2022 Ford Ranger ute and its Everest SUV counterpart has been spotted for the first time, as the vehicles undergo final testing.

Published by Spanish website motor.es, the spy photos show the Ranger and Everest siblings could adopt a rotary gear shift dial, as used on other select Ford models.

Rather than using a conventional shifter, drivers rotate the dial from ‘park’ to ‘drive’ in a clockwise motion. In a previous video released by Ford, the company says the circular control creates a “clean, low-profile centre console area”.

Yet to be confirmed, Ford’s ‘Return to Park’ feature could also be adopted on the Ranger and Everest. If the driver suddenly exits the vehicle while the transmission is engaged, the car will automatically put the transmission in ‘park’ to avoid the vehicle rolling away.

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Also for the first time, an electronic parking brake switch could also feature on upper variants – thanks to rear discs, which are expected to feature on the Ranger XLT and Wildtrak. It’s possible they will be standard across the Everest line-up.

While an electronic switch can be used in conjunction with rear drum brakes, it’s likely entry-level models – such as the two-wheel-drive single-cab Ranger XL – will forego the gadgetry and continue with a traditional lever.

The prototype Everest snapped in these images uses the dashboard and door trims from the current model, however the steering wheel has been updated, using the very same wheel found in the Ford Escape – a car which also uses a rotary transmission dial and e-brake switch.

The spy photos come just days after the Blue Oval officially teased the 2022 Ford Ranger in a preview video, showing a camouflaged vehicle undergoing testing in the Australian bush and outback, ahead of its official unveiling expected in the coming months.

The contrast of Tasmania’s West Coast to the rest of the island needs to be seen to be believed, where it’s often wet and cold but the perfect place to escape your comfort zone. The ‘Wild West’, as it’s regarded, is open to the westerly squalls off the open ocean, where the next piece of land is literally tens of thousands of miles away. But it’s out here where you can explore to your heart’s content in remote areas, track along some great touring trails, and explore the history and get lost in some of the most awe-inspiring scenery the island has to offer. There’s plenty of debate on who actually discovered or sailed down along the West Coast, but it was in 1827 when a skilled bushman and surveyor by the name of Henry Hellyer trekked across the island and reached Arthur River, naming it after the governor at the time. These days, a plaque on the coast declares this place as ‘the end of the world’ due to the prevailing, blustery and at times icy winds from the gale-force Roaring Forties. Arthur River is the western-most town on the island and, until 50-odd years ago, it was so isolated that no serviceable roads were connected and the only way in and out was by air, rail or the treacherous ocean.

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ARTHUR RIVER

One way to explore this remote region is to head south from the coastal town of Arthur River (where we restocked) along Temma Road, then follow Rebecca Road and turn right at Norfolk Road to the start of the Western Explorer Road (WER). As part of the Tarkine region, the WER meanders through an array of different landscapes, cutting through the world’s largest remaining piece of temperate rainforest, where high rainfall and cool weather has created diverse and stunning areas. If looking for a side track, keep an eye out for the turnout to Couta Rocks. This is true West Coast ruggedness, with sweeping ocean views along the rocky coastline and from the lighthouses that dot it.

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This touring trail can be tackled by most SUVs, but it’s the side diversions where you’ll need a decent 4WD to overcome the bog holes, mountain-ridge climbs or attempt any of the wild beach drives. Most of the hardcore drives along here state you’ll need to travel in convoy, be experienced and have recovery gear – it’s pretty serious stuff. At the start of the WER is a viewing area across the button grass plains, with history boards and road information signs here for you to get a little insight on the area and what to expect. Signs suggest the drive can take just a couple of hours, but, trust me, you won’t see much if you don’t get off the main road. For the first part of the drive, the button grass plains are contrasted by coastal tea trees that dominate the area due to the wet, swampy black marshlands.

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BALFOUR

One of the first stops is at the iconic Balfour Track, which is a pretty serious Tassie 4WD trail where attempting it solo isn’t a smart move. From the warning sign, the mud holes are long and deep and the side trails look no easier; however, across the road are a couple of 4WD tracks towards the old town of Balfour. Originally mined for copper, tin and iron pyrite, it’s now a rundown area that was abandoned just before WWI, where mine relics and mines, a few headstones and building foundations are all that remain. Continuing along the WER, the Norfolk Range will soon came into view, with stands of huge eucalypt trees blackened due to fires. As the road winds its way around the range, mountains tower over the landscape, with Mount Edith standing taller than the others at 740 metres.

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On the eastern side of the WER the Badger Plains fade into the distance towards the centre of Tassie. Part of the mighty Tarkine wilderness, this vast area is being preserved due to its vast range of threatened and/or endangered plants and animals. Heading farther south and crossing the Savage River, the whole environment changes into thick, near impenetrable forest. In fact, when the early explorers were trekking through the area they called this ‘savage country’ due to the interlocking branches and trees. The sun doesn’t penetrate the ground here and it’s constantly damp, but this allows for thick carpets of moss to grow over everything. The rivers aren’t clear around here either, but are coloured like weak tea because of the tannin leeching out of the button grass plains.

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CORINNA

The quaint township of Corinna comprises only a few buildings, but it’s a good base for wilderness walks, kayaking up the Pieman River or heading farther afield. The Petaanidik Aboriginal people lived here for thousands of years before white man explored the area, with gold found in vast quantities in 1879. It wasn’t long before word spread and, just 12 months later, nearly 500 people arrived and a town started to grow. By 1900, gold wasn’t profitable and the area started to shut down. Through the forest, water races were used to provide a constant flow of water to the mines, and it was in 1883 that Tasmania’s largest gold nugget weighing in at 7kg was found. The Corinna Goldfields were so remote supplies were brought in by boat on the SS Dorset for many years.Life out here revolved around mining and drinking, and with a hotel on either side of the river, a punt was used to frequent the two. But when the owner of the Star Hotel passed away, many miners drowned trying to cross the river for the burial, as not many were sober – the night was full of brawls, until the police shut the town down. Today, the punt has been replaced by a car ferry, but only operates in daylight hours.

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Around town there’s the historic Graves Track; the Corinna Hotel, which is packed with memorabilia from the past 100 years; and a few walking tracks along the river and into the wilderness.If you miss the ferry, take the chance to head farther east to Waratah, just an hour away along Corinna and Waratah Roads. Winding through thick scrub, you’ll soon enter the Savage River mining area. This is no ordinary town, as it was built for the workers who operate the huge iron ore mine. Established in 1877, it has operated ever since and now a pipeline connects the mine to Burnie, 100km to the northeast, for export. The iron ore is pelletised for its journey through the pipe and on to the ships.

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WARATAH

Farther down the road at Waratah, this sleepy village holds interesting history. Once laying claim to having the largest tin mine in the world, there are a few cool things to explore in the town. Just on the outskirts of Waratah, a good natural wonder is Philosopher Falls that James Smith discovered in 1871 when he was looking for new areas to prospect in and found tin nearby – the boom was on at Mount Bischoff. The walk down into Philosopher Falls is nothing short of stunning, where tall tree ferns and moss-covered trees line the path. Water races were also used in this area and it’s amazing to see just how they were hand-cut as you follow them along. When they were dug, a worker was commissioned to walk them daily to ensure there was a constant flow of water and no obstructions along the way. Getting tin out of the area was achieved by a horse-drawn trolley on a timber tramline, until the railway was built in 1884. Another feat of the Mount Bischoff mine was that it was the first in Australia to be run by hydro electricity. Soon after, St James Church in Waratah was the first church in Tassie to be lit by electricity.Today, Waratah is like a step back in time – buildings have been restored to their former glory, and there’s a heritage walk around town and plenty of mine relics to explore. A working water wheel still operates at the top of Waratah Falls in the heart of town, while across the road a kids’ playground has been designed from old mining gear including several carts, half a water wheel and a trommel (a huge tumbler used to separate material).

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A main attraction is the Kenworthy Stamper mill, which was owned and run by Dudley Kenworthy who used it until he passed away. The mill set-up was bought and meticulously pulled apart, transported and set up exactly the way it was at Mount Bischoff, all under a huge new shed. With a gold-coin donation, visitors can enter the shed and, with the push of a button, the stamper fires up and the shaker works just like the way it was used back in its working day. The Waratah Museum has a stack of old photos and memorabilia such as the mock-up hut next door to replicate the one that James Smith lived in when mining in Waratah. Up the road, the 100-year-old Bischoff Hotel still operates; while not the original, it was rebuilt after the first two burnt down. Other spots to check out are the water tunnels just on the edge of town, where huge amounts of water were diverted from the swamps to the mine for the stampers – this area receives nearly two metres of rainfall each year. The West Coast is a unique, rugged and stunning area, but to truly understand the area it’s highly recommended to slow down and explore the little towns along the way. There’s nowhere else in the world like the West Coast of Tasmania.

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TOP FIVE PLACES TO VISIT

1. The Tarkine2. Arthur River3. Couta Rocks4. Corinna5. Waratah

If you’ve been keeping an eye on the 4X4 Australia long-term shed, you’ll know we recently added a cheap-as-chips GQ Patrol to the fleet, which recently underwent a whole bunch of basic mods to get it ready for its first big off-road camping trip in the Victorian High Country.

A big part of that was sorting out a new set of tyres. The GQ was pretty well stock when I got it, which included the original tri-spoke, 16-inch alloy wheels (so 1980s!) wrapped in a set of 31-inch all-terrain tyres.

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Now, I’m very new to shopping for off-road tyres (this is my first 4×4 project) and it was made pretty clear to me early on that those ATs wouldn’t cut it once the going got tough, and I’d need to upgrade to some bigger mud-terrains. I was also told not to cheap-out on the tyres either, because while cheap knock-off brands have a super tempting buy-in price, they’re typically very noisy on the road and don’t actually do well off it. Tyres are the main thing that can make the biggest difference when the going gets tough, and I didn’t want to be that guy that always gets stuck because of bad treads.

After consulting with the experienced heads at 4X4 Australia, the team suggested a new set of Mickey Thompson Baja Boss MTs. They’re a pretty aggressive muddie, rated as one of Mickey’s best off-road tyres at 90 per cent dirt and mud, and 10 per cent sand and black stuff. That suited me fine, though, because I planned on keeping the original wheels and tyres in the event the Patrol has to do an extended period of tarmac-only service.

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Size was also a big debate, with all my mates screaming at me to get a set of 35s. Now that sounds great to brag about and post on Instagram, but I only have a two-inch suspension lift for clearance and a standard TB42 carby to push them along. I figured a set of 33s would be the perfect happy medium upgrade, so after some agonising and research I settled on a set of 33×12.5R15 Baja Boss MTs. My reasoning was they’ll still give me more ground clearance but without any major scrubbing issues, and they wouldn’t overwork the poor TB42.

A mate of mine generously gifted me a set of no-name 15×8-inch steel wheels with old tyres, and with those in hand I went to my local Mickey Thompson dealer, Borough Tyre Service in Bendigo, to have them fitted. They came in at $511 a pop, plus $175 for fitting and disposal of the old tyres, so I was at a total of $2730 for the lot. It’s definitely at the higher end of the price spectrum of moolah to dish out on mud tyres for a dirty old GQ, so I was keen to see if the spend would pay dividends once we hit the rough terrain in the High Country.

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Initial impressions of the tyres have been super positive. When I first bolted them on and went for a spin around the block, the extra road noise was pretty obvious at around 60km/h, but, if anything, they get quieter as you nudge north of 80km/h and neither me or the girlfriend had any complaints about tyre roar during the four-hour trek at 100km/h on tarmac to the High Country. The speed from a taller tyre didn’t seem to phase the car either, the Patrol still climbing hills and taking off in traffic the same way it did on the smaller 31s.

But the real test was the off-road capability once we hit the tracks in the High Country. The short of it was, the tyres were awesome! On the first day, we did the steep climb to the top of Mount Terrible, and not once did the car lose traction or struggle for grip. The same can be said on the way down, too. Even fully loaded with Esky, swag, water, fuel and everything else needed for several days camping, the tyres didn’t lose grip at all on the steep descents, which inspired a lot of confidence given the downhill engine braking of the automatic Patrol (even in low range) wasn’t exactly ideal.

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They smashed out the boggy mud in the gullies and small river crossings were a breeze, so all-in-all I’m very happy with the tyres so far.

We’ll bring you another update on how they’re faring after I get some solid kilometres under my belt, and I’m super excited to test them to their limits this winter. Who’s ready for some mud-slinging?

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RATED Available from: mickeythompsontires.com.au; boroughtyreservice.com.au RRP: $511 each What we say: Meaty tread pattern will get you just about anywhere; road noise levels are surprisingly good for an MT this aggressive.

The 2022 Ford Ranger has been teased for the first time, with its off-road abilities clearly on display.

Ford previewed the next-generation Ranger with a video, filming the ute taking on Australia’s bush and Outback, as well as undergoing cold-weather testing in New Zealand.

The company says the new Ranger “has been designed and engineered in Australia for local conditions, and will be the toughest, most capable and most connected Ranger yet”.

More than two and a half years after Wheels first published exclusive photos revealing an early iteration of the Ranger ute’s new shape, it appears some minor design elements have evolved.

Behind the camouflage, we can see the main beams have moved to the upright position of the U-shaped headlight cluster, while the bonnet contours have changed when compared with the leaked images posted in February 2019.

A new Ranger Raptor is all but confirmed, with spies previously photographing the flagship model complete with its trademark F-O-R-D grille and sportier alloy wheels.

These teaser images show an extra-cab body, while the video features both extra-cab and dual-cab variants. Spy photos of prototypes undergoing testing have also confirmed a single-cab model will be offered within the line-up.

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Though specifications have not yet been announced, all signs point to Ford’s 3.0-litre turbo-diesel Power Stroke V6 engine being available in the new Ranger – the same one that was suddenly dropped from the F-150 in July this year.

We do know the 2023 Volkswagen Amarok will be based on the new Ranger, making the 185kW/600Nm Power Stroke V6 a distinct likelihood – given the Amarok’s current 190kW/580Nm diesel V6 is one of its biggest selling points for buyers.

It’s expected the 3.2-litre five-cylinder turbo-diesel will be dropped, while the 2.0-litre single- and twin-turbo diesel four-cylinder engines will remain in some variants.

While earlier suggestions had the Bronco’s 231kW/542Nm 2.7-litre V6 engine as a contender, US website Ford Authority later quoted sources suggesting the next Ranger Raptor would gain a 3.0-litre twin-turbo petrol V6.

The petrol EcoBoost V6 powertrain is found in the US-market Explorer ST performance SUV – a favourite of North American police departments – with current outputs boasting as much as 300kW and 560Nm. Perhaps more tellingly, the Ranger seen snow drifting in the video shares a similar exhaust note to the Explorer ST.

As Americans tend to prefer petrol, while Australian ute buyers prefer diesel, we could see a local Ranger Raptor fitted with the turbo-diesel V6 – albeit tuned to offer more power.

It’s believed Ford in the US is keen to differentiate the Ranger from the larger F-150, withholding the F-150 Raptor’s more powerful 3.5-litre twin-turbo V6 – while also dropping the Power Stroke diesel from its F-Truck range.

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The 2022 Ford Ranger (and its Volkswagen Amarok twin) will be built at the company’s Silverton plant in South Africa, with the Blue Oval spending US$1 billion (AU$1.35 billion) to modernise the factory.

Officials say the production of the Ranger will be carbon-neutral by 2024, thanks to an entirely self-sufficient plant.

The company hasn’t provided an exact timeline yet, but the teaser video suggests a full unveiling of the 2022 Ford Ranger will be happening in the coming months.

For decades, Nissan and Toyota have been taking swings at each other. Each time one would innovate, the other would try to outdo them. Coil springs and turbo-fed diesels all got thrown into the ring to try and claim the crown. One would build better drivelines, the other better bodies. One stronger front diffs, the other stronger rears. The two were toe to toe every step of the way and caused rivalry that’d make the Holden versus Ford debate look almost tame by comparison. Then it all came to a screeching halt. Nissan innovated just a little too hard.

While the LC200 was an evolution of the outgoing LC100, the Y62 Patrol was worlds different from the GU Patrol it replaced. The punters weren’t happy. The battle was over. Toyota claimed the crowd. But tastes change, slowly people have been coming around to the Y62, and the current facelift has caused an absolute boom in popularity. Something Vogue Industries owner Longy was more than happy to jump on-board with.

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“I’ve had 200s and 79s before,” he tells 4X4 Australia. “I wanted something different, I needed eight seats, and it needed a big V8.”

With three rows of seats, and a 400hp 5.6L V8 under the bonnet, the 2020 model served as the perfect basis to build a do-it-all wagon like you’ve never seen before.

If the name Vogue Industries rings a bell, it’s because they’re responsible for some of the most insane builds in the country, its workshop having Jimnys on hoists next to Ferraris, and custom Lamborghinis parked next to lifted ’Cruisers. It should come as no surprise then that Longy’s personal vehicle would have every square inch customised.

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CRANK IT UP

Starting under the bonnet the first port of call was the crew at Hi-Torque Performance, to turn that potent 400hp donk in to an absolute powerhouse. Nestled between the two cylinder banks is a 2650 Supercharger from Melbourne-based Harrop, with an 8psi pulley on the end of the snout. It’s fed a steady diet of clean air through a Radius Fabrication airbox, with an interchiller keeping those air molecules tightly packed for maximum bang. A Stage 2 fuel pump helps keep air-fuel ratios in the sweet spot, while a full titanium exhaust system from Urban Exhaust allows the spent gases to be spat out the back quick smart.

Hi-Torque got 515rwhp out of the set-up, a huge improvement from the 300-odd hp a stock set-up would do. With a bigger fuel pump and additional injectors on the way, Longy’s hoping to get it well over the 600rwhp mark. To keep it streetable the Urban Exhaust set-up cleverly includes a push-button valve control giving maximum flow, or a near-stock exhaust note depending on Longy’s mood and which way the gasses are routed.

Ensuring all that power gets to the ground no matter what the situation, Longy’s running one of two wheel-and-tyre packages. Around town you’ll find him sporting bright red 22×10-inch KMC Pike wheels wrapped in 35-inch Black Bear MTs. Off-road, Longy steps it up with a massive set of Nitto Mud Grapplers punching in at 37×13.5, they’re wrapped around 18×9 KMC Boneyards. Longy’s bumped the wheel track right out in a signature look Vogue’s known for.

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“I’m not into the whole big jacked-up look,” admits Longy. “I like them low and wide, these are -22 wheels, normally a Y62 would run +18 and even that would have a little poke.”

To keep the tyres inside the guards, Longy’s gone a little different route than the typical bolt-on flare kit, with a full custom wide-body kit.

“It’s a full replacement guard up front,” he reveals. “It’s all made local and 80mm wider each side.”

Up the back, matching guards have been fitted to the rear quarters.

“I just wanted something different than everything else on the market, so we’ll be selling these soon,” he says.

There’s an additional 60mm clearance in the guards too, thanks to a tickle of the suspension. Longy’s had the guys at East Coast Customs fit taller and heavier duty springs, and tweaked the factory shocks to ensure a smooth ride.

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KEEP YOUR COOL

Forced induction is hardly a new concept in the world of internal combustion engines, heck they’ve been strapping superchargers to the sides of engines for about as long as they’ve been making engines. But they’ve never really been as popular as they are now with widespread factory adoption, and aftermarket options every bit as reliable. It shouldn’t be surprising then that as popularity of forced induction booms, so too does development of the accessories to get the most out of the set-ups.

If you misread the comment about an interchiller and mistook it for an intercooler, don’t worry, we’re here to explain the difference.

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The entire focus of forced induction is to get as many oxygen molecules into the combustion chamber as possible, the more air the turbo or supercharger flows and the higher the boost levels, the more oxygen in the chambers, the more fuel they can squirt in, the bigger the bang. Unfortunately, a by-product of both systems is heat counteracting some of the benefits of compressing the air by causing the molecules to vibrate faster and further apart, giving you less oxygen molecules in a set space than you otherwise would.

An air-to-air intercooler aims to help this by flowing the hot charged air through what’s essentially a radiator, and having fresh ambient air flow over the outside sapping some of that heat away. Water to air replaces the ambient air with coolant and uses a separate radiator remotely mounted to wash away the heat.

An interchiller works in much the same way but uses the vehicles A/C system to drop the intake temperatures well below ambient air. Science is neat, right?

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THE LOOK

Back out on the outside and Longy’s given the Patrol an extensive visual makeover too. Up front is its go-to bumper with the slimline Evolution unit from Rhino 4×4 taking pride of place. It’s had a matching 12,000lb Rhino 4×4 winch shoehorned inside it. Up on the roof, a full-length roof rack from TrailMax provides bulk storage for family camping adventures as well as a home for integrated camp lighting along the flanks. There’s five Lazer Lamps LED driving lights mounted on the front of the rack, with a second pair down inside the grille. Longy’s capped the rack with his in-house Vogue Industries ladder that swings up with the rear tailgate.

While the spanners were out, Longy’s fitted a set of Vogue Industries custom headlights and tail-lights, all blacked out and colour-coded to suit the body. The final exterior mod is a full-colour change of sorts. Vogue Industries speciality is paint protection, so Longy’s ride has the best of the best. Overlaying the whole vehicle is a full black Paint Protection Film from V Designs. Like a vinyl wrap on steroids, the black coating protects against minor scratches and self-heals so always looks brand-new, and it’s topped with a full glass Pomponazzo coating as well.

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On the inside, Longy’s balanced performance, luxury and touring like only Vogue can. Giving the Y62’s dash a huge step into the 21st century is a full digital screen replacement for the gauge cluster and an add-on module allowing the OEM head unit to run Apple CarPlay seamlessly. It’s teamed up with a GME XRS unit and a full suite of gauges from Defi to monitor oil pressure, boost, exhaust temperature and transmission temps. A 110amp/h lithium battery keeps the 65L fridge running, while the on-board air set-up from ARB has plenty of grunt to air the 37-inch tyres back up. The lot is tracked by a Track Pro GPS tracking system.

The final piece to the puzzle was a luxury makeover inside, the full roof lining and pillars have been trimmed in black suede, while the seats and door trims are wrapped in custom leather trimming.

Going by his latest build it should be clear Longy busts his backside to build vehicles that stand out from the crowd, with no expense spared to make them perfect. The Y62 is just the latest of standout vehicles his shop is responsible for and we’re just a little excited to see what’s next.

A CLOSER LOOK

1. Dash

A full replacement gauge cluster modernises the Patrol’s dash.

2. Popular GME

At this point there’s probably more 4x4s with an XRS unit than without.

3. Rhino pull

Rhino 4×4 Evolution bar looks at home, a 12,000lb Rhino 4×4 winch within.

4. Lazers

Slimline LED lights from Lazer Lights make night-time travel a breeze.

5. Top storage

The fully integrated roof-rack platform system is from TrailMax.

The Western District town of Nhill was the starting point for this Mallee trip by members of Melbourne’s Midweek 4WD Club. The Club has an older demographic than some 4WD clubs and, as its name suggests, members generally try to avoid busy weekends and holiday periods.

With COVID having largely put the kibosh on 4×4 touring in 2020, the Mallee, only five hours’ drive from Melbourne, was the farthest some of our group had travelled for 18 months. After hitting the gravel a few kilometres out of Nhill, tyre pressures were reduced to 25 to 30psi to take the edge off the rough surface, before heading towards our camp at Big Billy Bore some 100km to the north.

After being confined to the city for so long it felt like coming home just to be back behind the wheel, travelling under a cloudless blue sky (also a rarity when you live in Melbourne!) and watching the surrounding unbroken vista of low Mallee scrub slowly slip past.

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The area is a popular destination on weekends and holidays when it unfortunately attracts its fair share of ferals, being those with little regard for anyone else’s quiet enjoyment. Like the High Country, the Mallee bears scars from wanton environmental vandalism committed by rogue 4×4 and dirt-bike users whose brain power is significantly less than the horsepower under their right foot. Travelling midweek, we found Big Billy deserted, with the campground to ourselves (as it should be!) – nor did we encounter any other vehicles on the 4×4 tracks we drove over the coming three days.

Big Billy has recently had an upgrade of facilities with new toilets and showers, bore water on tap (not recommended for drinking) and a camp kitchen with gas barbecues. The campground itself is huge, with fire rings and many level, sandy campsites tucked amongst stands of Mallee trees.

As darkness encroached on the camp, a huge full moon rose in the east. This blue moon (being one of two full moons in the same month) hung low in the sky, lighting the camp almost like daylight. Each night we spent in the Mallee, the cloudless sky saw the temperature drop as night fell, plummeting from the low 20˚Cs to single digits. Most of our group were travelling with campers or ’vans and as the night wore on and people started to turn in, the deafening silence of the bush was replaced by the gentle hum of diesel heaters. By dawn the temperature was close to zero and, with little to no substantial fallen timber to be found near Big Billy, it’s a good idea to bring a supply of firewood with you.

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The next morning saw our eclectic group of 4x4s (a Toyota 79 Series, a couple of Hiluxes, an Isuzu, a Musso, a Patrol and a couple of Mazda BT-50s) further reduce tyre pressures to 15psi before hitting the sand. After a short drive north, we turned west off the main Nhill-Murrayville Road that divides the Park and only had to travel a couple of hundred metres to find our first small dune whose fine, white, soft, dry sand stopped some of us in our tracks. Finding that pressures had risen to 20psi as our tyres warmed, a reduction back to 15psi saw vehicles easily drive up the dunes.

The tracks, especially where they cross over dunes, are extremely scalloped by the use of excessive power on the assumption that momentum conquers all impediments – and it does, but at the cost of material discomfort, potential vehicle damage and, not least, buggering up the track surface for all those who follow.

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SEA OF OLIVE GREEN

At first glance the Mallee seems an uninteresting, unchanging sea of olive green stretching away in all directions. However, closer examination shows subtle variation in colour and texture. Here and there desert banksias showed off their colourful flowers, and the dead, desiccated foliage of some shrubs that had died from a recent severe drought painted splashes of ochre and red across the otherwise sea of green. Mallee trees, like snow gums, have an underground tuber that allows them to regrow after bushfire, and both can have brightly coloured bark. In the case of the Mallee, this is often a spectacular ochre colour. To survive in this challenging environment the roots of Mallee have been known to extend 30m below ground in search of water.

While numerous animal and bird tracks were evident in the sand, apart from a couple of wandering emus, the odd magpie and elusive unidentified songbirds around camp, other wildlife (including the most notable resident, the Mallee fowl) were not to be seen – probably due to the dry seasonal conditions.

Our first track passed Cactus Bore, which is nothing more than a rusted standpipe in a small clearing at the base of a tall dune. While undoubtedly named after the large stand of non-native succulents nearby, someone suggested it was certainly ‘cactus’ – not having functioned in many a year. The surrounding bush shows no signs of having been cleared or farmed so why a bore would be here in the middle of nowhere was initially a mystery.

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Research showed that several bores, including Big Billy, were sunk in the 1800s to water a stock route that ran south from Kow Plains (now the renamed town of Cowangie) to Nhill. While Cactus Bore wasn’t on that stock route, in times of extreme drought, local graziers facing feed shortages would turn their stock out into the scrub. The government of the day sank several bores, including Cactus Bore, to compensate for the otherwise complete lack of open ground water.

Leaving Cactus Bore, the track climbes steeply up a high dune, bringing a smile to most faces of the group; although, a couple of vehicles required more than one attempt.

Our lunch site was Red Gums campground, a large bowl-shaped depression lined on both sides by a sparse row of red gums that have seen better days. The trees are something of an anomaly, as there are no other red gums anywhere nearby. The way they formed a line suggested a long-gone semi-permanent water level from times past when the climate was wetter. Red gums can live from 500 to 1000 years, so these examples almost certainly predate European settlement, but, sadly, with no young trees in evidence and clear signs of drought stress, it seems their race is just about run and a future as firewood for campers awaits. Red Gums campground has no facilities other than a picnic table.

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The northeastern side of the Park has areas of native pine and the scrub is noticeably taller in places, perhaps due to a different mix of sediments and sand. The pure white sand we had become accustomed to was, in parts, replaced by redder sand whose higher clay content would hold water better – an argument supported by the occasional dry bog hole found on the track. One ‘wallow’ we came across that had been gouged out over a metre deep was clearly the handiwork of the aforementioned feral community. After rain, with the hole full to ground level, it would certainly provide poetic justice to anyone thinking it was just a shallow bog they could play in with their 4×4.

Anyone looking for a challenging 4×4 climb should plan a lunch stop at White Springs. This large open area with a few scattered trees for shade and a picnic table sits at the base of a tall, sandy ridge. A lookout atop the ridge is accessed by a steep track where the soft sand makes just walking up a challenge. After a couple of attempts it became obvious that only the most capable rig with plenty of grunt and appropriate tyres would have a chance of making it to the top. All was not lost however, as a couple of hundred metres to the west we subsequently discovered another track offering easier access to the lookout.

Back at camp, there is a 300m walk to a lookout that provides expansive views over the surrounding Mallee scrub. It is especially worth a visit at sunset and sunrise to take in the delicate pastel colours that paint the sky at these times of day. The best light shows occur when there are a few streaky clouds in the sky that light up with vibrant reds, yellows and pinks with the first (or last) rays of sunlight. Budding photographers be warned that these early morning scenes can be very difficult to capture effectively with a camera (read more, below).

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Those tired of their own burnt offerings can drive 36km north from Big Billy Bore to grab a meal at the Murrayville Pub. Fuel and other supplies can also be sourced from this small town (population 380).

Having criss-crossed almost every track north of Big Billy, our last day was spent exploring the tracks farther east and south where the terrain was more undulating and the dunes a little more challenging. At the extreme northwest of the Big Desert it is possible to cross into South Australia and pick up the one-way 90km Border Track. This route which runs south has some challenging dunes and is a popular 4×4 destination, but being one-way and slow going, a day trip from our base camp at Big Billy wasn’t a realistic option.

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SANDY KAYS

In total, we clocked up 300km on the sand – a distance which seems even longer when you cover it at an average speed of about 20km/h. Much beyond that and you are likely to experience flight (something 4x4s have never excelled at) followed by a heavy landing. Our Mazda BT-50 was a happier beast to drive in low range, although that came at the expense of fuel consumption. While the drive up from Melbourne averaged 10.8L/100km, that jumped to 17.5L on the sand and without the extra 20L of diesel carried with us, there would have only been 5L left in the Mazda’s tank when we filled up back at Nhill (note to self: get that 150L long-range tank fitted!)

The Mallee isn’t challenging, but it does provide the experience of sand driving that isn’t readily available elsewhere in Victoria. As such it’s a great training ground to prepare for a trip across the Simpson or other deserts and get a better handle on your rig’s fuel consumption in those conditions. It’s also a great place to just kick back, sit atop a sand dune and be at one with this timeless land.

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PHOTOGRAPHY LESSON

One of the most common questions about photography is why a beautiful sunset over a foreground of bush whose leaves are painted gold by the last rays of the sun can’t be adequately captured by a camera.

The human eye can see about 24 stops of light (stops are a photographic measure of light – the f4, f5.6 you may have seen on your camera, and each stop ‘sees’ twice as much light as the stop before it). The human eye almost instantly adjusts subconsciously to see detail in dark shadows and the bright sky at the same time. A camera can ‘see’ about 12 stops, so it is only half as good as the eye and it only has one exposure (not the variable exposure our eyes provide) perhaps capturing the bright sky but leaving the shadows solid black and featureless, or detail in the shadows but the sky white and without detail.

Modern cameras try to get around this problem by using HDR (High Dynamic Range) where the camera takes three images at different exposures and combines them into one. The resulting images are usually not perfect but certainly better than nothing – and getting better as technology improves.

Software like Photoshop can tease detail out of shadows or can combine two or more photos separately exposed for the sky and the shadowy foreground. But, before the images are combined, they usually need processing in Photoshop for a range of colour and detail to replicate the scene as it appeared to the human eye.

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Travel Planner

WHERE Big Desert Wilderness Park is located in northwest Vic, approx. 500km from Melbourne.

WHEN TO TRAVEL In the cooler months as summer can see temperatures of 40˚C or more during the day.

STAYING THERE Big Billy Bore is the principal campground with a shower, toilet, camp kitchen (with gas barbecues) and bore water. The water is not treated and unsuitable for drinking Reduce tyre pressure on sand.

SUPPLIES Food and fuel can be found at Nhill, 100km south of Big Billy Bore, or at Murrayville, 36km to the north.

ROAD CONDITIONS The largely gravel Murrayville Track from Nhill can be rough and corrugated, depending on weather and when last graded. After heavy rain, tracks can become boggy.

MAPS Westprint: Outback Victoria. Meridian Maps: Victoria’s Deserts touring guide. A good quality paper map and a GPS are recommended.

CONTACTS Parks Victoria: Phone 13 1963. Web: http://bit.ly/bigdesert