GMC has pulled the wraps off its 2024 Hummer EV SUV (wagon), which will join the Hummer EV pick-up on sale in the USA in 2023.
While the wagon shares the same electric drivetrain and off-road kit as the pick-up, it does get some impressive off-road specifications and tricks – including four-wheel steering – thanks to its shorter wheelbase, particularly when equipped with the Extreme Off-Road pack.
While four-wheel steering is nothing new to production cars, the Hummer EV’s system not only turns the front and rear wheels in opposite direction to decrease the turning circle and hence maneuverability on tight tracks, but it can also steer them in the same direction to allow the vehicle to ‘crab’ its way sideways. Hummer first showed this feature, which it calls Crab-Walk, on the EV pick-up last year.
The shorter wheelbase and overall length of the wagon will make it easier to manoeuvre when compared to the longer pick-up truck.
Both Hummer EVs boast impressive off-road credentials, with off-road packages offering 35-inch all-terrain tyres on 18-inch wheels over the standard 22-inch road rubber, height adjustable suspension, an Extract Mode for getting un-bogged, and around-vehicle cameras including underbody cameras so that the driver can always see the terrain.
There is an eLocker for the front axle, and the rear axle features independent motors which can individually send their drive to a single wheel with the most traction.
Both variants of the GMC EV Hummer are powered by a three motor system that can deliver up to 619kW. Exclusive to the Hummer SUV is a power station generator that allows the operator to use the Hummer’s battery pack to run power tools when on site, but we expect this feature to also become available on the pick-up when production versions arrive.
The Hummer EV Pick-Up is due to go on sale in the US later this year; although, the first year production run is sold out and it will be 2022 before Americans can get one.
The SUV will hit GMC showrooms in 2023; although, some models won’t make it to market until 2024. They will be built at GM’s refurbished Plant Zero alongside the Chevrolet Silverado EV and other EVs from GM. There is no mention of right-hand drive production, so we can assume that is off the cards.
The Hummer EVs could be imported, converted and sold in Australia by GMSV which currently markets the Silverado and Corvette here; although, they would be very expensive vehicles priced upwards of AU$150,000.
Who knows, come 2024, EVs could offer the driving range and charging infrastructure to make them feasible touring and off-road vehicles in this country.
HUMMER EV WAGON SPECS
Wheelbase: 3218mm Vehicle length w/o spare: 4999.5mm Width w/o mirrors: 2196mm Max ground clearance: 406mm Front overhang: 881mm Rear overhang w/o spare: 900.5mm Max approach angle: 49.6° Max departure angle: 49.0° Max breakover angle: 34.4° Max water fording depth: 813mm Turning circle, with 4-Wheel Steer: 10.8m Suspension travel: 330mm
HUMMER EV PICKUP SPECS
Wheelbase: 3445mm Vehicle length w/o spare: 5507mm Width w/o mirrors: 2201mm Max ground clearance: 404mm Front overhang: 881mm Rear overhang w/o spare: 1181mm Max approach angle: 49.7° Max departure angle: 38.4° Max breakover angle: 32.2° Max water fording depth: 813mm Turning circle, with 4 Wheel Steer: 11.3m Suspension travel: 330mm
OUR annual get-together for 4X4 Of The Year may have been delayed a little because of COVID restrictions, but when it finally happened in the first week of February, we started out, as normal, at the Melbourne 4×4 Training & Proving Ground in Werribee.
4X4OTY CONTENDERS 2021 ISUZU D-MAX MAZDA BT-50 XTR TOYOTA HILUX SR5+ JEEP GLADIATOR RUBICON LAND ROVER DEFENDER
It’s a top spot to put the vehicles through a set of fixed obstacles, where you can compare each and every vehicle’s performance and capability over a standard course. After a few hours spent driving up steep hills, through a series of steps and obstacles, as well as across fast-flowing but shallow creeks, the vehicles were already settling into some semblance of hierarchy as far as four-wheel drive ability was concerned.
Day two saw us head east on the blacktop to Moe and into the mountains and the Moondarra Reservoir, finding our way to Coopers Creek and an easy crossing of the Thomson River. From there we climbed the range, taking the Maiden Town Track along the ridge above the historic mining settlement of Walhalla.
2021 4X4OTY: How the Hilux conquered all-comers
Meeting with the Binns Road we pushed north on this good gravel road to the old townsite of The Springs and on to the Burgoyne Track, for the steep but relatively easy descent to cross the Macalister River in the Macalister Gorge Natural Features and Scenic Reserve. This is an impressive spot with a couple of cracker camps, but we had already slipped behind on time so we pushed on, the climb out of the Macalister River valley being a bit of a scramble in places.
The all-new Defender was setting the pace by now, both on-road and in the tougher off-road sections, but the Jeep Gladiator wasn’t far behind. And of the other three vehicles in the test mix – more conventional dual-cab utes – the new Hilux was pulling ahead of the similar Mazda BT-50 and Isuzu D-MAX.
On the Licola Road we turned north into the mountains, bypassing Licola and taking the Tamboritha Rd to Tamboritha Saddle, where we threw down the swags for the night.
It was a disappointing start to day three when the BT-50 didn’t start. After an hour or so of fault-finding and mucking around, all to no avail, the catering crew stayed behind and organised a recovery for said vehicle.
Our now depleted group of four vehicles under test – along with our video and camera crew in the magazine’s long-term Musso, which was pretty jam-packed with three young fellas and a heap of photographic and video gear – headed off along the Dingo Hill Track.
FIVE PEAK CHALLENGE: Vic High Country
This route starts off easy enough but after crossing a mountain stream on a relatively new concrete bridge, the route gets more challenging, dropping through several switchbacks to the Caledonia River.
We splashed across the river a few times at a series of shallow, rocky fords before taking Butcher Link Track over a steep, rocky ridge to the acclaimed Butcher Country Track. From the track junction it’s a 22km drive to Howitt Plains Road, the route clinging to the ridge line as it descends some steep sections only to scramble upwards again to another high point.
Meeting up with our catering crew at Howitt Hut, the daylight was slipping away as we took Moroka Road to the top of one of the most famous and at times challenging tracks in the High Country – the Billy Goat Bluff Track. This is a beauty, offering some of the most exposed and challenging driving in the entire mountains, whichever way you choose to drive it! While downhill may be less demanding than scrambling upwards, the expansive views over the bonnet, along the narrow ridgeline with sheer drops on each side and across the steep-sided valleys and the distant ridgelines and high peaks, is truly unforgettable.
That evening we set up camp on the grassy flat beside the Crooked River at Kingswell Bridge, the night being much milder than our previous camp at the much higher Tamboritha Saddle.
4X4 ADVENTURE SERIES: Vic High Country
By now the petrol-powered Jeep and Land Rover were running on fumes, taking some fuel from a generator before heading along the Crooked River Road to Dargo where we stopped for fuel, a pie and a coffee. Then, with full tanks, we climbed to the Dargo High Plains and took the scenic drive out to the Blue Rag trig point.
Along the way, the Jeep – with the best off-road rubber of any of the vehicles – picked up a puncture through the tread, so we stopped to plug the leak and were soon on our way again. The lesson being that there is always a bit of luck, or lack of it, regarding punctures!
Blue Rag is one of the official ‘iconic drives’ in the Victorian High Country and, while the route wanders along a ridgeline for its entire length of seven kilometres from the Dargo High Plains Road, giving great views to the north and south, the view from the trig point is even better and more expansive, taking in 360 degrees of mountain splendour! The route is steep in places, with a few scrabbly sections thrown in to keep you on your toes as you get close to the highest point.
TOP 10: Best 4×4 tracks in Australia
Time was again our enemy and our planned camp that evening at Lake Cobbler was way too distant, so we backtracked and took the Basalt Knob Track south to the now burnt-out remains of Basalt Knob Hut. This old hut had been a bit rough around the edges for a few years, having been made out of an old cooler-box railway carriage, but the recent fires that had scoured much of this area (again) in 2019 had seen its total demise.
From there we took Ritchie Road to Brewery Creek Track where the now-steep hills, cleared of any intervening scrub, allowed uninterrupted views off the edge of the road down near-sheer drops to the creeks below. We’ve driven this route a fair few times but have never felt so exposed before, especially where the track narrowed to a point that the driver’s side wheels were just millimetres from the edge. After some steep descents we reached the bottom and crossed the Crooked River into the old townsite of Talbotville, where we made camp for the evening on the southern edge of this large, grassy flat. It’s a top spot popular with many and it’s one we always enjoy.
On day five it was a short drive with a few river crossings along the Crooked River Track that brought us to Kingswell Bridge, where we turned along the good gravel road for our last dirt-road section before meeting with the Bairnsdale Road south of Dargo.
The trip was nearly over but the judges had to burn the midnight oil, assessing their scores and writing their reports while the film crew retreated to their edit suites to cut a video of our testing times in the Victorian High Country. But it was worth it!
PREVIOUS WINNER: Wrangler Rubicon
TWENTY-TWENTY was a memorable year, mainly for reasons we’d rather put behind us and forget. However, through the turmoil the auto industry delivered a small but solid group of new four-wheel drive vehicles that are worthy contenders for our 4X4 Of The Year crown.
4X4OTY CONTENDERS 2021 ISUZU D-MAX MAZDA BT-50 XTR TOYOTA HILUX SR5+ JEEP GLADIATOR RUBICON LAND ROVER DEFENDER
The vehicles are a mix of all-new models and some updated ones, the revival of an old name, a few utes and a single wagon. It’s an interesting spread across a broad price range and different styles of cars.
4X4OTY comes to you a bit later this time as, due to the opening and closing of borders and lockdowns, we couldn’t get our testing done at the usual time in December. Even now, we had to shoot-out with a limited field of finalists to find a winner.
PAST 4X4OTY WINNERS: 1980s
As always, the vehicles are judged not against each other but against a long-established set of criteria. This is what allows us to test and score a $40,000 work ute alongside a $100,000-plus luxury four-wheel drive.
4X4OTY JUDGING CRITERIA
VALUE FOR MONEY is judged according to a vehicle’s equipment level, safety features and price relative to its direct competitors. Just because a vehicle has a high price doesn’t mean it’s not good value, in the same way a cheap car doesn’t always represent good bang for your buck.
BREAKING NEW GROUND refers to advancements in technology and design. How a vehicle has raised the bar in the class it fits in and taken 4x4s to a higher level. If a vehicle has the latest safety features, worthy engine technology or an advanced driveline, it will score well here.
BUILT TOUGH refers to how strong a vehicle is and how well it will cope with the rigours of tough off-road driving environments. Will it be up to the task of carrying loads and outback travel, or fall apart at the first hurdle?
BUSHABILITY is how well a vehicle is equipped for off-road travel. Suitability of the standard tyres for rough roads, touring range, available accessories and underbody protection are just some of the factors considered here. Is this a vehicle you would choose to drive around Australia the rough way, or is it best left to the suburbs?
DOING THE JOB is judged according to a vehicle’s design brief. Does a luxury vehicle have all the latest in comfort and convenience features and do they work in the real world? How well a ute carries a load, or a seven-seater accommodates a family will all come in to play here.
At the end of a week of testing both on- and off-road, our team of testers score each of the vehicles against the five criteria to give each car a score out of 50. The car with the highest combined score wins – nothing else comes into the outcome.
JUDGES’ THOUGHTS
AFTER five days of testing and with only four cars left after day two (read about that later this week), there was no obvious winner, yet each of the drivers had shared their opinions, likes and dislikes on each car.
They agreed that the new D-MAX is a step up over the previous model but questioned whether or not it has strayed away from its dependable, value-for-money selling point now that it has more tech and its prices are higher. They agreed the working-class LS-M has everything you need in a touring or working 4×4, but all thought it was priced high when compared to other vehicles in its class.
Ron Moon commented: “The D-MAX is a solid, reliable dual-cab ute but seemed expensive with the accessories added.” That pretty much summed-up all the opinions.
The Isuzu’s Mazda brother appeared better priced for the equipment included, even though it was one spec level above the D-MAX. One tester mentioned it felt better put together and more solid, and that he’d happily pay the extra money for it. Even though it failed to proceed on day three of the test, the drivers rated it better value-for-money and better priced among its competitors in the dual-cab ute class.
“I’ve never been so impressed with a Hilux before,” said Ronny at the end of day five of testing. “It ticked all the boxes, whether you want it for work or play.”
This echoed the judges’ opinions of the Toyota with one saying, “This is what the Hilux should have been when it was released five years ago; it’s taken Toyota this long to get it right.”
The Hilux SR5 wasn’t the highest scorer in any criteria but it scored consistently across the group.
Throughout the week it was obvious that each of the drivers loved getting behind the wheel of the Gladiator, but they all complained about the cramped space in the driver’s footwell as well as some other ergonomic grievances. However, there was no questioning its off-road ability, even if it was widely agreed that it needs a raise in ground clearance. The $80K price of the Rubicon model and the lack of a diesel engine variant were also causes for concern for the Australian market.
The high purchase price was again in question when we spoke about the Defender, especially when you consider the last one was almost half the price. Sure, the new model is nothing like that last one and has the latest tech features in it to make it more capable, safer and easier to live with, but is it worth twice the price of the old one? The complexity of accessing some of the Defender’s user controls was also a bit much for some.
All agreed that the Defender was very capable and nice to drive no matter the terrain or road surface. A few mentioned the poor ride quality when you have the suspension jacked up to its highest level.
FUEL FIGURES
HILUX SR5 Litres: 80.45L Average: 12.2L/100km
D-MAX Litres: 84.15L Average: 12.9L/100km
GLADIATOR Litres: 120L Average: 18.2L/100km
DEFENDER Litres: 123L Average: 19.3L/100km
BT-50 Litres: DNF Average: DNF
WINNER: TOYOTA HILUX SR5
THE Toyota Hilux SR5 took out our 4X4 Of The Year award with consistently high scores across the criteria from each of our judges. Scoring 181 from a possible 250 points, the Hilux edged out the Defender (175), the Gladiator (172), the BT-50 (153), and the D-MAX (145 points).
The Hilux didn’t put a foot wrong all week, simply getting on with the job at hand as any working ute should do. Its available wheel travel and excellent ETC calibration make it very capable off-road, while leaving nothing off the table on it. The level of standard features in the SR5+ grade make the Hilux great value-for-money at $63K (+ORC), especially when you line it up against the many other utes in its category.
The extra performance and driveability Toyota has tuned out of the 2.8-litre engine gives the Hilux a new lease on life, waking up what was described as a lacklustre performer in the past. When you add that it recorded the lowest average fuel consumption on this test, the value-for-money aspect looks even better.
Toyota has listened to the market and made the changes to make the Hilux great again, and its sales number since the updated model was launched in September reflect as much.
READ NEXT: All the winners from the 1990s, 2000s and 2010s
105 Series LandCruiser leads latest batch of Readers’ Rigs.
Head to the 4X4 Australia Facebook page and send us a photo with a brief description of your fourbie. You could win a Wurth under-bonnet LED valued at $249!
TOYOTA LC105
It’s my daily drive as well as a weekend play 4WD. She’s a 105 Series LandCruiser with the 4.5-litre petrol engine. Gear includes a TJM T13 Outback bullbar; Lightforce HTXs; six Lightforce LED Strikers; Rhino-Rack Backbone with 2128 x 1436 platform; Rhino-Rack Batwing; Kaymar OzBar rear bar; 175-litre Brown Davis auxiliary tank; dual batteries running a Projector IDC45; myCOOLMAN 69-litre fridge-freezer; a three-inch lift with EFS coils, Superior remote res shocks, Superior front lower control arms, Roadsafe panhards, Roadsafe rear upper and lower control arms, and extended brake lines; five 16×8 -20 Allied Thunder wheels; 315/75-R16 Toyo Open Country MTs; Safari snorkel; an ARB twin-compressor mounted in the rear quarter panel; and a rear TJM Pro Locker -Joe Van Deurse
2018 NISSAN NAVARA NP300
It has been set up for touring. Kit includes Outback Armour suspension; Ironman bullbar, rails and side-steps; Ironman rear bar and canopy; Titan drawers with wings in the back; Kings Domin8r winch; Kings nine-inch spotties; GME UHF whip; 33-inch ATs; a stainless-steel snorkel; custom airbox; an ECU=SHOP Cube Smart chip; and a DCM 4×4 270-degree awning. An upgraded intercooler is next -Kody Freeman
NISSAN ‘DRTY40′ NAVARA
Here are a few photos of our Navara, dubbed the Drty40. It has a six-inch lift and features 18-inch wheels wrapped in MT 33s. It also has plenty of wildlife-friendly barwork, a few engine mods and a wicked tune. Something a little different -Cooper James Arthur
LANDCRUISER PRADO
ARB BP51s for a two-inch lift; Blackhawk UCAs; a GVM 3650kg upgrade; KMC Mesa 18×9-inch +20 wheels; Manta DPF back twin-exit stainless steel; Rhino Evolution bar with light holder; Stedi Type-X Pros; 12V wiring; Tow-Pro Elite brake controller; Provent Catch Can; pre fuel filter; TPS tyre monitoring; TJM HD compressor, air lines and hoses, and Airtec Snorkel; Hardkorr rear-mounted battery box; 100amp/h lithium battery with CTEK charger; Uni Filter; ceramic tint; 3D trufit mats; 12V rear setup with self-made custom drawers; Rhino roof rails; SQP ECU and TCU tune; and a KDSS relocation kit -Daz Man
STOCK GQ PATROL
It has factory Camo paint, and a 454 Chev upgrade package with GU five-speed VIP option -Brad Anthony
2003 NISSAN TB48 PATROL
It has done 36,500km. Mods include a three-inch lift; 35-inch muddies; dual batteries; rock lights; rear drawers; and plenty more -DG Brooke
OUR route, once past the rubbish dump and where we had dumped air from our tyres, wound for a short distance through the dunes to a sandy track junction.
From past experience I knew going right would drop me quickly onto a short, soft – very soft – beach where on numerous escapades I had always got bogged. Knowledge and discretion being the better part of valour, we turned left and wound our way south behind the first line of dunes that border this impressive coast and crossed the unmarked boundary into the Little Dip Conservation Park.
A few hundred metres and another track took us to the beach where we cruised along the sand – still soft – to a string of low, rocky headlands known as the Stony Rises. The track swings inland here to skirt these bluffs, but there is plenty of opportunity to stop and wander down to the small beaches that are somewhat protected from the full force of the sea by the offshore reefs that are such a part of this wild, turbulent coast.
Nearby, the Stony Rises access track leads away from the beach to a carpark and camping area and then another kilometre or so to the main access track that leads back into the coastal village of Robe.
POPULAR ROBE
ROBE, where our morning adventure had started from, is fast becoming a bit of a trendy tourist destination with some 50 historic buildings and classy cafes along with a couple of good pubs. However, it has long been a haunt for fisherman, divers and four-wheelers wanting to explore the nearby coast, while its protected marina shelters a small but important crayfishing fleet. We first went there back in the 1960s chasing abalone (before licences) and crays, not that we were very successful in either as the untamed seas often laid waste to the best-laid plans.
This stretch of coast though, has long been inhabited by Aboriginal people and you’ll see signs of their feasts in the many shell middens that are scattered, mainly on the rocky headlands, above the sea. For the most part the Bungandidj clan took in the country from around Robe south to the Victorian border, while the Meintangk group took in the country north to around Cape Jaffa.
In 1802, Guichen Bay, on which Robe lies, was named by the French Baudin expedition after a French Admiral, while the Baudin Rocks, at the northern end of Guichen Bay, were named by Matthew Flinders in 1802 after Nicolas Baudin who he had met at Encounter Bay some time previously. For the next 30 odd years the bay was frequently visited by sealers and whalers, and their relationship with the original inhabitants of the area, you’d have to say, wasn’t the best.
In 1846 the town was officially settled and within 10 years was the second busiest port in South Australia, with the town’s famous obelisk on Cape Dombey, used to help guide ships into the port being built in 1852. A couple of years later, the first of the Chinese gold miners, trying to dodge the taxes imposed at Victorian ports, landed here and walked to the Victorian goldfields. Two years later, around 15,000 Chinese disembarked while some 32 foreign ships from the USA, Holland and England also arrived.
In the 1930s the town had become an important crayfishing base which it remains today and along with tourism, its prosperity is ensured and with its couple of picturesque and ideally located caravan parks, makes for a fabulous base to explore the coast and hinterland.
BISHOPS PATE
OUR journey south of the Stony Rises continued, sometimes on the beaches and sometimes just behind the first line of dunes as we skirted around and over a rocky headland, the limestone bluffs and reefs becoming ever more common as we got closer to the Bishops Pate.
TOP TRACKS: Best 4WD tracks near Adelaide
This prominent headland and bay, where another track heads east and out of the park, skirts around the edge of the relatively large Lake Robe and is a popular access point for many. While the lake is officially a game reserve, its shallow saline waters attracts a lot of waders and waterbirds while the surrounding melaleuca scrub, the dense border of rushes and samphire flats is a haven for other smaller bush birds. It’s a top spot for birdwatching and there is always a few ’roos around along with the occasional emu to add variety to the nature viewing.
The route south continues much the same as before with a few steep pinches and some puckering side slopes amongst some of the dunes, where it’s easy to misjudge a gear change or the required momentum to get you through easily. On these steep slopes, once stopped it’s difficult to get going again, the wheels digging down through the soft sand. Then you are in for a heartrending reverse back down the dune to start all over again.
About 20km from Robe you come to Errington Beach where you need to swing east along the southernmost access track and head out to the main dirt road which takes you a few kilometres to the small protected bay of Nora Creina. This bay has a small settlement of fishing and holiday shacks close by and once you’ve enjoyed the protected waters of this bay, the route south leads onto Stinky Beach for the long challenging drive south to the seaside town of Beachport. By the time you get there, with luck the sun will not have set and you can enjoy a beer and/or a meal at the pub before returning to Robe via the main road.
Of course, there’s more beach and sand driving south of here, with one of the most challenging sections being south of the small community of Southend though the Canunda National Park to the even smaller hamlet of Carpenter Rocks. The beaches through this section remain very soft all year and we’d recommend you not chance your luck unless you are very experienced, have all the right gear and travel in the company of others.
For something a little different we headed back to Robe and next day on to the town’s favourite stretch of sand, Long Beach. This beach is popular with many people as its firm sand stretches away to the north for quite some distance and its relatively protected waters makes it ideal for swimmers and kite boarders.
As you close in on the northern end of the beach, about 10km from the Robe access point, you’ll find the sand is softer and you’ve left the crowds far behind. Just south of the small beach hamlet of Boatswain Point, a low bluff marks an exit point from the beach. We later found out you can cross the headland just inland from the sea and continue along a short beach to the small township. We headed inland and on dirt roads found our way north to Wright Bay where a small farmer-owned camping ground is popular with those in the know.
CAPE JAFFA
FROM Wright Bay a farm road heads north just inland from the beach which after a few kilometres, degenerates into a sandy bush-lined track as it heads into the Bernouilli Conservation Reserve. This narrow strip of bushland leads to Cape Jaffa, and amongst the scrub and low dunes near the tip of the headland you will find the remains of the Cape Jaffa Lighthouse cottages.
These cottages were built in 1872 for families of the lightkeepers who actually lived on the Cape Jaffa Lighthouse platform eight kilometres offshore on the Margaret Brock Reef. It was, and still is, a wild and unprotected reef and the seas that swept in and around the manmade platform just above the reach of the tide would have been a little intimidating. Still, the posting here for the men and their families was considered pretty easy and acted as a trial for new staff to see how they coped with the isolated life and the duties of a lightkeeper.
The cottages were abandoned in 1929, while the light remained in active service till an automatic light was installed on this treacherous reef in the early 1970s. Then, in a mammoth undertaking, the original light and its structure was dismantled and taken to the mainland where it was erected and now acts as the centrepiece for the Cape Jaffa Lighthouse Museum in Kingston SE. Its striking steel structure is well-worth a visit.
From the remains of the cottages you can drive along the beach northwards – or at least just behind the beach – but the deep seaweed along this stretch put us off and we headed inland on better tracks, then dirt road before meeting the bitumen just south of the small town of Cape Jaffa. The short wooden jetty here has been superseded by a big, new marina which has kind of proved to be a bit of a white elephant with few boats using it and the surrounding blocks of land unsold and unattended.
We headed on to Kingston SE quickly finding the bakery in this pleasant seaside town where we enjoyed a coffee and reminisced about our latest adventure, one we hadn’t done before in all the many times we have been to Robe.
That’s one of the great attractions of the beaches around Robe – there is always something new to discover and places to explore. I know we’ll be going back!
TRAVEL PLANNER
For info on Robe and its accommodation and facilities go to www.robe.com.au
The Little Dip Conservation Park covers 2150ha and offers four very separate camping areas all of which demand you book a camping spot online.
To check out what the small town of Beachport has to offer see: www.beachportsa.com.au
The Canunda NP protects 9625ha of coastal dunes south of Southend. It has five separate camping areas.
The Cape Jaffa Lighthouse is maintained and operated by the National Trust of SA. For more info see: www.nationaltrust.org.au/places/cape-jaffa-lighthouse
THIESS Brothers, an earth-moving construction firm, introduced Toyota 4WDs into Australia in 1958.
The first batch was used in the construction of the Snowy Mountains Scheme where Thiess was one of the principal contractors. It also had a contract to remove overburden and ore from the massive Black Rock open-cast mine at Mount Isa Mines, and introduced Toyotas to the Isa and the Gulf country when I worked in the pit.
Mining and Toyotas were cheese and wine, but, not to be outdone, the grazing industry replaced ageing ex-military Jeeps, Willys Jeeps and British Land Rovers as quickly as they could afford it with the more powerful Toyotas. However, there was much scepticism in the bush about the Toyota – “Jap crap” according to some.
How anyone could possibly believe that a Japanese-made vehicle could compete in the bush with the time-proven British Land Rover was beyond the imagination of most bushmen. The Land Rover was introduced into this country in 1948. It was an instant success, having no competition, apart from few clapped-out WW2 ex-military Jeeps. To many, the Land Rover was the pinnacle of British engineering; but that was to change.
By the mid-seventies, the Toyota had all but replaced the Land Rover. Only wannabee city-based ‘bushmen’ drove Land Rovers. The drivers could be identified by ex-army slouch hats that were clipped to one side, wore surplus military-issue clothing, sole-ribbed or ex-military desert boots, and carried big Puma Hunter knives on their belts, arguably the first survival blade. Land Rover drivers smoked curved pipes and when you met a mob in a bush pub like Gregory Downs or Kajabbi, the smoke and smell was enough to make one puke.
HAMBURGER BULL
ON the vast cattle stations, though, things were changing when the US market demanded hamburger meat and the best burger meat comes from bulls. Yes, you read that correctly – bulls. Now it so happened that the highest numbers of shorthorn Hereford bulls on the planet roamed wild across the Cape York Peninsula, the Top End of the Northern Territory and the Kimberley, on stations that had been neglected for years due to the lack of sales, distance and costs. But suddenly they were tossed a lifeline, someone wanted bulls and they had heaps; big ugly bastards with huge horns and bad tempers.
Bull-catching created a whole new career for ringers. Horses where first used to knock bulls off their feet. The ringer leaped off his horse, grabbed the bull by the tail and when it turned on him, it would be off balance. In that spilt second the ringer twisted its tail and the bull fell on the ground. A strap carried about the ringer’s waist was then used to secure the hind legs: “Easy as, ’ey …”
But horses and sometimes ringers were gored and killed. There had to be a better way.
LIMITED EDITION: Jeep Wrangler Unlimited Willys
The answer lay in old Toyota ‘shorties’. They were resurrected, stripped-down and mechanically rebuilt, fitted with a sturdy steel bullbar – now you know where the name comes from – the sides enforced with strong steel plates and rails that connected to the bullbar which sat well forward to protect the radiator from bull horns and scrub.
Not that the Toyota shorty had the market covered; a bloke in Katherine used a Range Rover, but when it was opened up like a sardine can by a bull he stopped using it. The Austin Champ was another vehicle used as were Willys Jeeps, Land Rovers and others, though the drivers preferred Toyota.
“If it broke down, you could always fix it and get home,” said an old mate. “It was all busted-arse gear to start with. We broke a lot of engine mounts chasing bloody bulls through the scrub. And don’t talk bloody tyres to me, those money-hungry bloody bosses used to haunt the tyre shops begging for old tyres, which were then fitted to the bull catchers. Talk about changing flats or blown tyres on the job. Bloody hell, don’t remind me.”
CLASSIC: BJ/FJ Cruiser
The FJ25 short-wheelbase Toyota was well-suited for the job and from the mid-1960s on they underwent all sorts of modifications. A good bull-catching shorty had a 155hp petrol engine and a three-speed gearbox. Others had multi-throat Stromberg carburettors, and later five-speed gearboxes, for extra pick-up and power. But it was generally recognised that the three-speed gearbox was ideal. Some mechanically-minded drivers even dropped Chevy V8s into their shorty.
“They went like the blazes,” said old mate. “But we did not really need that much power.”
The three-speed was favoured because the driver could concentrate on the bull instead of having to change gears. It enabled the driver to change gears with a simple forward and rearwards movement, handy when you were stuck in a gully or mud. The second gear was ideal for running the bull until it tired.
The bullbar was used to knock the bull over and, with the vehicle almost parked on top of the unfortunate bovine, it was ‘easy’ to tie the hind legs and immobilise it. Next, the bull was tied to a strong tree trunk by the horns and the leg rope released. It was later picked up with a truck – generally an old 4WD ex-army Blitz – but if the country was too rough for it, a trayback Toyota did the job.
There were various methods of loading bulls onto trucks. One was to winch or pull it partly up a tree and back the trayback under it. The other was to use a purpose-built truck slide and either winch the animal on the truck bed or pull it in with the bull catcher, the same method as is used today.
Bulls were dehorned at the spot or had the horn tips removed to stop them from killing each other when yarded. There is nothing meaner than a mad scrub bull when yarded with a mob of cattle and calves. When one goes berserk they mainly kill cows and calves. If it can’t be separated quickly, the only other option is to shoot it …
A very expensive problem that faced the bull catchers was the fact that they drove clapped-out vehicles. For most contractors the cost of maintenance was outstripping the profits. Spares were carried and most drivers were outstanding bush mechanics, but fixing a vehicle in the bush meant downtime for others on the job.
NEW THINKING
A FEW contractors bit the bullet and purchased brand-new FJ25s that cost more than $3000, stripped them down and rebuilt them as bull catchers. That was enough to make grown men cry, but the new vehicles paid for themselves in a month if bulls were caught and, best of all, they did not have any major breakdowns for several seasons.
The bull catcher kept evolving; someone, probably an American cowboy who had immigrated to Australia and the Top End, constructed a horse saddle seat next to the driver, or in the rear, from where he lassoed bulls from his lofty height. This worked well until the driver hit an anthill or a washout. Pub legend has it that one roper fell forward when the driver hit a log hidden in tall grass. His head went through the glove-box opening and the only way they could extract him was to grease his head and ears and pull hard …
The freedom, adventure and lifestyle of bull catching, especially buffalo, attracted adventurers from all over the world. There were Americans, Germans, Dutch and English in the mix of local Aborigines.
Next came pole catching, where a long bamboo pole with a rope noose on the end was placed over the bull’s head. It took a great deal of skill and strength because of the unwieldy long-pole weight. You also had to have complete trust in the driver, even though the catcher was supported by a purpose-built rail where the passenger seat normally is. Once the noose was over the bull’s neck, the brakes were slowly applied and the bull knocked off his feet with a tail twist, before being tied and left for the truck to collect it.
Later, some say after the African movie Hatari starring John Wayne, a seat was fixed on the bullbar. The catcher, a very brave man indeed, would sit on it and use a bamboo pole and noose to snare bulls. But some Territory old timers claim that the Hatari idea was already in use in the Top End before the movie was made and that Hollywood got the idea from us. Who knows?
HISTORY LESSON: Homage to the FJ Cruiser
It had inherent dangers, apart from being catapulted from the seat as seat belts had not yet been invented. Old mate, Indigenous catcher Matt Sullivan, told me he had a big-horned buffalo lassoed. When the driver slowed down it gave the bull a bit of space and he managed to get his horns under the Toyota and tip it over on its side. Matt was trapped under the vehicle with a broken leg.
“That bloody bull looked at me and snorted snot all over me before stepping out of the rope and running away,” said Matt, who sported the legacy of the encounter with a permanent limp. Other catchers, including Sonny Smeaton, who it was said was as mad as a buffalo bull, were not too lucky and were killed on the job.
Rollovers were common, as was hitting deep buffalo and pig wallows, anthills and logs, all demanding a heavy toll on vehicles, catchers and drivers.
BUSH ENGINEERS
BUSH innovation created the natural evolution of the bull catcher, and it is legendary when northern cattlemen gather about campfires and in bush pubs. Like the horse that went before it, the bull catcher’s vehicle is now part of life in the outback.
A Yank, Kel Carrick, came up with the idea to fit a contraption on the bullbar that was fitted with a swinging arm that was swung over the bull’s neck instead of knocking him over. You just drove alongside the bull and placed the arm over its neck and gave it a hug. Once secured, the bull wore himself out trying to tip the vehicle over. Buffalo were sometimes strong enough to do that.
What a great idea, it saved on labour and prevented bruising of valuable meat, while it was much easier on the driver and the animal. Thus, the bionic arm was born. It has undergone several innovations from the original, but almost every bull catcher’s vehicle used today is fitted with a bionic arm.
THE BUFFALO
OUT on the flood plains, east from Darwin, grazed untold riches in the form of buffalo that were so thick that “they are like cloud shadows,” wrote a visiting journalist. While they had been shot for skins for decades, the demand for burger meat and the German game market attracted the bull catchers. They used the same vehicles and methods as they did for cattle.
At about this time a new innovation were portable steel yards, which were set up in strategic places and had ‘wings’ consisting of two-metre-high hessian walls that guided mobs of cattle or buffalo into the yards.
The bovines won’t go through the ‘wall’ that confronts them, though getting them in the yard is not always easy, as there is always one that breaks and turns back towards the bull catchers, sometimes taking the whole mob with it. While cattle are easier to push into yards, buffalo are much harder to control.
Heli-mustering was introduced about this time and it made the job of mustering whole herds much easier. They would be driven near the yard where waiting bull catchers guided them into the hessian wings, almost hidden in clouds of dust.
“You have to line the bull catchers up like a single unit and push the buffalo forward. If there is a gap between the vehicles, a bull will rush through and get away,” said Jay Pendarvis, an American who owned Mudginberri and Mummalary Stations and a buffalo-meat export abattoir on Magela Creek in the 1980s.
I experienced firsthand buffalo musters on Mudginberri, Mummalary and Goodparla Stations, where I enjoyed exhilarating rides in bull catchers, hanging on for dear life with one hand and a Nikon camera in the other. What fun that was …
The three stations became part of Kakadu National Park when they were forcibly taken from the owners in the 1980s.
But the end of a way of life began when the BTEC (tuberculosis) program commenced in the 1970s. Whole herds of cattle and buffalo were destroyed and left as carrion in the bush and on the plains. By the mid-1980s it had marked the end of bull catching and mustering wild scrub cattle, ending the buffalo and scrub-bull meat export industry and the closure of abattoirs that employed hundreds of people. All were tossed on the scrap heap by the Federal Government.
I witnessed the slaughter of more than 30,000 buffalo in Kakadu and bid goodbye to good mates that worked at the Mudginberri abattoir near Jabiru. It broke the hearts, and for some their will, of good people employed in the meat industry.
Station owners and people who worked with cattle and buffalo were in distress, not only by the waste of it all but that it also marked the final chapter in an era of wild bulls and men. It was the end of a frontier and it took years to recover. The success of the TB program is still being debated when cattlemen meet at bush races, while old-time buffalo hunters at the Humpty Doo and Howard Springs pubs reminisce of times past roaming the buffalo plains of Marakai, the Mary, Wildman and Alligator Rivers.
FLYING MUSTERS
THESE days stations operate under very different conditions, with Brahman cattle dominating and, instead of free grazing, fences now control their movements. On the Marakai Plains out of Darwin domestic buffalo graze on rich grasses, though numbers are low. Feral buffalo are controlled by contract shooting in national parks and in Arnhem Land, where the last wild herds roam.
Nowadays helicopters are used to round-up distant mobs of cattle, or buffalo, and drive them to portable holding yards where ringers in bull catchers take over and yard the tired animals. This has now been highly refined with buggies and quad bikes doing the job, though some stations continue to use horses when working calm cattle.
But in the wild backblocks of many properties, scrub bulls that have never seen a human are still being hunted by ringers that mostly use quad bikes to catch them. They often work alone, marking the tied-up bull location with a GPS, or their memory, to pick up the bulls later with a truck.
Buffalo are more dangerous, and the safety features of Toyota bull catchers continue to dominate the final muster. Most are now based on the longer model 70 long chassis .These days on a busy cattle station you will often see a combination of ringers on horses, bull catchers, quads, buggies and hovering helicopters, when cattle are mustered on the big runs of the outback.
In the bush Toyota bull catchers still rule, as ringers round up cranky scrub bulls. Others use quads, an even more dangerous job, but as the bush saying goes “most ringers are as mad as the bloody bulls, ’ey …”
FACT BOX
THE Toyota LandCruiser FJ25 was available in soft, metal and fibreglass hardtop configuration. Originally powered by a 3.8-litre six-cylinder petrol engine, it was designed as a basic workhorse. It was only available in green colour until 1972 when beige was introduced. Later a 3.4-litre four-cycinder diesel engine was added and a five-speed gearbox with low- and high-range capability.
It was very popular, though it gave a hard ride and was prone to rollovers if cornered too hard or driven on steep hills. Bull catchers preferred the diesel engine, but many petrol engines did sterling service in the bush. It was discontinued in its original form in 2002.
FORD has left no doubt that it is chasing the market that has traditionally been dominated by the Jeep Wrangler with its new Bronco as it gate crashed the annual Easter Safari in Moab with a range of Bronco concept vehicles.
Traditionally the event where Jeep shows off its wild and exciting EJS concepts, Ford has invaded the Utah red rock with some Bronco customs of its own.
Teaming up with known aftermarket suppliers and manufacturers such as ARB 4×4, 4-Wheel Parts and Vaughan Gittin Jnr’s RTR Vehicles, Ford had four Bronco and Bronco Sport special builds of its own.
While we haven’t heard yet what the Jeepers think about Ford Bronco crashing their Easter Parade, we reckon there’s room on the road rock for all the best off road vehicles – and it’s great to see another manufacturer getting behind off-roaders.
The custom Bronco four-door Outer Banks with Sasquatch Package on display mixes high-tech luxury features with rugged off-road Ford-licensed accessories, including JAC Products rock rails, fender flares by Air Design and Trail Armor rocker panel covers by Lund, with a 40-inch curved LED lightbar by Rigid on top and a retractable full-roof soft-top by Bestop.
Inside, rugged off-road accessories that optimise space and make for secure stowage include a DC Safety rear cargo organiser p and first-aid kit, a Tufty MOLLE straps and security drawer below, along with a Console Vault centre console.
Custom Bronco four-door SUV by RTR Vehicles
This multipurpose heavy-duty Bronco four-door Badlands SUV by RTR Vehicles sports custom RTR rock sliders and rear bumper, RTR 3D-printed grille with simulated accent lights, plus 35-inch Nitto Ridge Grappler tires mounted to RTR Tech-6 wheels. A roof-mounted Project X lightbar, custom RTR graphics and 12-volt Type S Blizzard Box refrigerator/freezer in back complete the package.
“Ford absolutely knocked it out of the park with its all-new Bronco SUVs, so we’re pouring our passion into blending our unique experience with Ford Performance and King of the Hammers racing to create our best possible turnkey vehicle packages and performance off-road parts,” said Gittin Jr., RTR president. “RTR products are designed to turn heads and engineered to take off-road enthusiasts to their favourite destinations and beyond.”
Custom Bronco SUV by ARB 4×4 Accessories
High-performance off-road parts designed by Australia’s ARB specifically for Bronco two- and four-door are featured in this custom Bronco Badlands four- door SUV including airbag-compliant front and rear bumpers, heavy duty rock sliders and differential cover, plus essential off-road accessories like an ARB twin compressor, jack and Zero refrigerator/freezer.
“These accessories represent years of design and engineering collaboration with the Ford team to build parts driven by the Bronco SUV off-road heritage and styling,” said Doug Pettis, president, ARB USA. “This design represents a practical yet capable vehicle that improves performance and enhances comfort off-road.”
Custom Bronco by 4 Wheel Parts
The custom Bronco four-door Black Diamond series SUV features a mix of 4 Wheel Parts factory brand parts including a modular front bumper, skid plate and winch platform, heavy-duty suspension components, custom roof rack and light mounts, plus a Smittybilt overhead tent and camping gear, awning and refrigerator/air system. It rides on 37-inch BFGoodrich® mud-terrain tires mounted to 17-inch Method alloy wheels.
“To date, we’ve already added more than 30 new 4 Wheel Parts brand products that take advantage of the Bronco modular design,” said Kathryn Reinhardt, senior marketing manager, 4 Wheel Parts. “We expect that list to grow as we aim to give our customers innovative products for every type of off-road lifestyle.”
I HAVE a confession to make. Despite owning many 4x4s over the last 19 years, I’ve never had a set of all-terrain tyres. Sure, I’ve driven on them, but never on my own vehicle. I’ve owned Boggers, ’Pedes, Swampers and Claws. I’ve always gone silly with off-road rubber, and I think it’s time to start acting my age.
Where I live, in the NSW Blue Mountains, we have plenty of different terrain to experience, but with just a few millimetres of rain everything turns to clay. So, in my head I’ve always needed mud-terrain tyres. Well, maybe I’m getting soft, or just wanted to prove myself wrong, but I’ve decided I wanted a quieter ride on my old Hilux. Enter the relatively new-to-market Yokohama X-AT G016 tyres.
ON ROAD
AFTER rolling around on a very worn set of muddies, I found myself literally laughing out loud within the first 10 metres of driving on the new rubber. They are dead silent on road. Naturally a new tyre will be quiet, but these are next-level quiet and haven’t gotten any noisier.
Grip is next level too – before, I couldn’t drive up the infamous Old Bathurst Road in the wet without single-pegging like a P-plater in a busted-ass Commodore. Now, even when pushing in the wrong gear, these Yokohamas remain confident. Solid 10/10 here, and considering this is where the majority of time will be spent in our vehicles, I don’t regret the decision to switch from mud-terrains … yet.
ON THE DIRT
THOSE familiar with the Turon River area in NSW will know it’s famous for two things: being insanely beautiful and incredibly dusty. The roads are dirt, from Capertee to Sofala, and are chopped out. I’ve just returned from a trip there and have to say I’ve never used a tyre with more grip in the dirt than these Yokohamas. I could safely cruise around in 2WD in most cases, whereas with my old (albeit worn-out) muddies, I’d need to use four-wheel drive high-range to take corners with confidence.
WATCH: Yokohama Geolandar A/T GO15 in the 4×4 Garage
When things turned to clay, the tread surface did fill with mud, as I’d expect any all-terrain tyre to do. In saying that, the X-ATs were able to eject this evil stuff quickly, and dug for traction well thanks to the square shoulder lugs on the edge of the tyres.
OFF-ROAD
THE advantage these tyres have over some other all-terrains is that the tread compound is relatively soft. This, in my opinion, is a good trait in an off-road tyre. They actually grip. On rock and high-traction surfaces, I’ve had no issues. While I avoid mud like COVID-19, we’ve had lots of rain lately and have been forced to get dirty.
I haven’t been stuck … yet. Sure, they won’t perform in really sloppy stuff as well as a full-blown mud terrain (there are other options if that’s your scene) but they have performed better than expected.
CONCLUSION
I THINK I’m a convert to all-terrain tyres on a daily driver. Being able to clearly hear passengers or chatter over the UHF is a new sensation for me. The ride is buttery smooth, and I’m yet to find traction to be a limiting factor when off-road. Sure, it’s early days, but I’ll report back in six months to show you how they are holding up.
AVAILABLE FROM
WEBSITE: www.yokohama.com.au RRP: $319 each (265x75R16) WHAT WE SAY: Compared to some other all-terrains, the tread compound is relatively soft and provides good grip for an off-road tyre.
A LOT of Jeepers were left disappointed when Jeep Australia left the short-wheelbase Rubicon variant out of the line-up when it introduced the JL model locally back in 2019.
For many, the soft-top shorty is the true Jeep 4×4 and the one variant that harks back to the original Jeep which is celebrating its 80th birthday in 2021.
The good news is, Jeep saw the error in its ways and reintroduced the shorty Rubicon late in 2020 with the Wrangler Rubicon Recon. The bad news is, it only imported 40 of them and they were all sold by the end of January. We asked Jeep if this apparent desire for the best variant of the JL Wrangler would prompt them to bring it back on a more permanent basis and they said it was up for consideration, but nothing is confirmed as yet.
There were actually 100 JL Rubicon Recon models brought in to the country, but only 40 of them were SWB. The other 60 were the LWB 4-door Unlimited model, so nothing really special about them. It was the shorty that had us excited and we managed to nab a steer of one before they were all gone.
The Recon part of the name is really just another accessories and dress-up package adding black bits to the exterior and red bits inside. The real stuff comes with it being a Rubicon, so the 4.1:1 geared final drive and low-range gear sets are there, as are the disconnecting front swaybar and locking front and rear differentials. The tyres are BF Goodrich’s excellent KM3 muddies, even if they are a paltry 255/75-17 size and not the 33- and 35-inch rubber that the American Rubicons are available with. This is the one big let down of the Rubicons off-road hardware on the ‘International’ models.
The Rubicon Recon Jeeps were priced at $66,950 for the SWB and $71,450 for the Ultimate, so they weren’t cheap but then, none of them are. A regular Wrangler Rubicon Unlimited starts at $67,450 so you’re forking out $4K for the Recon pack. To look at it another way, a shorty JL Overland starts at $61,450 so $5500 for the Rubicon goodies sounds pretty sweet.
POWERTRAIN & PERFORMANCE
JL Wranglers are only offered in Australia with the one drivetrain, that being the 3.6-litre petrol V6 engine backed by an 8-speed automatic transmission. That mill puts out 209kW of power and 347Nm of grunt which in the shorty feels relatively spritely, putting a pep in the step of the little Jeep.
This acceleration is in no doubt helped by the lighter weight of the SWB compared to the 4-door and the low 4.11:1 gears in the final drive. The Pentastar V6 loves a rev and again, the low gearing helps get it up in to its happy place and motoring along briskly.
The 8-speed ZF auto offers nothing to complain about other than it would be nice to have a manual gearbox available as well.
ON-ROAD RIDE & HANDLING
AS the ultimate showroom off-roader, the Rubicon’s on-road manners leave a lot to be desired. Soft, long-travel suspension, a high centre of gravity and mud-terrain tyres are all best off the beaten track. All these factors are amplified in the short-wheelbase model as it pitches fore and aft and leans heavily in to corners. The punchy acceleration lifts the nose and steering inputs are direct and sharp.
The SWB Wrangler is a very engaging vehicle to drive, so much so that it will bite you if you let your guard down so you need to keep your mind on the drive. We’ve said in the past that you need to constantly chase the steering when on the highway in a Rubicon and again, this effect is amplified in the SWB.
If there’s a good thing to be said about the Rubicon’s suspension on the road, it’s that its soft and supple so you get nice ride quality.
OFF-ROAD
ALL the things that mess with the Wrangler’s on-road performance are the same things that make it so good off road. The compliant long-travel suspension offers plenty of articulation, which is improved again by hitting the button to disconnect the front sway bar and really letting the Jeep flex its live axles.
The front and rear factory lockers are fast-acting and work to get you out of most situations, but it is surprising at how quickly the Rubicon grounds out when out on the tracks. Yes, it’s nice that Jeep fits muddies from the factory but the tyres need to be taller to stop the diffs grounding on rutted trails and scraping on rocks.
The location of the steering damper under the front diff is an issue on all JLs and the shorty Rubi is no exception. Thankfully there are aftermarket kits to relocate this up higher out of harm’s way. Likewise, the design of the plastic panel surrounding the rear number plate is poor as it hangs low and is the first thing to scrape on the track and will easily break the plastic parts.
A steel front bumper is fitted as part of the Recon package so it isn’t as vulnerable, and has built-in recovery points. There are also recovery loops at the back of the car.
The shorty feels like it will pull a U-turn on the spot as it spins around its back axle that is tucked almost under the driver’s seat making it super manoeuvrable on bush tracks. The windows are big and low offering a good view outside, but the pillars are thick and the bonnet high in the driver’s line of sight.
The Wrangler Rubicon remains the best vehicle for off-road use directly off the showroom floor and the shorter wheelbase improves the ramp-over angle and manoeuvrability to make the shorty the better of the two models. Drop the tyre pressures, lock the diffs, disconnect the sway bar, pick a line, and this is the little Jeep that could!
CABIN & ACCOMMODATION
TO anyone not familiar with Jeeps who normally drives a more conventional 4×4 vehicle, the cabin of a Wrangler will feel pretty weird. The upright seating, massive pillars, lack of space in the driver’s footwell and relatively cramped feeling are not really welcoming. But spend some time behind the wheel and it all falls in to place and you soon realise that it’s all very functional, practical and not all that cramped – except for the footwell.
The vertical dash places the gauges, AV screen and all the controls within easy sight and reach and with familiarity, it soon all makes sense. A small complaint is that the buttons for the lockers and sway bar are still located on the left side of the console as they are in the USA, so you have to reach over and down for them.
The upright windscreen (which can be folded down on to the bonnet for that open-vehicle feel unique to Wrangler) gives a great view out over the bonnet but the large pillars (needed as the roof is removable) do restrict vision to the back and sides.
The rear seat in the shorty is really a stupid idea. It offers very little space, is difficult to access and leaves little room behind it for gear. A smarter option would be to do away with the back seat and give yourself some usable cargo carrying capacity. You want more space – buy the 4-door Unlimited.
The interior is well-equipped with heated leather seats as part of the Recon package, while the standard dual-zone climate control, large U-Connect AV screen with Apple CarPlay and Android Auto are well appreciated.
The Rubicon Recon comes with the removable hardtop, and removing completely is a big, two- or three-person job but thankfully, the two panels over the front seats are easily removed and stowed to let the sun and wind it. Don’t knock it until you’ve tried it!
We need to mention the Wrangler’s 3-star safety rating which is pretty poor by anyone’s standards and should be considered if you’re thinking of driving a Wrangler. Sure, safety might not be a priority for the off-road vehicle buyer and there are plenty of unique reasons to consider the Jeep, including its capability and the ability to remove the roof, doors and fold the screen down.
PRACTICALITIES
A SHORT wheelbase Wrangler might be a lot of fun but practical it isn’t; especially with the rear seat in place. It makes more sense as a 2-seat weekend off-roader. Short wheelbases don’t make for good towing vehicles and the little Rubi is only rated to haul 900kg, while payload is around 500kg.
With its low gearing, petrol engine, mud terrain tyres and the aerodynamics of a Besser block, the Wrangler can slurp through its 66-litre fuel tank pretty quickly, which further limits its usability as a touring 4-wheel drive.
The off-road usability makes more sense with water fording at 750mm, solid underbody protection, class-leading capability, front and rear recovery points, practical 17-inch wheels offering plenty of choices for tyre sizes and more aftermarket accessories available than any other 4×4 on the planet. The sky really is the limit when it comes to modifying your Wrangler, even though it is a pretty good package right out of the box.
SUMMARY
SO the shorty Rubicon might not be the vehicle to take the family on a trip around Australia in, but it remains the most capable and fun vehicle for day trips and weekend off-roading. Rear cargo solutions and roof racks might give you more capacity but this isn’t a vehicle to load up.
It’s a pure off roader in every sense, from its unrivalled capability to its top off and windscreen down open-air feeling. On the beach or in the bush, the little Jeep is a lot of fun.
One thing is for sure; if you manage to snare yourself one of the 40 SWB JL Rubicon Recons in Australia, you’ll have yourself a rare vehicle here.
JEEP JL WRANGLER RUBICON RECON SWB SPECS
ENGINE: Pentastar 3.6-litre V6 MAX POWER: 209kW at 6400rpm MAX TORQUE: 347Nm at 4100rpm TRANSMISSION: 8-speed automatic TRANSFER CASE: Rock-Trac with full-time and part-time 4×4 and low range CRAWL RATIO: 77.24:1 STEERING: Electro-hydraulic SUSPENSION: Live axles on links, coil springs, stabiliser bars (F/R) TYRES: 255/75-R17 BASE WEIGHT: 1887kg PAYLOAD: 500kg TOWING CAPACITY: 900kg GVM: 2427kg GCM: 3636kg TEST FUEL USE: 16.2L/100km FUEL TANK: 66L DEPARTURE ANGLE: 25.1° RAMPOVER ANGLE: 18.4° APPROACH ANGLE: 40.7° WADING DEPTH: 750mm GROUND CLEARANCE: 249mm
THE long wait is over! COVID-19 may have forced us to delay the running of 4X4 of the Year, but we can finally bring you the results in our April issue, which is out now.
Find out how the updated Hilux managed to keep ahead of the competition, a field of just five this year: BT-50, D-MAX, Defender, Gladiator Rubicon and, of course, the Hilux.
SUBSCRIBE TO 4X4 AUSTRALIA MAG!
Read all about our exhaustive testing process in the April mag!
In addition, we also run the ruler over a couple of wild custom creations: a kitted-to-the-max BT-50 built by taking more than a few risks; and a near-on perfect 105 Series LandCruiser that was pretty much built from scratch.
WE also discovered Mount Isa in Queensland is way more than just a mining town, and there’s plenty to of fossicking to be done in Victoria’s northern goldfields.
Plus, we had an off-road squirt in Nissan’s new Navara ST-X and GWM’s budget-priced Cannon-L. Are they worth it?
WHAT ELSE IS THERE
– Cub Camper tested – What tools to pack in your 4×4 – BFG KM3 muddies tested – New products analysed – Long-term shed updates – Columns, news and more!
The April 2021 issue of 4X4 Australia is out now!