WHENEVER I see on a map the words, Developmental Road, it always grabs my attention for being a less-used route.
Apparently the name Developmental comes from the roads being under constant development, and a lot are damaged or washed away from the severe wet seasons in the north of Australia. The facts are that they are always gravel, are variable in their conditions, and were originally built to facilitate the transport of stock in the far reaches of Queensland.
Spending time at Karumba on the southeast coast of the Gulf of Carpentaria and looking for an alternative route across to the east coast of Queensland, I spied the Burke Developmental Road (BDR). Karumba’s a bit of a strange town as, if you’re not a fisherman, there’s honestly not a lot to do.
Located right on the banks of the Normanton River, the waters are apparently rich with barramundi and Gulf banana prawns which are the town’s main industries. After visiting the Barramundi Discovery Centre where you can learn the history and behaviour of the barra and other aspects of the town, you can dine at the sunset bar which is one of the few places in Queensland where you can watch a sunset over the ocean – but that’s about it for Karumba.
A working town, Karumba is an industrial port for the specialised barra and prawn fishing boats, for where livestock gets loaded, and where MMG Century mines has a loading facility for its 300km underground pipeline to exit from where it conveys zinc slurry from its mine to the west. Just offshore, Sweers Island is a paradise for anglers, surrounded by reefs and holding a ton of sportsfish – it was named back in 1802 by Matthew Flinders.
One interesting fact about this area is that it has only two tides (not four, like others) in most 24-hour periods, This is due to the narrow waterway at the top of the Gulf, where water surges push against each other and stop the flow.
The BDR caught my eye for several reasons: it was a long way between fuel stops, which meant it was less-travelled by others; and it runs along several rivers for a few miles, so is hopefully good for remote camping. Leaving Karumba, it’s a sealed road to the start of the BDR (or, on some maps, the Normanton-Dimbulah Road) just 41km away, and right from the start there are warning signs regarding no fuel for 600km and rough roads.
The BDR heads in a northeast direction for nearly 260km, passing through open savannah plains and woodlands. At the time we travelled on it there were also about four million corrugations, which definitely found new rattles in the old Cruiser.
VAN ROOK STATION
ABOUT 100km into the trip there’s signage for Van Rook Station. Now, while it’s not possible to enter the gates, this empire consists of more than 1,000,000 hectares of prime grazing land broken into four different stations dating back to 1883. The Dutch-bearing name Van Rook refers to early coastal explorers who sailed past the top of Australia in the 1600s.
The station runs approximately 100,000 head of Brahman cattle, and one outstation is surrounded by water on three sides. Plus, some outstations have fresh waterholes nearly 20km long, while another is bordered by remote shell-covered beaches. Van Rook is regarded as the largest station in Queensland.
This section of the BDR runs diagonally with the gulf coastline for 260km, with several massive bridges across rivers flowing into the gulf. Being only 100km to the coastline, there’s always a good chance to see a few crocs along the way if there’s any water in these rivers. They may only be freshies, but be croc-wise.
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It’s not long before the BDR takes a sharp turn to the right and starts heading directly east along the Mitchell River at Dunbar Station. The landscape seems to change where there’s more moisture in the ground; the trees are greener and the low scrub thicker. Our camp for the night was at the Drumduff Crossing on the banks of the Mitchell River.
The crossing over the water is a long, low concrete causeway which acts like a weir holding back water on one side, yet the water can cascade over when there’s flow. What blew me away was that the causeway is just 200m across, but during the wet season the river is nearly 2km wide – this was apparent by the amount of sand the road traversed out the other side towards Drumduff Station.
This is one of those camps where you plan for one night and stay a few more. Just a stunning place where the serenity pulls you in, the water is cool on a warm day and the birdlife is amazing. Recent reports said that barra were caught upstream of the causeway, but unfortunately none were spotted or hooked during our stay. We did, however, see several small freshwater crocs away from the camp and at night it was possible to see their beady, red eyes glow from the torch beams. Swimming during the day was pretty safe in the shallow rockpools near the river’s edge.
CROC CULLLING: Is it necessary?
East of Drumduff the BDR starts to change, with mountains in the distance giving life to the barren landscape left behind. Waterholes filled with lily pads and alive with birdlife are an indication there is life out here still. Brolgas, wrens, jabirus and even ibis congregate around the water’s edge, looking for a feed.
Crossing the Lynd and the Walsh Rivers are other stopovers to look for crocs if there is any water flow, but nothing can be guaranteed at the end of the dry season. The road soon swings south and heads towards the Sentinel Range, where towering peaks seem to pop-up out of nowhere, but this volcanic area has been weathering away for more than 400 million years.
CAVING
THE Chillagoe-Mungana Caves National Park is known worldwide for its ancient aboriginal artwork, nearby heritage, and an estimated 600 to 1000 stunning limestone caves within the park. Luckily there are a handful that are easy to access, and you’ll be blown away with what nature has created. One of the better ones is 30km before Chillagoe in the Mungana Reserve, named The Archways.
A labyrinth of caves and walkways are spellbinding, with tall trees shooting skyward and stretching out above for any moisture in the air. It’s an amazing walk through the different rooms exploring the rock formations and cosy caves. Outside there’s the Mungana Rock Art site, where a host of ancient Aboriginal paintings depict a story from years ago in a peaceful area.
In conjunction with volcanic rock, minerals are normally found nearby, and within a few kilometres towards Chillagoe is the turnoff to the Mungana historical mine that soon caught our attention. An easy road in, it stops at the once rich and rough town site of Mungana, where way back in 1896 copper was found.
With a smelter and railway line back to Chillagoe, the town was set up here but it was a harsh area with a lack of water, facilities and food plaguing the workers for many years. Walking around where the town once was beside the railhead, there’s evidence of buildings and a few relics; the railway line is still there with uneven sleepers, and the info boards depict a picture of prosperity and hope.
Sadly in the early 1940s the OK Mine closed and the people blended into other areas within the district. Originally horses and camels were used around the mine, but the horses started to bolt and were erratic when the camels and cameleers came too close. Soon only camels were used to transport the copper from the mines, but during this time the animals were getting sick from eating the leaves off the ironwood tree.B
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However, a bit of smart thinking in 1907 by head cameleer Abdul Wade bought several steam-driven tractors in to move the heavy loads from the mines. At the peak of production there were 13 tractor engines operating and, when the mines closed, Japanese interests bought all but one of them. The last one was sent to Atherton where it was used to haul timber.
The last stretch of road to Chillagoe is sealed, and something not to be missed in town is the heritage-listed Chillagoe Smelter site. Huge amounts of copper were found here in the early 1880s and this subsequently opened up Far North Queensland for more mining exploration. At the peak of production, more than 1000 people were employed within the mines. However, in 1914 the mine shut for the duration of WWI and failed to reopen due to financial problems and overcapitalisation of the mine.
Over the next few years the Queensland government took ownership and recommenced operations, trying to help it through the depression years. However, it failed and the smelters closed once and for all. Today the site has been cleaned up and there are public viewing areas that overlook the chimneys, the main smelter area, tunnels and more.
Walking tracks lead you to where the manager’s grand house once stood overlooking the stunning Featherbed Ranges to the east. Another walking trail takes you to a view of the largest remaining slag heap left in Queensland. After processing the ore, the leftover material (a thick liquid called slag) was transported by a trolley on rails with large bell pots on the side to the dump. It’s estimated that nearly a million tonnes of waste was dumped to make this slag pile.
There was a vision by John Moffat to create a network of railway lines, from the smaller mines back to the massive Chillagoe Smelter works, but reports of corruption, mismanagement and scandals soon brought everything to a halt. They say that the Chillagoe Smelter never made a profit in any year, only supported the town through a flow-on effect where there once were 10 hotels, a bustling town centre and relevant services. Today Chillagoe is a quaint drive through an outback town, where history blends in with the new.
The BDR continues on towards Dimbulah and is a mixture of dirt and sealed road. While the entire road can be done cautiously in a modern car, a 4WD is highly recommended due to the lack of road maintenance, wet-weather events smashing the area, or just finding those little out-of-the-way campsites. Listed as one of Australia’s most dangerous roads and at more than 1000km long, the Burke Developmental Road is anything but boring if you’re keen to heighten your sense of adventure.
GWM stands for Great Wall Motors and is effectively a renaming of what was previously Great Wall, a brand that’s now reasonably familiar in Australia having been here since 2009. GWM is China’s largest ute, 4×4 and SUV maker, examples of the latter two being sold here under the Havel brand.
The new GWM Ute is presented as the Cannon, Cannon-L (as tested here) and the Cannon-X, with prices starting at a low $33,990, which includes government and dealer charges.
The Ute is effectively new from the ground up, although it does use a revised version of the 2.0-litre diesel engine from the previous Great Wall Steed, although now backed exclusively by an eight-speed automatic gearbox rather than a six-speed manual, the only gearbox offered with the Steed.
Most notably the GWM Ute is much bigger than the Steed and gives nothing away in size to the biggest utes in the class such as the Ford Ranger, whereas the Steed was a small ute by current standards. And where the Steed was behind the game in terms of technology and sophistication, the new GWM Ute comes stacked with the latest safety and convenience kit.
POWERTRAIN AND PERFORMANCE
THANKS to a new turbo and a more sophisticated (read higher pressure) diesel injection system – the usual ‘tune-up’ items with modern turbo diesels – what was 110kW and 310Nm in the Steed has become 120kW and 400Nm in the GWM Ute.
Complete with the now obligatory diesel particulate filter (DPF) the engine meets the now mandatory in Australia Euro 5 emissions standards. A manual DPF regeneration switch is provided, which is a very practical touch. Sold elsewhere (with the addition of urea injection or AdBlue) it’s a Euro 6 engine, which is testament to its modernity of its top-end remake.
On the road 120kW and 400Nm still doesn’t set the world on fire, as you would expect, but the engine still gets along effortlessly enough in general give-and-take driving, doesn’t make a fuss on hills and all the while, is relatively smooth, refined and quiet. However a colleague drove a different example and complained of excessive vibration at urban speeds, something not evident with the example tested here.
Helping getting the most out of this engine revision is a slick eight-speed automatic, made under licence from German transmission specialist ZF. As ever with the now ubiquitous ZF eight-speed the shifts are near seamless, especially with moderate throttle loads.
The shifts are also well-timed which, along with the relatively gear close ratios, helps keep things percolating along nicely. Paddle shifts are also provided for the ‘manual’ control if you so wish, and most useful off road.
Not so good is the throttle progression, which is soft in initial response but then ramps up quickly. You get used to it, but it could and should be better. The overall throttle travel is too short too, especially for off-road driving.
ON-ROAD RIDE AND HANDLING
THE Ute’s chassis is a world apart from the Steed. Gone is the latter’s torsion bar front suspension and hydraulically assisted recirculating-ball steering. In its place the Ute has far more sophisticated double-wishbone coil-spring front suspension and electric power steering. A live axle and leaf springs are of course retained at the rear, as are disc brakes, an unusual feature in this class.Unladen, the Ute’s ride is firm as you would expect, but the general handling is tidy enough even on bumpier roads. The damping seems well-sorted, and likewise the suspension’s front-to-rear match is good.The electric power steering means that little steering effort is needed at parking speeds, but at highway speeds the steering is too heavy and notably devoid of feel. Like the throttle, you get used to it, but it’s not something you learn to love.
More positive is the on-demand 4×4 system, which means drive to all four wheels is engaged if any when needed. Presumably it’s the same or similar made-under-licence Borg Warner system used in the Steed and likewise similar to that used in the Ford Everest.
It does its best work on wet bitumen or on roads that alternate between sealed and unsealed and is a significant step up from the relatively primitive part-time 4×4 systems used in most of the mainstream popular utes. It provides ‘Normal’, ‘Sport’ and ‘Eco’ driving modes via a rotary dial on the centre console.
In what is becoming a now recurring theme in new cars thus equipped, some of the high-tech safety aids are more annoying than helpful. In particular the active lane-keeping assistance can at times try to counter your steering input without good reason. Winding country roads are a particular problem.
You can go into a readily accessible menu to switch off the lane keeping, but it defaults to the on position every time you switch the ignition off and then on again.
OFF-ROAD
THE same dial is used to engage low range, which offers a good reduction especially given the eight-speed auto has an especially low first gear anyway.
The Ute also offers respectable ground clearance and notably good rear wheel travel to provide class-competitive off-road ability. A driver-switched rear locker is also standard and when engaged, it doesn’t appear to kill the ETC across the front axle, which is a major positive.
A reasonably solid looking front skid plate, and front and rear recovery hooks are other positives. Likewise the engine draws its air through the inner guard, which should help with water crossings.
The standard road-pattern tyres don’t help off road but are in the common 265/60R18 size, which is both taller and wider than the tyres used on the Steed and means plenty of options for replacement rubber.
CABIN AND ACCOMMODATION
THE GWM cabin presents as modern but glitzy, but is also roomy and decently finished. Keyless entry and push-button start continues the modern theme but the tilt-only steering wheel reach adjustment in this mid-spec model (as well as the base model) seems like penny-pinching given the top-spec model gets both tilt and reach adjustment.
No entry-assist handle for the driver (passenger only) is another omission. Otherwise the driving position works well in terms of vision and general comfort, and shorter drivers will appreciate the good amount of height adjustment with the seat. Rear seat room is also good and up with the bigger utes in the class.
PRACTICALITIES
THE Ute is rated to tow 3000kg, so a little below the class norm but with only 120kW on offer, 3000kg might even be a bit of a stretch under more demanding conditions.
An assisted tailgate is easy to open and close and while four tie-downs are provided, unfortunately the front two are mounted too high, as is the norm on most utes. There’s also not sufficient room between the wheel arches for a full-size pallet, again an unfortunate norm for most utes, VW’s Amarok being the notable exception.
To sweeten what is already an attractive deal price-wise, GWM offers fixed price servicing for the Ute for the annual and/or 10,000km services pegged at $360 for the first five dealer visits.
SUMMING UP
THE GWM Ute is a huge step forward from the Steed and presents a compelling argument for the price. It will be best as an everyday family ute with some weekend 4×4 recreation thrown in, but can do work duties as well as long as that doesn’t involve heavy-duty towing.
As a day-to-day ute it certainly ticks all the main boxes, even if it needs a little more finesse at the driver interface to keep keen drivers happy.
WHAT YOU GET
THE GWM Ute comes in three specification levels and is stacked with kit from the bottom up. Standard across the full range, which starts at $33,990 (driveaway) for the Cannon, is a full suite of safety features led by automatic emergency braking, lane-keeping assistance, radar cruise control, rear cross-traffic alert, tyre-pressure monitoring, over-speed warning, rear and kerbside cameras, and seven cabin airbags.
Keyless entry, push-button start, auto on/off LED headlights, a 9-inch touchscreen and the usual smartphone connectivity apps are also standard across the range. Mechanically all models also get the same engine, the same eight-speed automatic, the same on-demand 4×4 system, a rear differential lock and 18-inch wheels. All models also get side-steps.
The $37,990 (driveaway) Cannon-L (as tested here) then adds heated front seats, electric seat adjustment for the driver, automatic climate control, a 360⁰-view camera, a 220V power outlet, sports bar, tub liner, easy up/down tailgate, lots of chrome and other minor items.
The top-spec $40,990 (driveaway) Cannon-X then adds leather, reach (as well as tilt) steering-wheel adjustment, electric adjust for the passenger seat, wireless phone charging and different ‘modes’ for the electric power steering as its main attractions.
GWM UTE CANNON-L SPECS
ENGINE: 2.0-litre 4-cyl turbo diesel MAX POWER: 120kW at 3600rpm MAX TORQUE: 400Nm at 1500 to 2500rpm GEARBOX: Eight-speed automatic 4X4 SYSTEM: Dual-range on-demand CRAWL RATIO: N/A CONSTRUCTION: Separate chassis FRONT SUSPENSION: Independent/coil springs REAR SUSPENSION: Live axle/leaf springs WHEEL/TYRE: 265/60R18 110H FUEL TANK CAPACITY: 78L ADR FUEL USE: 9.4L/100km TEST FUEL USE: 10.8L/100km DEPARTURE ANGLE: 25⁰ RAMPOVER ANGLE: 21.1⁰ APPROACH ANGLE: 27⁰ GROUND CLEARANCE: 194mm (laden)
YOU really are spoilt for choice if you’re in the market for a 12V fridge in 2021.
There’s a huge array of options to suit a broad spectrum of budgets, and that’s great news; but for the most part, it’s a struggle to come across an offering with a significant point of difference.
BUYER’S GUIDE: 12-volt fridges
Companion’s rechargeable, lithium-equipped fridges are relatively new-to-market, and they’re particularly unique due to the fact that they’re packing an integrated 42AH battery. There’s a 60L single-zone and a larger 75L dual-zone model available, and I’ve been getting acquainted with the 60L jobbie for the past few months.
When I first got hold of the fridge I hadn’t yet sorted my vehicle’s dual battery system, so I charged up the fridge’s internal battery from mains power, threw it in the back of the ute and let it run under its own steam as I made my way out of the city and up the coast for the weekend.
Companion’s claimed 16-hour battery life seems on the mark, and I reckon that running the fridge off a vehicle’s factory 12V outlet during transit, then charging it with a portable solar panel or blanket during the day would probably see you through a weekend away in favourable conditions, without needing to rely on a second battery. You’d just need to ensure your solar regulator had a setting suitable for a lithium battery.
For longer off-grid trips you’d certainly need a more reliable external power source. I’ve now installed a dual battery system in my ute, but the fridge effectively serves to extend my battery life by 42AH of lithium power, which is no small thing. I still have the option of removing the fridge from the ute and running it off the internal battery if I ever need to camp away from my vehicle, or even just spend a day at the beach.
TEST: Dual battery systems
The fridge’s integrated USB outlets allow you to charge phones, tablets and torches, and run additional campsite equipment like LED light bars, or even another fridge via the unit’s second Anderson socket.
Internal battery aside, as a fridge, it’s a good thing. The control panel is user-friendly, the door opens in both directions and is removable for ease of cleaning and airing out, and the dual bottle openers are a neat feature. It cools down quickly and I’ve found the temperature remains stable in hot conditions despite regular access for fresh cans.
Speaking of which, the internal proportions are perfect for beer drinkers; you can slot a 30-pack of cans in sideways, leaving roughly half the capacity for tucker – or another 30-pack, depending on your priorities.
However, the external dimensions are one of the few drawbacks I’ve encountered so far. Due to the battery, it has a large footprint relative to some other 60L fridges, and that means it eats up a bit of space in your vehicle and limits your options in terms of compatible fridge slides.
The power ports (whilst conveniently located in both the front and the rear of the fridge) are positioned fairly low, which meant I had to clear space to access them. And while it’s not an issue with the fridge itself, I found the pockets on the optional fridge cover are positioned similarly low, so they jam up in the runner of the fridge slide when you retract it.
The fact the 42AH lithium battery pack is removable is awesome; it has its own USB outlets and so it can be used to separately charge and power other devices around camp if the fridge is being powered by an external source.
However, the battery pack can’t be recharged separately from the fridge, which would be handy for those who don’t have a 240V power source handy to where they store the fridge.
All in all, the Companion Lithium 60L Single Zone Rechargeable Fridge/Freezer is a great quality fridge that stands out for the versatility it offers thanks to its innovative internal lithium battery.
ESSENTIAL INFO
AVAILABLE FROM: www.companionoutdoor.com RRP: $1499.99 WE SAY: Integrated 42AH power pack is a total game-changer. It adds weight, bulk and expense over some comparable fridges, but the pros far outweigh the cons.
BACK when electric typewriters and telex machines were cutting edge, I was very fortunate to meet the late Phil Irving MBE, the great Australian automotive engineer and author best known for his design work with the world championship-winning Repco-Brabham Formula One engine and the speed-record breaking Vincent V-twin motorcycle engines.
At the time Phil was consulting on, and I was reporting on, the development of a rotary-valve cylinder head for four-stroke engines by Australian inventors Peter Gabelish and Albany Vial.
On our first meeting Phil asked with hardly an introduction, “Son, what does bhp stand for?” As Phil was near 50 years my senior I wasn’t offended by him calling me “son” but I did think that a silly question given the apparently obvious answer.
EXPLAINED: What is power and torque
“Brake horsepower,” I replied confidently, only to be told, “No son, it’s brochure horsepower.”
Phil didn’t explain what he meant by this at the time but later stressed the point that manufacturers’ quoted power and torque figures are maximums only and, unless you know the shape of the power and torque curves in question, are largely meaningless.
In other words two engines that claim 150kW and 450Nm, for example, aren’t necessarily equal in effective output, and what’s on the sales brochure is just that, a ‘brochure figure’ that doesn’t necessarily tell the whole story.
The problem with sales brochures, be they printed or digital, or manufacturer’s vehicle specifications in general, doesn’t end there however, and many things that may appear to be equal when comparing one set of specifications to another aren’t necessarily so.
Take for example driver-switched rear differential locks, commonly fitted to new 4x4s these days. On paper these would all appear to offer the same benefit, but that’s not the case. In reality they come in what we will call ‘A-Grade’ lockers and ‘B-Grade’ lockers.
A-Grade rear lockers, when activated, obviously nullify the electronic traction control (ETC) across the rear axle but still keep the ETC on across the rear axle active. B-Grade lockers cancel the ETC front and rear, leaving the front differential effectively open.The difference is substantial and while A-Grade lockers always provide a traction advantage when switched on, B-Grade lockers don’t, which means 4x4s fitted with B-Grade lockers may perform better off road with the locker switched off, depending on the exact nature of the terrain in question.
Unfortunately, on a manufacturer’s brochure or specification sheet, while it may list ‘Rear Differential Lock’ it will never list ‘B-Grade Rear Differential Lock’.
ETC: The gift that keeps on giving
And, while on the subject of traction, not all ETC systems are created equal and some are far more effective off road than others.
All new 4x4s now come with ETC as ETC is a sub-set technology of Electronic Stability Control (ESC), which is mandatory on all new vehicles, 4x4s now included.
ETC wasn’t initially developed as an off-road traction aid but as a safety feature to limit or prevent wheel spin under acceleration on slippery roads. It was actually developed before ESC and was one of the stepping-stones in ESC development.
ETC designed to prevent on-road wheel spin still helps off-road but nowhere near as much as second and third generation off-road specific ETC pioneered by the likes of Land Rover and Jeep and taken up by others.
Again it’s a case of A-Grade ETC and B-Grade ETC although with the ongoing development here there’s more like A, B and C-Grade ETC now. The difference is in the tuning of the electronic software that controls the strength, timing and duration of the application of individual wheel brakes, the engine power modulation, and the shift protocols used by automatic gearboxes now almost universally fitted to modern 4x4s.
The irony of all this is the most important off-road traction attribute of a 4×4 is wheel travel and that is one specification you very rarely – if ever – see on a sales brochure. If you have long and supple wheel travel then the need for, and importance of, diff locks and ETC is greatly diminished.
IN PAST months, in between lockdowns, we here at 4X4 Australia have managed to use and abuse a shed full of modular alloy roof platforms and accessories. We’ve thrown kayaks, mountain bikes, high-lift jacks and rooftop tents at these sleek alloy trays to find where they excel and their shortcomings. The honest truth is the key players are all delivering decent quality products, albeit with their own positive and negative nuances.
So when ARB decided to enter the fray of low-profile modular alloy roof platform systems in 2020, we wondered how different the ARB BASE Rack might be from all the rest.
Well, the answer is ‘vastly different’.
ARB has taken the bullbar by the horns (excuse the dad joke) by doing away with T-slots to develop a progressive dovetail attachment for its fully welded platform, and thrown in an entire range of accessories to boot.
The roof-rack market is a playing field for a plethora of high-end manufacturers with proven non-welded trays and a mass of existing T-slot accessories. So, the obvious questions arise; is a fully welded rack any better than other assemblies, and is moving away from the industry standard T-slot a smart move?
I was sceptical whether the risk would be worth the reward, however, months of mixed multi-day sojourns including 4×4 trips, rooftop camping trips, and regular mountain bike, surf and kayak excursions all in the name of serious evaluation purposes, proved my scepticism unfounded. In fact, this fandangle dovetail cut-out might just be my favourite discovery of the year.
Read on and you might agree.
ARB BASE RACK
ARB is synonymous with off-roading and touring in Australia. Such prevalence within the industry is well-deserved, for ARB has been manufacturing 4×4 accessories for nearly 50 years.
But what you might not know is a small suburban garage in Melbourne was where ARB was born, and more accurately, where Anthony Ronald Brown designed his first home-made roof rack. Yep, you heard right, the birth of ARB was not via bullbars, air lockers or canopies but rather roof racks.
Fast forward 50 years and ARB is now a multinational 4×4 accessory giant, but in today’s world of sleek, techy and stylish off-roaders the bombproof ARB roof racks of the past just haven’t cut the right image against some of the sleeker low-profile alloy roof platforms.
In 2020 ARB changed the game and introduced its own low-profile modular roof platform, redesigning the platform accessory system from the ground up. The result is the ARB BASE Rack.
On delivery of a 1835mm x 1155mm platform ARB BASE Rack for our trusty ol’ Prado 120, it was immediately evident the new rack is light … I mean really light. In fact, our seven-bar platform weighed in at a ridiculously impressive 18.5kg, a near 10kg weight saving to some other low-profile alloy trays we’ve evaluated.
With such a light tray it’s easy to assume strength and structural integrity might well suffer, however a cross section of the powdercoated extruded aluminium cross-beams displays a box-beam construction with internal bracing. When combined with short lateral beams and a fully welded construction, the system delivers a max 170kg carrying capacity, well beyond the 100kg maximum load capacity of our vehicle.
ARB: Complete Slide Kitchen
Fitting the platform is a hell of a lot simpler than an IKEA bookshelf and took myself, with the occasional help of a neighbour, less than an hour to complete … but remember, don’t skimp on the Permatex to seal up mount points or the next monsoonal downpour might just trickle its way into the cab.
When sealed and secured, the requirement for such a strong and rigid platform becomes obvious. The sleek one-piece longitudinal blade mounts have a mere 45mm clearance at the midpoint mount, meaning the BASE Rack sits an impressive 90mm above the roofline at the Prado’s midpoint channel mount. With dovetail accessories sitting near flush to the cross-beams, the ARB BASE Rack delivers our lowest profile platform system yet.
Unsurprisingly the lateral crossbars of the ARB rack produced more wind noise than some other tested platforms, but, on installation of the supplied deflector, wind noise was dramatically reduced. The real talking point of the BASE Rack is the dovetail mounts.
ARB brand marketing manager, Mark Barger explains: “The side profile of every BASE Rack beam features a dovetail extrusion that allows for attachment and removing of accessories, anywhere along the rack’s beams and/or perimeter without having to slide them into place from one edge, or having to remove one accessory to get to another.”
It is in the ease of the attachment and removal of accessories where the BASE system excels over T-slot systems. Our experience has proved heavy use of BASE mounts in all types of terrain saw no less reliability than a T-slot.
Once installed on our Prado, there’s no doubt the BASE Rack rivals the best for looks and style, but what about accessories? Read on.
AWNING & LIGHT KIT
TO ensure we’re ‘up with the Joneses’ we fitted ARB’s 2 x 2.5m Awning & Light Kit to our left siderail. The awning is quick and easy to set up, and the 300gsm poly/cotton ripstop canvas and 1200-lumen colour-adjustable LED light strip are a one-stop solution for sun, rain and camp lighting.
HOLDERS
The siderail accommodated an ARB premium high-lift jack holder. We opted for the premium mount over the classic to allow for simpler placement and removal of our jack via dual padlock-able hinged cradles. Aside from looking tough, we managed to use the jack in anger on our first foray with our BASE Rack, and the ease of the jack cradles is a rather nice bonus when things go to shit.
In fact, on one outing, we required a full set of recovery tracks that were mounted on our dovetail-mounted recovery track holders. The holders sit the tracks flush onto the BASE Rack and once again are padlock-able. Not much to add but they do what they are supposed to do, and the ease of installation means you’ll always have these accessories rather than not.
The horizontal jerrycan holder is just as simple and easy to install via the dovetail mounts, as was the gas bottle holder, and the full-width low-profile roller was barely noticeable at the rear of the rack while easing the loading and unloading of heavy gear.
It’s possible you’re seeing a pattern emerge. We’re big fans of the practicality and simplicity of the dovetail system. In fact, it was the simplicity of the spare-wheel Y-strap that excited us; until we tried to use it. The dovetail clips occasionally slipped when they should have offered grippy positive connection to the crossbars, and the 150kg rated polyester webbing was too smooth for the central Y-buckle and slipped when tightened.
WHAT TO PACK? For a 4×4 trip
In a severe case, this could lead to the dovetail clips loosening and causing the entire system to disengage. Fortunately, some grip-tape should alleviate the slipping dovetail clips (tyre tread can be used to direct the Y-straps) and rethreading the webbing with extra loops in the Y-buckle will cause more friction. Easy fixes but something we would like to see addressed.
While we are on a whinge, we might point out ARB is yet to offer a dedicated dovetail shovel holder. All other key recovery components are covered so we were surprised not to find a shovel mount in the BASE accessory catalogue.
LIGHT BAR
WE installed ARB’s new BASE-specific 130W low-profile light bar in our initial fit-out. The light bar provides mid- to long-range spread of 8552 effective lumens and sits sleekly with the rack’s low-profile design. We mounted the light bar to sit aft of the front perimeter beam and wind deflector. The narrow profile of the light bar meant it sat flush with the top surface of the BASE Rack, thus offering unimpeded placement of gear. For peace of mind we snapped on the polycarbonate covers to protect the lens when not in use.
HOME DUTIES
WHEN we’re not heading to the hills, is the BASE Rack usable around home? We tested that too. Our toys of choice were bikes and boats.
As a dedicated off-road accessory provider ARB hasn’t yet delved into the world of ‘toy attachment’ like Thule, Rhino-Rack and Yakima, who all use a T-slot attachment. However, ARB are no fools. With a mass of trade and sport equipment T-slot accessories already in existence, ARB offers a T-slot adaptor. The adaptor clamps to the dovetail and delivers a bracket for T-slot accessories.
For the bike we fitted a Whispbar Frame Mount Bicycle Carrier to the T-slot adaptor, and it held our carbon Santa Cruz MTB firmly and securely. The only downside was a need to fit four T-slot adaptors for the width of a narrow bike carrier, and so we’d like to see some wider T-slot adaptors in the future.
We were also able to slide a kayak on the BASE Rack, using the roller kit and dovetail eye-bolt brackets to lash the boat down. For our 5.13m 30kg Exodus Sea Kayak we fitted Rhino-Rack’s Nautic 581 Rear Loading Kayak Carrier (via T-slot adaptors). A couple of Yakima AceO’Spades clamps held the paddle, but we had to swap the T-slot screw and bolt to suit the ARB adaptor. I suspect this might become an issue for many accessories and so a deeper T-channel might be better suited to fit various equipment.
After months of tests and tweaks we found a solution to all our needs in the ARB BASE Rack. As such, it’s hard to hold a grudge for minor annoyances.
THE GOOD STUFF
• Strong, sturdy and durable. • Easy fitment. • Super low profile. • Dovetail accessories are quick and easy to fit and remove without a need to ‘juggle’ other accessories. • Trusted brand with a lengthy warranty.
THE NOT SO GOOD
• Platform is noisier than some other key industry players (wind deflector a must). • Spare wheel Y-strap needs a rethink. • No T-slots limit third-party accessories (T-slot adaptors don’t suit all accessories).
VERDICT
THE ARB BASE Rack delivers a cutting-edge design and the quality we have come to expect from ARB. One of the lightest and lowest profile roof platforms on the market, the BASE Rack delivers exceptional strength-to-weight ratio in addition to a quality finish.
The dovetail design provides one of the most considered modular accessory systems we have used to date, and the simplicity and ease of accessory placement, installation and removal is key to the BASE Rack’s appeal.
A dedicated list of quality low-profile BASE-specific accessories accompanied by a growing list of dovetail attachments, delivers an exceptionally usable platform for off-road use.
The ARB BASE Rack loses a few points for wind noise (without the deflector), simple design faults in the spare wheel strap and a limited accessory range. We would love to see ARB applying its manufacturing expertise toward dovetail BASE mounts for trade, sport and recreation. It is difficult to fault the ARB BASE Rack and what ARB lacks in cross-platform usability, it delivers in the world of off-road touring. The BASE Rack should be a consideration for anyone fitting a low-profile roof platform to their vehicle.
STAR RATING
Build: 5/5 Lightweight yet solid powder-coated welded platform which partners well with the aerodynamic one-piece blade mounts.
Style: 5/5 Sleek, super low-profile design with strength in simplicity. Pleasing matte black powder-coated finish suits most vehicles. The development of a dedicated low-profile BASE light bar adds to the aesthetics rather than detracting from it. Lowest profile platform and accessory offering yet.
Install: 5/5 Easy to assemble and well-considered installation with minimal tools. Vehicle-specific mounts allow for easy first stage fitting and the platform simply lifts on and bolts in place.
Drive: 4.5/5 Excellent solid fit with no movement or loosening of parts throughout evaluation period. Initially noisier than expected until wind deflector installed. Wind deflector reduced most excessive wind noise but not all. Dovetail accessories fitted on securely and didn’t budge.
Accessories: 4/5 The majority of key off-road accessory mounts are available but the system loses points for lacking just a few key accessories (like shovel holder, axe, chainsaw, side mount recovery track) and the (at present) limited range of vehicle-specific mounts. A few accessories (especially the C-clamp type) have limitations with placement. We would ideally like to see development of dovetail trade and sport accessories to offer an expanded BASE accessory range (but this is a personal wish).
Usability: 5/5 Dovetail system is extremely user-friendly and offers a well-considered and simple accessory attachment system. The attachment and removal of accessories is fast and simple and offers endless layout options.
OVERALL: 28.5/30
ESSENTIAL INFO
AVAILABLE FROM: arb.com.au RRP: $1395 (1835×1155 ARB BASE Rack, Mount Kit, Deflector) WE SAY: Strong and durable. The low-profile ARB BASE Rack is easy to fit and use
THE view hit us suddenly and completely by surprise. I had been concentrating so intently on the rough, rocky track we were following that the top of the ridge was seen as nothing more than a change from driving upwards to careening downwards. But as the view hit me, I instinctively jammed on the brakes and got out to admire the panorama that surrounded us.
I was hemmed in by ranges; at my back was a particularly rugged part of the mountains, while to my front the path of Depot Creek wound between two hills before suddenly spilling out on to the flat plain which seemed to stretch away to eternity. In fact, the flat plain does stretch for quite a distance with hardly a hill and certainly no mountains all the way to the WA border and beyond.
FLINDERS RANGES: Exploring the back roads
We had been exploring the southern Flinders Ranges, poking around in a few places I knew and loved well, and finding other spots that I hadn’t been to for 20 or more years or had never even seen before. Depot Creek falls into the category of a place I hadn’t been to in a long time and, recently, access to this historic spot has changed and been made easier.
We had heard about the change in access earlier and so after wandering around Orroroo, Quorn and Hawker, we headed out on the dirt through Yappala Gorge towards the old deserted town of Hookina.For much of the way you pass through the Yappala Properties Indigenous Protected Area (IPA), and while this area of once pastoral lease-hold land was declared an IPA back in late 2013, only recently are there any visible signs of that appointment.
The IPA covers 10,886 hectares and features acacia shrub lands, open eucalyptus woodlands, the imposing Yappala Range and the artefact-rich floodplains along Hookina Creek where more than 30 archaeological sites have been recorded.
Hookina, which had been abandoned back in the 1890s after horrendous dust storms had swamped the local pub, had once been an important meeting and drinking place for the bullock teams heading north to the mines in the northern Flinders Ranges. However, when the Old Ghan Railway was routed a short distance east in the 1880s, it was the death knell for the town.
Farther west, the relatively good dirt road now skirts the southern flank of a low range, the highest point of which is Mt Eyre, before heading south along the western edge of the Flinders Ranges. Pushing south, we passed the ruins of the once large and important Warrakimbo Woolshed before coming to the turnoff to Wilkatana Station and, hidden behind a veil of scrub from this distance, Depot Creek.
EYRE DEPOT
DEPOT Creek was first named as such by Edward John Eyre in 1839 on his first endeavour to find a way north into the heart of Australia. An incredibly reliable and good source of water, Eyre made his ‘Eyre Depot’ on the creek close to the where the rugged ranges meet the plains; this became his base on his first and further endeavours, while other explorers and surveyors followed.
Of course, they weren’t the first people to depend on this water supply for succour and life. Aboriginal people had been savouring these waters for millennia and were probably more than a little distraught when Eyre and his mob of people, horses and stock arrived. Just a few years later, in fact, two shepherds were killed by Aboriginals and one could surmise that it had a lot to do with the sheep’s seemingly insatiable demands on the water supply.
In 1915 with the planned Transcontinental Railway about to be built across Australia linking distant Perth with the eastern states, the Commonwealth Railway set about changing the creek and its waterflow forever. They built a dam deeper in the ranges and, with more substantial rock and earth works downstream, built a pipeline that fed water to Port Augusta and the steam trains that hauled goods and people north and south and east and west.
Today the dam and most of the original works and pipeline are in ruins; although, water is still fed from near the original dam out to a number of nearby station properties that still rely on this water point.
4X4 TRIP: Road trip to Beltana
One of those properties is Wilkatana Station whose lands take in the old weir, the creek, the site of the historic Eyre Depot and much of the rugged surrounding country. The acclaimed Heysen Walking Trail traverses the property and wanders along Depot Creek, where nearby is a monument to the explorers that used this important source of water.
With directions from the owners we took the station track south across the flat plain bordering the range before reaching the northern edge of Depot Creek, its line of gum trees marking the route of the creek far out on to the flat plains – certainly the most obvious creek line along this whole western rampart of the ranges.
Once at the creek the main track heads deeper into the range and we dropped our camper on a flat piece of country above the creek, before wandering deeper in to the mountain fastness. The route winds and climbs a few rocky ridges for a few kilometres before suddenly coming to an end at a sheer bluff. From here it’s about a 500m walk – the easiest being along the creek bed itself – to the old weir and workings of the railway pipeline. Pools of water had dotted the creek downstream from the weir, but the weir itself was completely silted up, with a few sprightly gum trees indicating it had been like this for a long time.
4X4 ADVENTURE SERIES: Flinders Ranges
After our explorations we backtracked to our camp as a few spits of rain indicated a cold front was passing through. Next morning, we followed tracks to the south-side of the creek where the monument pays homage to Eyre and his fellow explorers. From there we headed out to the main road, where just north of Depot Creek another monument to Eyre can be found – I’ve gotta say it’s a rather strange one for an explorer, but I guess it made sense for the Carlton Primary School who erected it here back in 1986.
With our explorations over we took one last photo and headed south to the ‘big smoke’ of Port Augusta. Hopefully, it won’t be another 20 years before I visit this lonely, spectacular spot once again!
TRAVEL PLANNER
For access to Depot Creek contact Andrew or Rachel at Wilkatana Station, phone: (08) 8642 3642; or check the web for details on their camping, accommodation and other 4WD tracks they have on offer.
Visit: https://wilkatana.com.au
THERE has been a trend in recent years of punters buying lower-spec vehicles and using the money that would have gone into leather seats and faux woodgrain towards 4×4 accessories. I can’t help but agree with this as being a good idea.
Think back to the early ’90s, and how bad lower-spec utes were in particular. These vehicles single-handedly supported the aftermarket stereo installation and upgraded seat industries, while putting their kids through university in the process.
You had to spend money upgrading them, as you got just what you needed and nothing more. Times have changed, low-to-mid spec utes are far more user friendly now. I won’t say luxurious – far from it – but it is certainly amazing to see how far these workhorses have come.
Enter the latest offering from Isuzu, the 2020-21 D-MAX, and on test here in LS-M spec with a six-speed manual transmission. It sits above the base SX model, but below the LS-U and X-Terrain models respectively.
Now, I won’t give things away too early in the piece, but, for me, this is the sweet spot in the Isuzu range for modern four-wheel drivers. It’s for those who want to use the vehicle for work and play, while saving a few bucks in the process.
DOLLARS AND CENTS
NOW, I’ll start with money talk because a new 4×4 is a huge investment. I recommend you use the Isuzu website to check up-to-date pricing in your local area. I entered my postcode, selected no optional accessories, the six-speed manual transmission (X-Terrain is only available with an auto), a ute tub, in 4×4 configuration (naturally), and Obsidian Grey Mica as the colour choice.
These are the nuts and bolts: • SX: $52,715 Drive Away • LS-M: $55,970 Drive Away • LS-U: $60,065 Drive Away • X-Terrain: $60,490 Drive Away (RRP is usually $68,465).
By purchasing the LS-M over the LS-U, you have saved yourself $4095, a significant amount in the kitty to spend on 4×4 accessories. If you were to go lower again, to the SX model, that’s a $7350 saving over the LS-U. You do however lose some handy additions we feel are worth the jump to the LS-M for.
WHAT DO YOU MISS OUT ON?
SIFTING closely through the specs box, it’s interesting to note the differences in inclusions between the models.
The main differences between the SX and LS-M are as follows: • Steel wheels vs alloy • Black door handles and mirrors vs colour coded • Halogen headlights vs LED • No DRL or LED fog lights in SX trim • Four-speaker stereo system vs Six-speaker in the LS-M • No USB outlet in the rear of the SX • Less interior storage options in the SX.
When you look at the differences between the LS-M and LS-U we found: • 18-inch wheels vs 17-inch (we prefer 17-inch anyway) • Standard leaf springs in LS-U vs heavy-duty in LS-M • Rear park-assist sensors available in the LS-U • Side-steps standard in LS-U (we’d take ’em off) • Chrome exterior accents in LS-U (chrome don’t get you home) • LED rear combination lights in LS-U • Carpet flooring in LS-U vs Vinyl in LS-M (we like vinyl flooring) • Dual-zone climate control in LS-U • Electronic adjustable lumbar support (driver only) in LS-U • Leather-wrapped steering wheel in LS-U, urethane in the LS-M • 9-inch touchscreen display in LS-U vs 7-inch in LS-M • SKY SOUND stereo system with eight speakers in LS-U vs Six speakers in LS-M.
Make of that what you will, but the vinyl flooring, 17-inch alloy wheels (better looking than the 18-inch wheels in my opinion), lack of side-steps and inclusion of heavy-duty rear leaf springs are an advantage for four-wheel drivers.
WHEELS REVIEW: D-MAX versus Ranger
Sure, the larger nine-inch touchscreen and eight-speaker sound system would be really nice, as would the rear park assistance and dual-zone climate control, but are they worth the coin? That’s on you, but for my money the LS-M is the bang-for-buck option in the 2020 Isuzu D-MAX range.
ON ROAD
YES, I know it’s a ute, but the on-road ride is on the firm side when unladen. Even my wife who has zero interest in anything automotive-related, commented on how bouncy it was on rough road surfaces, moments before spilling her coffee (go vinyl flooring).
It’s not terrible and, naturally, once loaded up it would be fine, but it’s certainly not a class-leading ride on road when unladen. Otherwise, there’s very little to report in terms of negatives. The brakes are nice, steering feel isn’t heavy like the previous generation, and the handbrake works really well. Overall, it’s a nice place to be. It just feels … solid.
We’re seeing excellent fuel economy, hovering around the 8.0L/100km mark. The six-speed manual gearbox is a no-fuss affair and, while most will opt for the auto, there’s no reason to not suggest the manual if you prefer to row through the gears. As mentioned, interior comfort is next level when compared to the previous generation, and I’d happily use this vehicle daily for work, off-road shenanigans, picking up groceries and everything in-between. It’s versatile, and at the end of the day that’s what you want in a dual-cab ute … right?
WHAT’S INSIDE?
THIS latest Isuzu D-MAX is a significant leap forward in terms of on-road dynamics and driver experience over the previous generation. The main difference would have to be the interior comfort levels and overall design. I’ve mentioned it before but the vinyl flooring used in the LS-M is an absolute boon for muddy tracks and worksites. It’s a solid bit of vinyl too, which suits the interior rather than making it feel cheap. Full points to Isuzu there.
The cupholders are also a work of art. Sounds like a silly point to bring up, but they are something I use and appreciate every time I drive the vehicle. If you have driven a 2020 Suzuki Jimny, you’ll understand how important good cupholders are …
All controls are intuitive and laid out well, however you do miss out on dual-zone climate in the LS-M. Not that I’ve found a situation for that to be a deal breaker. As mentioned in my previous first impressions article, the seats in the current D-MAX are first class too and, while not electronically controlled in the LS-M model, they are comfortable and supportive. A huge improvement for occupant comfort and, let’s be honest, safety. I don’t feel fatigued driving this vehicle for long periods of time.
The six-speaker stereo system with seven-inch display is simple to use and, while a nine-inch touchscreen would be nice, I’ve got no real beef with the seven-inch display. My only gripe is the stereo could be a fraction louder overall, but I like my tunes abnormally loud. No big deal though, when you can listen to the sultry burble of that 4JJ3-TCX engine instead.
SAFETY DANCE
GET ready for a bunch of acronyms, as the 2020 D-MAX is absolutely loaded with new safety technology.
The first one to remember is IDAS, or Intelligent Driver Assistance System. This technology is standard across the D-MAX range – love it or hate it, safety tech is here to stay and will save lives. According to Isuzu, IDAS covers a range of active and passive safety technology, made up of cameras and sensors designed to keep an eye on your surroundings while you drive.
In terms of active safety, you get Autonomous Emergency Braking (AEB), Forward Collision Warning, Post-Collision Braking and Turn Assist (with AEB). Misacceleration Mitigation, Driver Attention Assist, Trailer Sway Control (TSC), Rain Sensing Automatic Wipers and Automatic Headlights (with auto-dipping high beam).
It doesn’t end there, with Lane Departure Prevention, Reversing Camera, Rear Cross Traffic Alert and Traffic Sign Recognition. There’s even more available in higher-trim specs, but you get the point … this is one smart and safe four-wheel drive.
It’s not just crazy acronyms that make the new D-MAX as safe as houses, the proof is in the pudding. In 2020, Isuzu received a five-star ANCAP rating across the range. There are eight airbags inside, too, which comes under its Passive Safety Feature banner. It’s hard not to be impressed with this level of safety technology incorporated into a dual-cab ute.
Personally, I found some of it to be too intrusive as it arrived off the showroom floor, but since playing with the settings and dulling things down, I’m happy it’s there.
THAT MOTOR
IT’S no secret the 4JJ1 turbo-diesel motor found in the previous incarnations of the D-MAX is held in high regard. Legendary even. It’s what many would dub a 500,000km engine, which will basically outlast civilisation with proper servicing. Well, Isuzu has wisely kept a 3.0L motor, but have significantly revised it for better performance. Now known as the 4JJ3-TCX, it’s quieter, smoother and more powerful.
When I say revised, I really should say re-engineered. There’s a new cylinder head, pistons, block, high-pressure injection rail and variable geometry turbocharger to start with. The previous model was dogged with complaints that it was too noisy. It never bothered me, but it was a little truck-like. Funny that.
I can safely report this current oil-burner is much smoother and quieter in the cab. From the seat of the pants, it feels to have way less turbo lag, which is refreshing. Power figures are also up, with 140kW available and peak torque of 450Nm from just 1600 to 2200rpm. Just what you want in a tow rig, work vehicle or four-wheel drive.
SPEC SAVER
IT’S safe to say I’m rather smitten with the 2020 Isuzu D-MAX in LS-M trim spec. For me, it’s the perfect balance of being practical and useful, as well as comfortable and capable enough. It’s what you want in a dual-cab ute. And let’s not forget that wonderful 3.0-litre turbo-diesel motor, which just feels like it will go forever.
I’d spend the money you save over buying the higher spec LS-U or X-Terrain on some quality suspension, larger all-terrain tyres and some frontal protection, and you’ve got a solid vehicle. I’ll go so far as to say you’ve now got one of the best dual-cab utes on the market. As a Hilux owner, I don’t say that lightly.
FOLLOWING a relatively strong month of 4×4 sales in January, the results for February indicate the resurgence of new-car sales is continuing.
Once again the Hilux was the best-selling 4×4 – in fact, it was the best-selling overall vehicle when you combine 4×4 and 4×2 sales. The Hilux 4×4’s strong start to the year sees it lead perennial rival, the Ford Ranger, by more than 1400 sales.
Not that the Ranger is struggling, with the blue-oval ute sitting in second place on the overall charts (with 4×2 and 4×4 sales combined).
The Triton continues to play third fiddle to the Ranger and Hilux, slotting onto the podium with 1560 sales of its 4×4 variants for the month.
Further down the list Isuzu’s MU-X overtook the VW Amarok to reside in the top 10 on the 4×4 charts – and, with a new model imminent, expect the MU-X to continue its charge.
Overall, a total of 83,977 new vehicles were sold in Australia in February 2021 – a 5.1 per cent growth compared to February 2020 (79,940 sales were recorded).
Most interesting, however, is the dramatic increase in light commercial vehicle sales, up 24.3 per cent for the month compared to the same time last year. This is reflected in the decline of passenger car sales, which fell 15.3 per cent.
All states except Victoria posted an increase of sales for the month. Tony Weber, FCAI chief executive, said this can be attributed to the COVID-19 restrictions that were enforced during the month for Victorians.
“During the past four months we have seen an increase of 10.6% in new vehicles and this has been reflected with strong growth in NSW, Queensland, Western Australia, South Australia and the Northern Territory in February 2021. The sales reduction in Victoria can be attributed to the COVID 19 restrictions that were put in place during the month.
“We remain confident that this trend of growth will continue in an environment where business operating conditions continue to normalise.”
TOP 10 4X4 SALES: FEBURARY 2021
- Toyota Hilux: 3718
- Ford Ranger: 2603
- Mitsubishi Triton: 1560
- Toyota LandCruiser Prado: 1407
- Toyota LandCruiser 200 Series: 1326
- Isuzu D-MAX: 1280
- Toyota LandCruiser 79 Series: 1195
- Mazda BT-50: 1015
- Nissan Navara: 756
- Isuzu MU-X: 745
TOP 10 4X4 SALES SO FAR IN 2021
- Toyota Hilux: 6808
- Ford Ranger: 5405
- Mitsubishi Triton: 3283
- Toyota LandCruiser 200 Series: 2825
- Toyota LandCruiser Prado: 2766
- Isuzu D-MAX: 2696
- Toyota LandCruiser 79 Series: 2084
- Mazda BT-50: 1906
- Nissan Navara: 1586
- Isuzu MU-X: 1286
JEEP Australia has kick-started its 80th anniversary celebrations by revealing a limited-run of Wrangler Unlimited Willys.
A total of 130 Willys – inspired by the legendary 1948 Willy Overland CJ-3A – will arrive in dealerships in April, with $61,941 the asking price to net a slice of Jeep history.
Based on the 209kW 3.6-litre Wrangler Night Eagle, the Willys Limited Edition adds a selection of bespoke kit including a blacked-out front grille, 17-inch aluminium wheels, military-style stencils on the hood which pay homage to Willys of old, and retro 4×4 decal on the rear swing gate.
A Dana M220 rear axle – the same one found in Rubicon models – combines with a standard anti-spin rear diff, to give the Willys Limited Edition improved off-road nous compared to the Night Eagle it’s based on. The Willys Limited Edition is available exclusively with an eight-speed auto transmission.
BEST 4X4: Willys-Overland MB voted best 4×4 of all time!
“The Jeep Willys Overland CJ-3A is an off-road icon and we’re excited to offer a modern model to the market that features an array of 4×4 upgrades and unique styling that honours the Jeep heritage,” said Guillaume Drelon, Jeep Australia Director, Brand & Product Strategy.
“Jeep owners have been able to experience the adventure, open-air freedom and off-road capability that the Willys has had to offer since 1948, and this is no different in 2021,” he continued.
Available in four colours – Bright White, Black, Sting Grey and Sarge Green – the Willys Limited Edition model is available now to pre-order.
IT WAS love at first sight for Jamie, the owner of this beautiful 2012 Firenze Red Land Rover Defender.
After deciding to sell up and travel the world in 2017, he couldn’t help but notice how popular Defenders were overseas, especially in Iceland where they love to jack them up and bolt on huge balloon tyres. It was decided that on his return to Australia, he would buy a Defender and build it up.
Problem was, though, Jamie had never owned a 4×4 before, let alone a modified one, but he was keen to go camping and get out in the bush more, focusing on his passion of photography and videography. So it was time to do some research to work out what he wanted to achieve, and find the right people to help achieve his vision.
The vehicle you see before you was purchased second-hand and sight unseen, then shipped to Jamie while he crossed all his fingers and toes. “I actually got a great deal,” said Jamie. “It was in really solid condition and had a few more accessories fitted, like a long-range fuel tank, that I didn’t notice in the for-sale ad.”
That said, we’ll get the big question out of the way first – Jamie tells us his Land Rover has been nothing but reliable, and doesn’t even leak any oil … yes, it seems like he is getting sick of people asking.
CUSTOM: Land Rover Defender 90
When we say that Jamie’s Defender has been reliable, there is one elephant in the room we need to address. “I broke the front diff on a 4WD trip,” he tells us. “I don’t blame the vehicle, though, as I was pushing it really hard and once it started bouncing looking for traction, well, something had to give.”
Other than that learning experience, Jamie has been blessed with smooth sailing, something he attributes to leaving key areas unmodified, like the 2.2L turbo-diesel engine, as well as finding the right people to handle specialised tasks when required.
SPRINGS AND THINGS
JAMIE tells us that, interestingly, one of the more challenging parts of the build was sourcing parts that fit his brief. Suspension and wheels being the two trickiest areas, with not as much available for the Defender locally compared to a Patrol or Cruiser.
Jamie eventually narrowed his choice of suspension down to a set of Superior Engineering custom-valved remote res shocks front and rear, with Dobinson coil springs to give a 2.5-inch lift over stock.
One suspension component Jamie was really keen on was the fitting of a custom rear swaybar from Kingpin, including chromoly heim joints and aluminium links. This offers more rear roll stiffness to assist in even suspension travel off-road, while improving handling on-road.
A Fox steering damper was given the nod, as well as 35mm bump stop spacers, Superior Engineering Superflex arms, Gywn Lewis cranked trailing arms and a custom front Panhard rod made by Rampt Customs using alloy rod (common in the competition scene) and heim joints for a greater range of movement. Kingpin front-shock turrets, rear shock mounts, spring retainers, lower spring retainers and chromoly track rod were also used, and Jamie rates them as being a great company to deal with, as well as providing quality gear.
A beefy Maxi-Drive drag link has also been installed, and Jamie undertook a pitman arm conversion at the same time using parts from an early model Discovery. Interestingly, a front custom-made Gwyn Lewis double-cardon propshaft was required, thanks to the increase in ride height and suspension travel. Solid stuff indeed!
While Jamie had his heart set on a set of Method wheels, he couldn’t find anything similar available to suit the Land Rover stud pattern. So 17×9 -30 offset Dynamic steel wheels were decided on, and Jamie had them powder-coated in a custom bronze colour, which looks awesome on the red Defender.
A 4×4 is only as good as its tyres, so Jamie decided to run a set of Goodyear Wrangler mud terrains, in a 315x70r17 (just under 35 inches) size to get power to the ground and fill the wheel arches out nicely.
TOURING MODS
JAMIE has undertaken a few changes over the years of ownership, all in the name of better weight distribution. “I originally had a rooftop tent on the Defender, and my 75L fridge with drop-slide and toolbox was mounted up really high as well. I was still running the stock-width wheels with the lift kit, and I ended up tipping it on its side while out at Janowen Hills (Qld),”Jamie recounts. “After that incident, I put my rooftop tent on to an ex-army trailer, moved the internal weight as low as possible, and fitted up the wider wheels with bigger rubber. It’s a different beast now.”
The 75L fridge is a Waeco dual-zone unit, mounted on an MSA Slide. An ARB compressor has also been installed for inflation duties, and the stock rear seats have been put in the shed to make room for everything inside the wagon. Two internal gullwing boxes are a neat addition, with the driver’s side carrying recovery gear and the passenger’s side taking care of cooking equipment and power switches.
Comms is important, so Jamie shelled out on a GME UHF. But when he doesn’t feel like talking to anyone, an Alpine head unit with a Cadence amp powering a 12-inch Kicker sub drones out any rattles or dad jokes over the UHF.
LOOKING OUTSIDE
THERE’S no denying this is a tough Defender visually, with Jamie wanting it to look cool while being able to tackle any track he deemed a challenge. Some 30mm extended Devon flares certainly add to the aggressive stance and were necessary after fitting the larger tyres.
Kingpin deluxe rock sliders add to the visual enhancements and protect the sills from damage. A tubular front bar houses the 12,000lb TJM winch and protects the front end from potential impacts while looking stylish at the same time.
Both rear windows have been replaced with Front Runner gullwings, that have transformed the practicality of the Defender tenfold. A Mulgo fold-down table and Maxtrax holder is mounted to the passenger-side gullwing, further adding to the practicality, with a Darche Eclipse awning bolted to a Tracklander roof rack to round out what is a really quality touring package.
FUTURE GOALS
EVEN though Jamie is stoked with his current setup, there are a few big-ticket items he would like to add or improve on in the future. “I’d really love to upgrade to a Red Winch Explorer 2 winch, which is one of the best on the market, and do some extra driveline modifications to strengthen any weak points,” Jamie tells us.
These driveline mods include installing Ashcroft diff locks, changing the diff ratios at the same time to improve on- and off-road performance with the larger tyres and pegging the front diff (a common Land Rover trick). Ashcroft CV joints are on the wish list, as well as Maxi-Drive flanges and axles which will remove any potential weak links in the Defender’s driveline.
Even though this is Jamie’s first 4×4 build, you can’t help but admire his choice in top-quality accessories, and the obvious amount of research he has undertaken to get this red rocket where it is today.