Improve your camping experience with these goodies!
EFS YA’MATE HEAD TORCH
The new Ya’Mate head torch from EFS 4WD is motion activated and extremely useful for any under-bonnet projects or campsite duties. The unit’s lithium battery is rechargeable via USB (a full charge takes three hours) with a run-time of up to 3.5 hours on a full charge. The torch features a 60-degree adjustment and three modes of operation (250LM, 300LM and 480LM). It weighs just 100g and includes a headband with a length of 12 to 22cm. It comes with a one-year limited warranty.
RRP: $89.99 Website: www.efs4wd.com.au
OZTRAIL IGNITE SPEAKER LANTERN
Keep the tunes pumping and your campsite illuminated with the two-for-one Ignite Speaker Lantern from OzTrail. The lantern features multiple Samsung LEDs to create up to 1000 lumens of white light, and the brightness can be modulated using five preset settings – on the high setting the lantern has a run-time of five hours; on the low setting run-time increases to 32 hours. The unit is powered by a 4000mAh rechargeable lithium-ion battery with a power bank function. Tunes flow through a 3W RMS Bluetooth speaker, and the unit has a splash-proof IPX4 rating.
RRP: $119.99 Website: www.oztrail.com.au
CAMPFIRE COOKING GRILL COMBO
You’ll be the most popular person at camp with this brand-new cooking grill combo, which is the perfect tool to cater for a large group of hungry campers. The sturdy unit is made of solid, heavy-gauge steel and features generously sized cooking areas, so that you’ll be able to sizzle-up the entire family’s dinner to perfection. The grill combo also features two hanging hooks to cater for camp ovens, kettles or billy cans. A storage bag is included.
RRP: $157.99 Website: www.campfirecook.com
This month our Readers’ Rigs include a Ranger, a Navara, two Patrols, a LandCruiser and a Hilux dubbed Pablo.
To include your 4×4, send a photo with a brief description to our 4X4 Australia Facebook page and send us a photo and brief description of your fourbie.
2016 Ford Ranger
I bought it in 2016 new (pre-DPF). All the work after it left the showroom floor has been done by myself: high-flow turbo upgrade; Unichip; intercooler; catch can; three-inch King Brown exhaust; and it’s dyno’d to 131rwkW. In the electrics I have a semi-flexible solar panel with a Redarc BCDC charger and 130amp/h AGM battery in the back, beneath the wing of a custom-made rear drawer system. Full Stedi LED exterior lighting wire leads to switching at rear. It also has a 42-inch Stedi light bar beneath the front of the platform, as well as Lightforce HTX spotties up front. I removed the rear seating for storage platform and water storage. Underneath is a full Bilstein height-adjustable three-inch lift with 35-inch Nitto Trail Grapplers on KMC Machete black alloy rims, and a PSR diff drop to save them CV problems. That’s only half the mods! – Billy Cain
Pablo the Hilux
He loves to escape. Blerto’s ultimate touring ute. Favourite accessories include the light set-up: two Solis spotties and an AR40 combo! – Ian Bellert
2020 Nissan Navara ST
Gear includes a two-inch Dobinsons remote res lift; 33-inch Maxxis RAZR tyres; HD rear sway bar links; an Ironman 4×4 winch bar; Versus Gridlock wheels; a three-inch exhaust; extended brake lines; catch can; GME UHF; a Platinum hot pipe; and a PWR intercooler kit. – Jamie Philpotts
1989 TD42 GQ Patrol
It’s a factory 4.2-litre diesel fitted with an aftermarket turbo and twin top-mount intercoolers; a two-inch suspension; two-inch body lift; and 285/75/16 tyres. It has done 330,000km and still has original paint. – Robert Woodley
2015 LandCruiser 200 Series GXL
It’s a pre-DPF model and it has done 82,000km. Features include an Old Man Emu two-inch lift with GVM upgrade; Safari snorkel; battery split with Redarc BCDC charger; Provent catch can; Unifilter; iDrive throttle controller; Titan drawers; ARB Elements 60-litre fridge; ARB bullbar; Narva Ultima 215 spotties; UHF radio; and a roof rack with an ARB awning. Love it; it’s perfect for towing the caravan. – Kevin Cooke
Nissan Patrol 6×6
Powered by the 6.6-litre Duramax, it has three ARB lockers; two fridges; an Enerdrive lithium system; stainless-steel 60-litre water tank; long-range tanks; and front and rear winches. The list goes on and on. – Paul Thompson
THERE’S no doubting that one of the best things about Nissan’s Y62 Patrol is its VK56 V8 engine. No matter what side of the petrol versus diesel debate you sit on, you can’t help but smile when you plant your boot in a Patrol to unleash the full 298kW of power and the big wagon roars towards the horizon.
While the factory performance is bloody good, that doesn’t mean it can’t be better. If Nissan gives you almost 300kW to play with off the showroom floor, there are clever people out there who can improve the numbers.
Nissan’s VK series V8 engine has a rich motorsport history, especially in Japanese Super GT racing and endurance prototype categories like you see in the 24 Hours of Le Mans. A 5.0-litre version of the VK56 was even used in Australia’s V8 Supercars when Kelly Racing ran the factory-backed Altimas last decade.
The only road car to get the VK V8 in Australia is the Y62 Patrol and for most punters bolt-on performance upgrades will suffice, so the crew at Harrop have developed a supercharger kit for the 4×4 that has proved popular with owners.
When we saw and heard the bellow from Anthony Barr’s blown Patrol that was on the cover of the magazine last month, we wanted to check it out for ourselves. As it turned out, Harrop had just developed a new supercharger package for the latest generation of Patrols and had a new demo car for us to sample.
Previous Harrop supercharger kits for the Patrol have utilised the company’s FDFI2300 blower (2300cc displacement) but the latest kit uses the bigger FDFI2650 blower following demand from the Middle East market which, incidentally, is the biggest market for the Y62 and they are super keen for performance upgrades.
The Harrop superchargers are a positive displacement, Roots-style supercharger that incorporates TVS design from Eaton in the USA. TVS is Twin Vortices Series and refers to the two rotors within the housing which are a unique twisted four-lobe design to deliver optimal efficiency. That’s keeping it simple but suffice to say, this is the latest technology in supercharger design that dates back more than 120 years, and it delivers maximum performance.
The TVS supercharger kits for the Patrol have developed along with the VK56 engine itself to work with both the direct-injection versions (VK56VD) as found in the current models and the port injection VK56DE that came in the earlier Y62s.
The Harrop kit includes the supercharger itself, the intake manifold, water-to-air intercooler and associated radiator and its plumbing, and all drive belts, brackets and hardware for installation.
The complete kit has been designed for relatively simple installation and it retains a factory appearance in the engine bay. If it wasn’t for the little ‘Harrop’ insignia on the supercharger you could be fooled in to thinking this was an OE installation from Nissan.
In standard form there is no real performance advantage using the FDFI2650 over the FDFI2300 blower as the bigger unit is driven via a larger (90mm) top pulley to slow it down when compared to the 2300.It’s on modified and specifically built engines that the true value of the 2650 can be unleashed. Pumping more air into an engine requires more fuel to burn and Harrop has employed an upgraded XDI fuel pump to supply more fuel into any direct-injected Patrol using the 2650 supercharger.
Harrop’s murdered-out Patrol is a 2020 ‘Series-5’ Y62 and the engine and driveline remain otherwise standard, bar a muffler change to give the engine a richer exhaust note. The team put it on the hub dynamometer at the Harrop Performance Centre in Melbourne to get a baseline figure before starting work on it. It spun up to show 350-horsepower and 368-ft.lb at the hubs which they say is indicative of any standard new Patrol.
With the Harrop FDFI2650 fitted and the factory ECU recalibrated to suit using HP Tuners software, the car put out 482hp and 488lb.ft. That’s around 360kW and 662Nm of torque in the new money; up from 261kW and 499Nm before the pump went on.
Dyno figures are fine for impressing your mates at the pub but the real proof is in the drive and we were smiling as we took the keys to Harrop’s Patrol for a day. The full blackout treatment is enhanced by a set of similarly dark Method Wheels wearing 35-inch Toyo R/T tyres which look a bit funny under the stock-height suspension, but overall it’s an appealing and menacing appearance.
Easing out of town the Patrol retains mild manners but you can certainly feel that that will change if and when you squeeze the accelerator down. The pedal does feel a bit more sensitive than we remember it in the stock car and this was further evident when driving slowly off road.
Squeezing that pedal a little farther as the freeway opens up and a tsunami of mid-range grunt pushes you back in to the seat and the Patrol quickly reaches the speed limit and wants to blast beyond it. The mid-range oomph is much appreciated on the country backroads as it makes overtaking slow trucks a swift and safe exercise, rapidly leaving the slower vehicle behind with minimal time spent overtaking.
The VK56 is no slouch of an engine in stock, naturally aspirated form and impresses with its torque delivery throughout its rev range. But the torque curve starts higher with the supercharger doing its thing and maintains that pick-up through to redline if you have the space to let it have it way.
From a standing start, mashing the throttle delivers instant push belying the Patrol’s bulk. The torque delivery is briefly interrupted as the 7-speed transmission pulls second gear but soon comes back on strongly. It almost feels like turbo lag before coming back on with a rush, but this torque control is needed to protect the driveline. Harrop’s own testing had this car knock over the zero to 100km/h sprint in 6.6 seconds, around a 1.4 seconds quicker than a naturally aspirated Y62 similarly riding on 35-inch tyres.
As much fun and as sweet-sounding as that top-end charge is, it’s the mid-range torque boost that will be most appreciated by tourers and off-roaders. Hold the auto transmission in gear to keep the engine in its sweet spot on a winding mountain road and the driver is rewarded with turbo-diesel-like grunt out of bends and uphills. Those towing heavy loads would also appreciate this improvement in the way the supercharged Nissan engine delivers its torque.
It’s not like the V8 Patrol is actually lacking in performance in its factory form but the Harrop supercharger kit delivers that bit more grunt across the rev range any performance enthusiast will appreciate. And using the 2650 supercharger as the start point, the sky’s the limit for engines built with stronger internals, bigger injectors or even just a free-flowing exhaust system. All this potential in a top quality, well-engineered and factory-looking upgrade package.
The Harrop FDFI supercharger kit for the VK56 engine costs $12,650 plus fitting and ECU calibration for the Series 2 to 5 Y62, or $11,990 plus fitting for the earlier models. The kit is also compatible with Nissan Titan pickup trucks using the VK56 engine.
For more information, visit www.harrop.com.au
Photos: Cristian Brunelli, Video: Cam Inness
UPDATED – Nissan’s local website has revealed drive-away pricing for the 2021 Navara range.
Gone is the base model RX, with the 4×2 SL kicking off the range at $33,890.
The cheapest dual-cab offering is now the ST Dual Cab at $50,990 drive-away.
DRIVE-AWAY PRICES (PRIVATE BUYERS)
| SL Single Cab Chassis 4X2 Manual | $33,890 |
| ST Dual Cab Pickup 4X4 Manual | $50,990 |
| ST-X Dual Cab Pickup 4X4 Manual | $57,290 |
| ST-X Dual Cab Pickup 4X4 Auto | $58,790 |
| PRO-4X Dual Cab Pickup 4X4 Manual | $61,290 |
| PRO-4X Dual Cab Pickup 4X4 Auto | $62,790 |
Nissan announced details of the 2021 Navara late in 2020, which will arrive in local dealers in the first quarter of this year.
The model range will be capped by the new Pro-4X grade, which is mainly a styling package but includes leather seats and all-terrain tyres.
This will take over from the N-Trek specification.
Dropping back through the line-up you’ll find STX, ST and SL specs in 4×4 and 4×2 drivelines; double-cab, extra-cab and single cab configurations; and tub or cab-chassis models.
The dual-cab STX builds upon the ST with a tub liner, tow bar, sports bar, push-button start, 18-inch wheels, tyre pressure monitoring and dual-zone climate control.
The dual-cab ST is offered with only a manual transmission, and comes with digital radio, faux-leather on the steering wheel and gear lever, auto wipers, heated folding door mirrors, digital radio, sat-nav, drive selector and an off-road monitor on 4WD models.
Safety kit includes radar cruise control, rear cross-traffic alert, 360-degree cameras, lane departure warning, lane intervention, and blind-spot warnings, among its dings and buzzers.
Unique features outside include a power sliding rear window, a polished sports bar, privacy glass, LED headlamps and front foggies to complement DRLs and turn signals in the door mirrors.
Meanwhile, a base SL trim offers a $33,890 entry point into the range as a single-cab 2WD manual.
Its base specification includes 17-inch wheels, halogen front lights, an eight-inch touchscreen with smartphone mirroring, digital speedo, cruise control, power mirrors and windows, auto headlights as well as hill start assist.
It packs seven airbags, a reverse parking camera, AEB, trailer sway control, driver alert, rear diff-lock (on 4WDs) and a full-size spare.
Mechanically, the Navara carries over its unchanged 2.3-litre diesel engine with the choice of single and bi-turbo forced induction. Single and dual-cab SL 2WD manual variants score the 120kW/403Nm single turbo engine, while twin-turbo engines with 140kW/450Nm are fitted to everything else.
In what is a mid-life update for the one-tonne ute, the changes focus on a new front end designed to give the Nav a bigger and bolder look with a higher bonnet line, bold ‘Interlock’ radiator grille, LED headlights, and associated front bumper.
The cargo tub height has been raised 20mm and straightened out as well, to create a straight line from front to back.
“While pick-up customers want their new car to look fresh and impressive, they do not let us sacrifice functionality in the name of style,” explained Ken Lee, Senior Design Director for pickups and frame SUVs.
“Equipped with the latest advanced technologies the new model features a very recognisable, iconic look, but it is now more imposing in nature with its high command structure, new interlocking frame grille and new high-tech, squared C-shaped headlamps,” he said.
Safety tech is included in the 2021 Navara to meet the specs of other fresh utes on the market; but as a mid-life update, the 2021 car will retain its five-Star ANCAP safety rating on the old testing criteria, unlike the latest Isuzu D-Max and Mazda BT-50 which have been graded under the newer, tougher testing regime.
The chassis and suspension remain primarily unchanged, except a heavier rated rear axle fitted on 4×4 models means the Navara is now capable of carrying a “minimum” of a one-tonne payload.
There’s the 5-link coil spring rear suspension or traditional leaf springs, depending on the chosen variant.
A new steering rack has been fitted to improve the feel at the tiller, something that had been criticised in the current generation Nav.
The Australian-developed N-Trek Warrior model which is decisively the best driving variant in the current Navara range is currently in design planning and yet to be confirmed.
However, it’s a fair bet it will be back. A new front bumper design will be needed for the Warrior to integrate into the redesigned front-end grille and sheet metal.
Nissan has a range of Australian designed and tested genuine accessories ready for the 2021 model including full and loopless steel and alloy front bars – each designed to work seamlessly with the radar and cameras of the safety systems – underbody protection, roof racks and an air-intake snorkel.
The current Navara hasn’t enjoyed the success its previous models experienced, and it’s outsold by the Ford Ranger, Toyota Hilux, Mitsubishi Triton and, up to September, even the old Holden Colorado.
Nissan will be hoping to win back some sales when it arrives early next year, but it will be up against some stiff competition in the ute class with the aforementioned new BT-50 and D-MAX and a refreshed Hilux already on sale. A new Ford Ranger won’t be due until later in 2021.
Contributing – Louis Cordony
Nissan’s 2022 Australian line-up is coming together
Speculation that Toyota’s 4.5-litre V8 diesel is on the chopping block is gaining more voice, and while the big oiler V8 won’t live forever I think its imminent demise is overstated.
The diesel V8 in question is currently used in the LandCruiser 200 (in twin-turbo form) and as a single-turbo engine in the various 70-Series models.
Its future seemingly hinges on the replacement for the 200 Series – let’s call it the 300, which has been “about to arrive” for a couple years now but hasn’t. Third-quarter 2021 is the latest debut date.
OPINION V8 diesel vital to LandCruiser’s future
That the 300, and its Lexus equivalent, won’t have naturally aspirated petrol V8s is a given, V8s being on the nose environmentally.
Not that you can buy a petrol V8 in an Australian-delivered 200 now, but petrol V8s are currently the default engine globally for the 200 and its Lexus stablemate.
To replace the current 4.6- and 5.7-litre petrol V8s globally, downsizing to something smaller suggests two V6s, somewhere between 3.5 and 4.0 litres.
One will need forced aspiration (presumably turbocharging) to make up the capacity difference and to be used in the LX and top-spec 300s, while commercial-grade 300s will need a naturally aspirated engine that wouldn’t be so fuel-sensitive.
Both of these petrol V6s will most likely be teamed with electric motors in hybrid powertrains, given the electric-motor component in these hybrid powertrains can add off-idle torque, which also helps to offset the reduction in engine capacity.
So much for the 300’s petrol-engine global future; the more pertinent question for Australia is what about the diesel?
If the diesel V8 is to go … that is, not appear in the 300 when it arrives (presumably late 2021) … it’s hard to imagine Toyota not offering a diesel of some sort in the 300, given it has only recently dropped the 4.6-litre petrol V8 from the 200 due to an almost complete lack of buyer interest.
When the petrol V8 was available some 98 per cent of buyers still opted for the diesel V8.
Australia is, in fact, the biggest market for the 200 diesel when compared to other significant 200-Series markets. These include not only the Middle East but also South-East Asia, North America and Russia, who also prefer petrol.
And if the V8 diesel does go, where does that leave the 70 Series, given most 70s sold globally now have the diesel V8?
LC300 Prado power predicted
Toyota does have a modern diesel engine in its ‘cupboard’ in the form of the recently re-engineered 2.8-litre four (in Hilux and Prado), and while this engine may work in the 70 in some markets and perhaps here too for some buyers (it actually claims more torque than the 70-Series V8), it’s hardly going to cut the mustard in the 300.
At a time when the global future of the diesel engine is uncertain, is Toyota going to invest in a new-generation diesel for the 300, when the demand for such a thing outside Australia is limited? That’s the question.
One option for Toyota, and one that would save development and manufacturing costs, would be to simply build a six-cylinder off the 2.8, given the 2.8 currently represents the most up-to-the-minute diesel tech that Toyota has.
It’s certainly more modern than the V8, which first appeared in 2007.
A six-cylinder engine based on the cylinder architecture of the 2.8 four would end up at 4.2-litres, which is a very familiar capacity for a six-cylinder Toyota diesel.
And on extrapolation it could make 225kW and 750Nm, which is handy in anyone’s language.
And my guess is that if Toyota were to develop a six, an in-line six is more likely than a V6 due to reduced manufacturing costs, smoother running, and simpler turbocharging.
A low-power version of this six-cylinder diesel could be used in the 70, while the 300 gets a high-power version with a bigger turbo, or perhaps a bi-turbo arrangement.
Anyway, it’s all still speculation, which only comes into play if indeed the V8 diesel is consigned to history. Time will tell.
We’ve driven the new Land Rover Defender a few times – a full test review from Fraser Stronach in December 2020, and our initial pre-vehicle launch drive from Africa back in March 2020 – but we wanted to see how the latest Land Rover fares on your typical long weekend away in the bush with some mates.
That opportunity presented itself when our booking of a P400 Defender was perfectly timed with the easing of travel restrictions in Victoria and we were able to venture to the High Country.
The P400 was the only Land Rover Defender available at the end of 2020, as the first batch of four-cylinder diesel models sold out instantly and the new six-cylinder diesel won’t be arriving until February or March 2021. Travelling in the alps in a petrol-fuelled four-wheel drive with only a 90-litre fuel tank can pose a problem, but we felt we should be okay for a casual three-day trip.
AFRICAN ADVENTURE: New Land Rover Defender driven in Africa
The back of the Land Rover Defender 110 wagon becomes massive once you fold the rear seats flat. They fold completely flat, giving a long load area with a couple of tie-down points at the sides of the rearmost section. There’s also a 12-volt point there, so our ARB fridge was strapped in and powered up; and swags, stretchers, chairs and other kit were easily accommodated with a strap to hold them in place. I even slept in there on a wet and stormy night.
This vehicle was fitted with the optional 20-inch alloy wheels (19s are standard) with standard all-terrain tyres. The 255/60R20 tyres actually offer a half-decent amount of sidewall on them to cushion the ride and provide a bit of expansion with the pressure dropped, and we dropped them to 25psi for this sort of touring. They are a road-biased tyre so we knew we’d have to be wary of punctures on the often rocky tracks.
FRASER’S REVIEW: Land Rover Defender 110 P400 SE
While the new Land Rover Defender is a tour de force of off-road technologies that can boggle the mind and confuse the operator, it surprised at how simple it was to get the right setting for mountainous terrain. Land Rover has moved away from a simple easy-to-use dial for the Terrain Response (TR) settings and instead placed them in the main screen accessed via a few menu prompts. Thankfully, this latest version of TR has an auto mode, so we chose to forget about it and get back to the basics.
Select low range – turn the Hill Descent Control off – and jack the air suspension up to its off-road setting. That’s all it takes to set the Defender up for all but the most technical off-road driving, where you may need to select a specific mode in TR for quicker action of the locking diffs or sand driving.
The suspension now stays up at its off-road height at speeds up to 80km/h, so we didn’t need to touch it over three days of driving. And, unlike older systems like in the Land Rover Discovery and Range Rover models, the Defender has more suspension travel which gives a better ride over harsh bush tracks, even with it at its highest. Set and forget – enjoy the drive! High Country tracks aren’t the most challenging around, but the travel offered by the Defender’s suspension kept the wheels on the ground and gripping out of ruts and holes.
Driving the Land Rover Defender is every bit as easy. The driver’s seat has plenty of adjustment to get it right and the steering column adjusts for both reach and height. The large glasshouse that is a feature of Land Rover off-roaders is still there, making the Defender easy to place on the track, over rocks and between the trees.
I played with the off-road cameras on a few river crossings that had boulders in their path and, while they do give an excellent view of each front tyre and the rocks directly in around them, it does require you to stop and look down at the screen to make the most of the cameras. It’s easier to look ahead, plan your direction and take your time.
OPINION: Why does the new Defender upset LR purists?
The P400’s 550Nm 3.0-litre supercharged and turbocharged engine delivers ample grunt for climbing the steepest tracks while holding first gear in the eight-speed auto, and in low range producing more than enough engine braking on the steepest descents. This isn’t always the case with petrol engines and auto transmissions; but on most hills it was too low and brought the Defender to a stop, so a bit of throttle or 2nd/low was better suited.
Three days of steep low-range tracks and the Defender didn’t put a tyre wrong. It went everywhere our travel companions went in there fully equipped outback touring 4x4s and impressed the drivers by how easily it did it.
Going off on-board computer readings, the Defender used less petrol than expected, recording an indicated 16.4L/100km of fuel. Still, at the end of three days we would have been looking for fuel going into day four, so a bigger tank would be handy.
What we really came away with from this outing was how easy and capable the Land Rover Defender P400 is on such a weekend 4×4 trip. Now let’s see if the aftermarket is going to come out with products to make it even better.
MY name is Evan Spence, and I’m the new bloke at 4X4 Australia. I’ve owned, at a guess, 30 4WDs over the years, but I think I’ve nailed it with my current setup.
There are currently two 4x4s parked at home; one is my daily driver/weekend escape machine, a 2005 SR Hilux with custom camper on the back.
The second is a scummy old Suzuki Sierra I’ve been chipping away at for years with no real end in sight.
Cheap therapy, I call it; something to tinker away on when I’m bored, or when something pops up on Gumtree.
One day I’ll do something silly with it, like drive it to Cape York.
The ’lux is a weapon, with Outback Armour suspension, diff drop, new upper control arms, a custom CRD Tech dyno tune, three-inch exhaust and TJM bullbar with Bushranger spotlights on the front.
It’s gained 20 per cent power with the tune (103kW at the wheels … woo-hoo) so it moves alright, but there’s more power to be had if so inclined.
The main attraction with the Hilux would have to be the custom camper on the back though, it’s simply brilliant.
I can’t claim credit for it; the previous owner built it, and it’s a credit to him as there’s nothing like it on the market.
It’s a simple, lightweight affair; lift two clips, push the roof up and put two poles in place to stop the roof falling down.
There’s a full-size bed inside, and room for two people to sit. There are 100-litre water and diesel tanks, and the roof even turns into a gutter to collect rain for drinking water.
I’ve since refined it and rewired it to suit my needs, but those needs are ever-changing. I’ve done plenty of local trips in it, and drive it every day.
It’s comfortable, reliable and unique. I don’t think I’ll ever sell it.
The Suzuki on the other hand, is none of those things.
I picked it up cheap about five years ago, and have basically rebuilt it.
The suspension is a custom mix of parts I had including shocks from a Holden Commodore, and I’ve rebuilt the transfer case with 6.5 ratio crawler gears and installed a Uneek 4×4 front bumper with Lightforce lights.
The front end and all brakes have been rebuilt, and I recently refurbished the entire fuel system, including a professional carby rebuild after my attempt at freshening it up made it run worse…
It’s on a woeful set of 31-inch tyres I bought for $100, and I’ve changed most of the panels around to make it somewhat presentable.
Some parts arrived for it today, actually, so I’m itching to get into the shed and have it one step closer to being on the road. It’s a giggle, and I can’t wait to get it finished.
I’ve owned seven Zooks in the past, so it’s safe to say I’m slightly obsessed with them.
I think I’ll always have one around, even though the new Jimny is tempting.
Stay tuned for slightly regular updates, as you witness me drain my bank account making poor life decisions with a smile on my face.
1995 SUZUKI SIERRA
Total KM: 164,021 Date acquired: 2015 Price (as tested): $1800 KM this month: 1km Average fuel: 0/100km
2005 TOYOTA HILUX SR
Total KM: 295,068 Date acquired: 2017 Price (as tested): $17,000 KM this month: 2000Km Average fuel: 12.6L/100
While it mightn’t be the sales giant it once was in the automotive space, Nissan has a successful history of bringing proven and popular 4×4 vehicles to market.
For some owners, though, showroom condition doesn’t quite cut it. These people turn to the aftermarket industry and build a unique vehicle tailored entirely to their needs.
With the impending release of the updated 2021 Nissan Navara, we are taking a stroll down memory lane to bring you six of the best custom Nissan builds we’ve seen over the years.
From earth-shattering V8 transplants to clean chopped conversions, these unique Nissans prove what’s possible with the right idea and the perfect execution.
We hope to see some more tickled Nissans next year when the aftermarket gets to work on the refreshed 2021 model. Until then, here are some of the best Nissan builds gracing outback tracks.
PATROL UTE GETS CUMMINS V8 POWER
Words: Justin Walker Photos: Mick Hurren
It’s not too often you see a Patrol with a rear tray, like this big bopper built by Guy and the team at Patrolapart, in Lilydale, Victoria. It was built as a promotional vehicle for the business, and it’s also very comfortable when put to work as a fully-fledged touring rig – a fitting result after 18 months of after-hours work by the team.
Looking at how well that rear tub tray fits in with the Nissan’s silhouette makes you wonder why it wasn’t made available to Oz-based Patrol ute buyers back when it was on sale. Guy and the team saw it on some Japanese-based Patrols (it was factory-fitted over there) and thought it’d make the Patrol stand out visually from the rest of the many thousands of Patrol utes on Australian tracks, and, with a few additions, it was a relatively straightforward fit.
The Patrolapart team was also keen to up the grunt factor on what was – when they first got hold of it – a stock-standard 3.0-litre turbodiesel Patrol. Not an earth-shaking powerplant by any means, but the guys had the perfect solution: a 242kW/827Nm Cummins 5.9-litre turbo-diesel six-cylinder. The engine is the ISB variant – the second generation of the popular American oiler – and it is also one of the physically largest straight-six diesel engines on the market. Even allowing for the Patrol’s voluminous engine bay, it was time-consuming and tricky to ensure the Cummins could be shoe-horned inside, with everything needing to be relocated.
The stock radiator and five-speed manual gearbox stayed, but the Patrolapart team has plans to slot in an Albins five-speed as a replacement. Adding extra air is a custom four-inch stainless-steel snorkel, with gases expelled via a custom steel exhaust. Fuel is pumped through effectively thanks to an AirDog II-4G fuel pump, which is a common fitment to Cummins engines.
The Patrolapart team was determined to make the vehicle seem ‘attainable’ in terms of the mods done, and they focused on ensuring nothing was too extreme in the build. This common sense, subtle approach is evident in the Patrol’s suspension setup. The KONI suspension (coils and dampers) offers a three-inch lift and combines with heavy duty control arms and Patrolapart’s own beefed-up swaybar links. Adding more ground clearance is a set of 17-inch alloys shod with Maxxis RAZR LT315/70 R17 rubber.
Cummins diesel engines can be pushed to punch out even more serious grunt than stock, but the team just went with a ‘base tune’ and has reaped overall performance benefits as a result. This includes a very impressive 14-15L/100km on Guy’s recent trip to the Finke Desert Race in the NT. With its twin 90L fuel tanks (accessed via the two factory-fit fuel fillers on the driver’s side of the tub), the big rig gets more than decent touring range on top of the extra performance.
One of the most appealing things with this Patrol ute is its purposeful yet understated appearance, with only the rear tub catching the eye of fellow tourers. The low-profile appearance is, again, thanks to the smart and subtle approach, with only a few visible external additions such as the ARB bullbar fitted with ARB Intensity lights that hint at this rig’s capability. There are no front or rear lockers, instead the Patrol does with its rear LSD and all that on-tap articulation.
The interior benefited from Guy’s decision to retro-fit a late-GU Patrol interior. The driver and passenger now enjoy the comforts of powered leather seats and a full leather trim interior. A Polaris head unit has OzExplorer and Hema navigation software fitted, and – for essential bush comms – a new GMA XRS UHF radio has been fitted. Keeping all the electricals humming, the Patrolapart team also managed to fit a dual-battery system in that chock-a-block engine bay.
Since the Patrol has been in public there’s been plenty of interest in the engine transplant, which isn’t surprising – as Guy states, “those Cummins engines are bulletproof”. Add that rugged powerplant to what has always been considered one of the toughest touring vehicles around, and any potential customers would be guaranteed an awesome return on investment.
PATROL Y62 DUAL-CAB SPAWNS FROM WILD IDEA
Words: Justin Walker Photos: Alastair Brook
Sure, chopping a Y62 Nissan Patrol may seem like a crazy idea, but that view is easily dismissed when you see this bruiser in the metal and listen to its owner, Peter Thorpe, talk about what he rates as the ultimate all-rounder.
Peter’s aim was for the build to be equally adept at transporting him and his family on their regular camping adventures, as well as his own fishing and hunting expeditions. Plus, it would see a lot of towing work. Encouragingly, his idea didn’t seem that far-fetched after he proposed it to On Track 4X4’s Andrew Cassar.
Andrew knew the exact crew of specialists to entrust with the project, firstly checking with the engineer that he uses for his work at On Track 4X4, and then enlisting Les, at Tinman Fabrications, who he rates incredibly highly, to firstly answer the ‘can it be done’ question, and then to do the actual cutting work. Once he received nods of agreement, he got back to Peter and the big build began.
As the Y62 is a high-tech, modern 4×4, the team struck a few small problems early, most notably with the air conditioning system and the airbags. The vehicle’s air-con ducts go right through the vehicle to the third-row seating at the back, which meant having to re-route them to ensure they finished at the back of the second row – and still worked as designed.
The next issue was the Patrol’s airbags which meant designing a bracket that would retain the side-pillar airbag. On top of these two issues, the re-wiring took a bit of time to figure out, again to ensure the vehicle would meet ADR and safety regulations after having its back half removed. Trying to ‘trick’ the engine management system was a challenge, according to Andrew, with the vehicle still ‘looking’ for the tailgate, as one example.
Perhaps surprisingly, the actual cutting of the vehicle was straightforward, with Les removing the back section, and welding the ute-back on to the body and finishing all the fabrication work – a top-notch job that Peter raves about in terms of the quality of the work.
The Nissan was re-painted back at On Track 4X4, before Andrew got stuck into the rewiring and re-fitting of the interior. Peter decided to also fully rewire the Patrol so as to accommodate all the power-reliant accessories that were to be fitted. This entailed fitment of a Redarc dual battery management system and some tricky positioning of two auxiliary batteries in the powder-coated tray. The tray also includes a slide-out drawer at the rear for storage.
“I had the tray designed with a false floor in the bottom that went underneath the tray to hold two extra batteries and a dual air compressor,” Peter says. “I also had a [80L] water tank built in to the head board.”
It is this use of all available space that adheres to Peter’s idea of creating a vehicle that could do double- or triple-duty, with the canopy a key component in making that work. The canopy was built by Will from WF Fabrications in Bendigo. It features a separate dog cage, along with another storage box (housing the ever-present 60L Engel fridge/freezer and Clear View Easy Slide, as well as offering additional storage space), and a dual spare-wheel carrier setup. The canopy is all-aluminium in construction, so doesn’t add excessive weight to the tray – and it’s easy to remove.
The front end of the Patrol features ARB bar-work, (front winch bar with Warn winch, side-rails and side steps), as well as an ARB Intensity light set-up (spotties and light bar). A TJM Airtec snorkel keeps that big V8 (fitted with a Unichip) breathing freely, while beefy Pro Comp XTreme MT2 315/70R17 rubber roll on Black Rock Crawler 17×8 steel rims. Peter has also lifted the Patrol by two inches and fitted ARB’s BP51 remote-reservoir shocks (along with Airbag Man airbags in the rear).
Underneath the tray, Peter has fitted a 150L Long Ranger fuel tank to up the Patrol’s total fuel capacity to a lofty 290 litres.
The build for this unique bush tourer took around six months with an additional bit of time taken up with some final tweaking to the tray and canopy setup. Since then, the dual-cab Y62 has seen plenty of use, with Peter stoked with its overall performance.
MONSTER 2000Nm PATROL
Words: Dan Everett Photos: Nathan Jacobs
Whatstarted out as a mild-mannered farm truck is now packing a 450 per cent torque increase, sports-car trumping speeds and off-road ability that’d rival anything this side of a mountain goat. Ant’s ’01 GU coil-cab pounds out a mind-melting 2000Nm and 836rwhp thanks to a 6.6L V8 Duramax swap. In stock form the bent-eight will put to shame anything offered within the Australian market. However, what does it take to make it punch out more than double the power and torque?
First things first, you rip it down to a bare block. The stock pistons and con-rods were binned. In their place are forged rods from Carillo, they’re-topped off with ceramic-coated pistons from Mahle Motorsports designed to handle 1000hp. From here an ATI balancer was fitted at one end with a Wagler billet flexplate at the other. An aggressive camshaft was slotted between the two banks of pistons; although, with an altered firing order it’s designed to improve longevity, not just punch out more power.
The stock heads were also shelved, atop the Duramax are a set of CNC ported offerings from Socal Diesel stuffed full of oversized valves. Finally, a 12mm injection pump was strapped to the oiler, with 150 per cent oversized injectors satisfying the powerhouse’s insatiable thirst for diesel.
The turbo has been upgraded to a billet 72mm VGT offering which breathes deep through the five-inch snorkel and airbox fabbed-up in-house at Ozmax conversions, with an Ozmax front-mount intercooler sneaking in between the turbo and intake. The whole affair is reigned in with a DSP5 tuner.
Backing up the Duramax is a tickled six-speed Allison transmission. In fact, it’s a fully built item from Limitless Diesel. It’s sporting everything from billet shafts to a race-ready shift kit, clutch packs and billet baskets. From here power feeds through to an Ozmax Conversions transfer case adaptor into the stock Patrol transfer case. With the transfer case sitting 50mm rearwards to suit the engine, both front and rear driveshafts needed to be custom-built from heavy-wall chromoly to suit the new lengths.
Up front the factory diff runs an Eaton E-locker wrapped around 4.11 cryogenically treated diff gears. Longfield 300m chromoly axles and CV joints have been slotted inside to send power to the front wheels. In the rear, a locker simply wasn’t an option. Instead, Ant installed the stronger H260 rear diff and then yanked it apart and shimmed the LSD. He’s also cryo-treated the axles and gears.
To make the goliath engine fit in the comparatively small Patrol, Ant knocked together custom mounts from front to back, then extensively massaged the firewall to clear the dump pipe without running a body lift. “Getting the engine in is the easy part,” he said. “The wiring, intercooler piping, coolers and airbox all took far more work.”
With most of the Patrols weight over the front axle, Ant’s gone for an unusual, albeit successful, approach to his suspension. Up front he’s running Fox 2.5 body remote res DSC shocks, with the rear copping a smaller diameter 2.0 remote res Fox, all from Down South Motorsports. Of course, it’s not all about shocks. Up front the diff is now kept in place by a set of Ozmax long arms, at 350mm longer and with a Cruiser bush end they’re able to take full advantage of the big shocks and 3.5-inch-taller coils.
The rear is running 300mm longer lowers from Down South Motorsport, with heavy-duty adjustable uppers helping correct pinion angle after the two-inch King flexxy coils went in. PSR adjustable Panhard rods front and rear keep it all centred, with a matching tie rod and drag link up front.
Ant’s swapped out the stock front guards for a set of Kevlar replacements that sit two inches wider with an opening that’s also two inches wider. It provides ample room for the 37 x 12.5-inch Goodyear Wrangler MTRs at full articulation. They’re able to run at insanely low pressures, too, thanks to genuine 17 x 9-inch -30 Allied Rattler beadlocks.
Ant opted for the base model DX for its rugged vinyl flooring and manual wind-up windows. The pews have been replaced with a set of leather-clad reclining Recaro bucket seats, with an Intervolt dual-battery system tucked behind. Storage is taken care of by a Department of the Interior roof console with a Bluetooth-enabled XRS UHF from GME sorting out comms. Ant also swapped the steering wheel out for one from an imported WC34 Nissan Stagea.
The GU is an incredibly capable workhorse, reliable enough to head off into the scrub for remote camping trips that’ll then run with a Lamborghini Aventador? This might be the ultimate 4×4. Just don’t ask how much it cost.
THE ULTIMATE TOY HAULER
Words: Dan Everett Photos: Ellen Dewar
If you haven’t heard the name Mitch Thorpe, then you’ve never heard of Ultra4. For those who have heard the name, you’d know he’s spent the best part of the last few years soaring through the air, bouncing off the rev-limiter in his 6.0-litre V8-powered rocket-ship he tries to pass off as an off-road race car. Like most off-road racers, Mitch doesn’t just turn up to a race meet, get dirty and then head home to take his Prius down to the local organic markets.
We had the opportunity to not only chew his ear over all the things we could never afford to do to our rigs, but point the shiny end of a camera at his trick NP300 Nissan. While the coil-sprung NP300 mightn’t be everyone’s first pick as a tow tug, Mitch told us he’s given it no quarter but it keeps on ticking.
Mitch works for the blokes at Ozzy Tyres in their ‘flying through the air’ division, so he gets his choice of shoes as new models become available. Filling out the NP300s huge guards are a set of custom 0 offset Hussla Stealth wheels. The matte bronze units punch in at 17×9-inch, giving the Nissan its aggressive stance. Of course, wheels alone aren’t enough to get drive to the ground, so Mitch opted for a set of the new Terrain Gripper from booming Aussie-based Monsta Tyres.
While the rest of the build is reserved, the suspension is where Mitch really cut loose. Most of the magic has been cast by SWAT Suspension Wheel and Tyre. The WA-based company has gone to town on the NP300, giving it a 3.5in lift in the front and a 1.5in lift in the rear, with King spring progressive rate coils front and back. To keep things working as they should, PSR upper control arms in the front have been fitted to correct geometry and PSR heavy duty lower control arms went in the rear after Mitch bent the factory offerings. The rear also copped extended swaybar links to cope with the new flex, though that’s not Mitch’s key to success.
“It’s running West Coast Suspension remote res 2.0 shocks all ’round,” he told us. “They’re eight-stage adjustable, with a clicker on the reservoir controlling oil flow.”
One of the big issues with lifting any IFS 4×4 is running out of down travel the higher you lift. The result is poor ride and handling and lifted wheels on even basic tracks. Despite the front sitting 3.5in higher than stock, Mitch reckons the NP300 still keeps a reasonable CV angle with a few inches of down travel left in reserve, helping the Nav stay planted in the rough stuff.
With Mitch earning a ‘never-lift’ reputation on and off the track, it’s no surprise he’s gone to town on bar work for the NP300. Keeping the big Nissan’s nose in line despite Mitch’s best efforts is a comp-style tube bar from the guys at Xrox. The hoopless unit keeps weight off the front suspension, which is perfect if you’re not playing whack-a-mole with kangaroos every night. Plus, it improves the approach angle in the process. Down the flanks, the NP300’s vulnerable sill panels have been up-armoured thanks to a set of sliders from Southern Cross Fabworks; while the rear bar is a towbar/quarter protection arrangement from Ironman 4×4.
If you’re eyeing off the rear cargo rack with credit card in hand, you’ll be disappointed to hear it’s a custom-built unit by Mitch. Depending on where he’s pointing the spotlights, the rack can either hold an Adventure Kings roof-top tent or a space case and spare tyre. The arrangement keeps the centre of gravity nice and low with the tent on top, while also keeping the tray free for spares for the race car.
On the electrical front, Mitch kept things relatively simple, throwing all in with the buggy rather than decking out the tow tug with trinkets; although, it has still copped a couple of essentials for those late night runs out to the track. A set of Adventure Kings 9in LED driving lights help light the way, while a Redarc Tow-Pro Elite trailer brake controller stops the trailer pushing the NP300 around when Mitch jumps on the anchors.
While Mitch’s NP300 takes him wherever he wants to go, it’s doing it with relatively few modifications. The right gear here and there turns an already capable platform into something that’d leave some wildly modified rigs for dead.
ONE-OF-A-KIND Y62
Words: Dan Everett
What has the ability to travel to any corner of Australia, take on tracks that’d leave twin-locked GU Patrols scratching their heads, a refined interior and more power than a Ferrari 488 GTB? If you answered anything but Andrew Cassar’s insane supercharged 5.6L Y62 Patrol you’d be sadly mistaken.
The owner of On Track 4×4 Repairs in Kealba, Victoria, Andrew is no stranger to modified 4x4s and could see the potential lurking underneath the Patrol.
“It was between this and the 200 Series,” Andrew told us. “The creature comforts were better in the Y62 and it just represented better value for money. It’s a huge step up from the GU Patrol in every way.”
If it sounds like Andrew might be a little smitten with his Patrol it’s because he has reason to. Lurking under the bonnet in stock form is Nissan’s VK56 5.6L V8 engine pushing out 300kW.
“When we first got it we threw it on the dyno and it pushed out 160kW at all four wheels after drivetrain loss,” Andrew said. “We then fitted it with a Harrop 2.3L supercharged kit and had the stock ECU retuned by Harrop; it’s now putting out 350kW at the wheels.”
That’s a huge 118 percent increase in power and still comes in cheaper than a comparable 200 Series. You might be forgiven for thinking power like that must take a balance of modifications, but the Patrol driveline is basically stock other than the Harrop supercharger and tune, and HM exhaust system. The engine, as well as the transmission and transfer case, all remain unopened.
Despite this the Patrol still has a range of well over 1000km between drinks, with a 150L LRA auxiliary fuel tank taking the total capacity up to 290 litres.
While independent suspension and a host of electronic aids make the Y62 perform better on- and off-road than the older models could only dream of, the 35-inch tyres are a nod to out-and-out off-road performance.
“We actually run two sets of tyres depending on use,” Andrew told us. “If we’re heading to the snow or mud I’ve got a set of 35/12.5R18 BFGoodrich mud terrains on the stock rims. I’ve also got a second set of rims with 305/70R18 Mickey Thompson ATZ P3s we’ll use for running around town or beach work.”
Between both sets of 35-inch tyres, the factory rear diff lock and the Harrop ELocker up front, the Patrol is a sight to behold off-road. Asking the huge Y62 wheel arches to take a 35in tyre at full stuff was a little more than they could handle, so Andrew raised the Patrol by a full 50mm on each end.
It’s riding on Old Man Emu springs with matching Nitrocharger Sport shocks on each corner. Like most modern independent suspension set-ups, 50mm is the max the Y62 can be lifted before running into issues with alignment and angles. However, Andrew tells us it’s currently on the hoist again, swapping out the Nitrochargers for a full set of remote reservoir fully adjustable BP-51s.
While the bar work may look neat and orderly it’s actually a compilation of off-the-shelf and custom, something that seems to be a running theme with Andrew. Up front there’s a colour-coded ARB Deluxe bullbar that plays host to a Magnum 10,000lb winch. Andrew ditched the stock Magnum motor and swapped it out for a 6hp unit from a Warn 9.5XP for a little more power. Protecting the Patrol’s flanks are matching scrub bars and sliders. With no off-the-shelf solution for these the team from On Track 4×4 custom-made them to suit. The rear end now looks the part, with a full rear bar from Kaymar guarding the rear quarters and carrying the spare tyre.
Getting the spare out of the recess in the rear floor wasn’t just for looks, either. In its place now resides five Fullriver 20Ah batteries for a total of 100Ah in reserve. The set-up is controlled by a Redarc BCDC 1225 charger with provisions for solar and smart start, so at the flick of a button the big Patrol can jumpstart itself. The battery system packs more than enough power for the Lightforce 240s up front and Icom IC440 UHF inside.
If the future of 4x4s in Australia is fully independent grocery getters with ungodly amounts of power and ability, then the future is looking bright.
GIANT-KILLING BEHEMOTH
Words: Dan Everett Images: Nathan Duff
When Craig McGuiness first got his hands on the 2004 GU Patrol it was owned by his brother-in-law and still looked very much like a wagon. Eventually, as they often do, the ZD30 went pop, so the deal was made and the pair traded vehicles, with Craig offering up his XH XR8 ute.
First cab off the rank was replacing the dead diesel engine. While a rebuild might have been the easy option, Craig knew it was only a matter of time until it grenaded again and he was back to square one. He bit the bullet, yanked the motor, and lined up a 5.7L LS1 V8 to replace the ailing diesel.
The engine slotted in front of the four-speed automatic 4L60E transmission, which is mated to the standard Patrol transfer case. Before it could fire into life Craig had the guys from Scott’s Rods in Ipswich piece together a custom exhaust system, from manifolds through to exhaust tip, before having the package tuned by Forced Performance & Tuning in Toowoomba.
It wasn’t long after this that Craig was kicking back on Moreton Island with some mates when the idea of a ute chop first crossed his mind. “The wagon just wasn’t good to camp out of,” Craig said. “With the barn doors on the back you can’t access anything if you have a camper trailer connected, and there’s very little room once you put a big fridge in.”
The decision was made. But chopping a wagon into a ute isn’t exactly a DIY kind of job, especially if you’re after a factory finish. So Craig went in to see Darren Vassie at Custom RV Creations & Repairs. The plan was simple, they’d source a back wall from a GU single-cab ute, and Darren and the team would slice the back off the wagon and graft the new rear wall into place with factory precision.
While the tools were out Darren also re-skinned a damaged rear door, repaired all the dents, and grafted in a fibreglass reverse cowl bonnet off a Camaro to hint towards what lurked underneath. Before the body was re-coated in factory silver, a custom four-inch stainless-steel snorkel was fabbed up to run along the passenger-side windscreen pillar.
With the cab now looking the part, attention was turned to the wheelbase. Wagons often run a shorter wheelbase than their respective ute siblings, so when you lop off a few feet of sheet metal in a wagon you’re left with very little room to run a tray, especially if you want to keep some semblance of departure angle. To get around this Darren got out the welder again and proceeded to stretch the GUs wheelbase by a whopping 600mm. This meant the rear axle would line up perfectly in the middle of the large, new tray the pair concocted together.
The tray itself is constructed from 3mm-thick alloy sheet with 50x100x8mm alloy channel providing the strength throughout. There are gas struts on both passenger and driver doors, with compression T handle locks and deeper back structures on the doors providing better water and dustproofing. The interior is also decked out to a highly professional finish, with ply floor, roof panels and marine carpeting throughout.
The tray’s been separated into two, with a partition running down the centre. The passenger side houses both fridges on twin Clearview slides, as well as a separate drawer for cooking supplies. The driver’s side has been divided into three drawers, with a shelf 300mm down from the roof for storage of lighter items – although with a custom alloy roof rack bolted to the canopy, storage space is never going to be an issue.
Hidden throughout the tray is an electrical system purpose-built for remote-area touring. Up on the roof rack there’s 150A worth of solar panels that feed through a compression gland in the tray and down into the RedArc battery management system. From here there’s twin 120A AGM batteries powering not only the fridge and electrical outlets but the heat exchanger and water pump for hot showers on the go. There’s no chance of running out of water, either, with 140 litres of on-board capacity. There’s plenty of distance to use it, too, thanks to the custom aluminium long-range tank doubling the standard fuel tanks capacity.
This might sound like one of the most comprehensive builds on the tracks right now, but we’ve barely even scratched the surface. It’s one of those vehicles where a determined owner with an uncompromising goal has worked perfectly with a talented workshop.
A FORD Ranger built for family-ferrying duties leads the latest batch of reader-submitted 4x4s.
Head to the 4X4 Australia Facebook page and send us a photo and brief description of your fourbie. You could win a Wurth under-bonnet LED valued at $249!
2016 FORD RANGER WILDTRAK
It’s set up as a family touring vehicle in Brisbane. It’s awesome to drive, with around 240hp at the rears it moves along nicely. It’s twin-locked and kit includes four-inch Bilstein lift kit; three-inch turbo back Rhino Exhaust; PIAK hoopless front bar; 13,000lb Offroad Armour winch; Offroad Armour sliders and steps; Forefront Industries catch can; intercooler and Stage 3 piping kit; Aeroklas canopy; 50-inch curved light bar; 110W solar panel on roof; CTEK DC-DC charger; Roadsafe recovery points; Kings awning; Ironman 4×4 snorkel; Titan rear drawer with custom fridge box and a 70-litre Kings dual-zone fridge-freezer; 75mm flare kit; Kings rooftop tent; full LED light upgrade (inside and out); Rola flat rack on canopy; and an Oricom UHF. I have two sets of wheels for the car: 17×9 OX wheels wrapped in 285/70/17 tyres, and a set of Ballistic 20×10 wrapped in a 33/12.5/20 tyres -Ishty Fulop
NISSAN PATROL
I just bought the Patrol and have a lot of plans to make it my own. Owned it for about six hours before we had it in low range and towing through mud holes -Jess Pink
2010 JEEP WRANGLER
Gear includes Fuel rims on 33-inch Cooper ST Maxx tyres; flat fender flares; XHD front bar, rear bar and rockers; Tough Dog two-inch lift; Panhard bars; winch; LED head- and tail-lights; light bar with HIDs; Rhino-Rack; Kings awning; 40-litre water tank; MaxTrax; farm jack; heat-reduction bonnet; aftermarket grille; AEV snorkel; and a Uniden UHF -Kris Willis
2014 TOYOTA FJ CRUISER
My Cruiser features upgraded suspension; 33-inch Goodyear Wrangler all-terrains; TJM bar work; UHF; and a rear locker -Chris Loxton
TOYOTA LANDCRUISER 75 SERIES
I’ve done all the work myself. It’s coil-converted and features a Patrol front diff and 80 rear; twin lockers; front and rear winches; a roll cage; and an LS1 turbo -Jay Drummond
FORD RANGER
Three-inch lift; 20-inch rims; LED lights; halo ring lights; oil catch can; three-inch stainless steel exhaust system; and a custom rack. The custom paint is a head-turner; everyday people come up to me a say it’s the most beautiful Ranger – one guy said he was gobsmacked. The interior is stunning, with a custom tablet and diamond-stitched floor. The engine is all painted and detailed, too. It will be finished by the end of November; I just have a stainless steel snorkel, custom airbox and lights to be fitted -Craig Freeman
https://www.whichcar.com.au/reviews/december-2020-readers-4x4s
IT seems that no matter where you are in the world, you always want something that you can’t have. It’s the automotive ‘grass is always greener on the other side’ envy for vehicles that aren’t readily available to us.
For Australians it might be the new Ford Bronco or Colorado ZR2 that you are hankering for from the USA or some sort of exotic sports car available exclusively in Europe.
For the Americans, there’s always a touch of auto envy when we start talking about and showing pictures of the LandCruiser 70 Series that are so popular here in Australia. The 70s have never been openly available in the USA, although plenty have found their way in through private channels. In many states of the USA there is a rule that allows the importation of vehicles 25 years and older, so many older Cruiser are finding their way across the Pacific now, but they still can’t buy a new one.
So what’s the deal with this left-hand-drive LandCruiser 79 camper wearing New Mexico plates? On first glance it looks like a current model LC79 that has been stretched and fitted with a camper on the back, but all is not what it appears with this rig.
“I love LandCruisers, especially the 70 Series,” says Albuquerque, NM resident Tim McGrath. “This truck checked all the boxes for me.”
As we know, it’s one thing to love a vehicle but another to be able to get one in a country where it isn’t allowed. Luckily for Tim, German expedition company Maltec has a solution for Cruiser loving Americans.
The ‘Maltexplorer Series 7’ is actually built on an 80 Series LandCruiser chassis and basing the build on a 25 years or older 80, the vehicle is allowed to be imported in to and registered in the USA. Maltec build these rigs using both single and double-cab 79 bodies and Tim chose the latter to accommodate his family.
“We wanted a camper that could fit our family of four,” he told us. “A camper that was extremely capable, that could take us to places other campers can’t go. A true four-season camper that could easily go up a mountain and keep us warm and dry at 13,000 feet no matter what the weather was doing. There are a few trucks on the market but the 70 series checked all the boxes and I really wanted a truck that I was very passionate about.”
Tim’s not kidding when he says he’s passionate about Cruisers. We featured his stunning 1966 FJ45 Troopy a few years back and he also owns a ’74 FJ40. Tim’s business Sackwear Overland Outfitters produces Toyota 4×4 oriented apparel among other 4×4 kit and off-road accessories. Check them out at www.sackwear.com for some cool stuff.
For the double-cab camper, Maltec stretched the 80’s chassis 808mm to give it a 3658mm wheelbase; around 480mm longer than the standard wheelbase of an LC79 double cab. Maltec mechanically refreshes the chassis with all-new suspension including remote-res shocks, bespoke coil springs, 16-inch brakes, and new bushes and rubbers throughout.
Braid wheels are usually found on Dakar race cars but Maltec fits them to its expedition builds for their superior strength in the toughest terrain. Tim has wrapped his beadlocked Braids in 37-inch Cooper STTs.
The extra length in the chassis not only improves the ride and stability of the Cruiser, but also accommodates Maltec’s carbon-fibre camper module. These campers are next-level in terms of design and fit-out with bespoke timber and stone finishes that can be chosen by the owner. Tim selected teak flooring with grey cabinetry to match the vehicle’s Porsche grey exterior paint, while grey and back leather and suede covers the seats and door panels.
The rear of the 79 cab is cut open to allow a walk-through to the camper where there is sleeping for four, two Dometic fridges, a Webasto heater, a sink with hot and cold water, 3-burner stove, LED lighting and charging ports. A pair of AGM batteries are split using a Simarine PICO system that also regulates the input from solar panels on the roof. A tablet-like touchscreen controls all the electrical functions, while a 2000W inverter allows 120V power to run appliances like the coffee machine.
Describing camping with the family in the Maltec, Tim says, “There’s not a lot of room but it’s doable. The trade-off is that I can wheel this thing to places where most campers can’t go. I love that we can do that and set up camp someplace crazy and stay comfortable and warm at night.”