HOT on the heels of the launch of the 2021 Mazda BT-50, Australian aftermarket company TJM has revealed its range of aftermarket kit to suit the all-new model.
As expected, TJM will bring to market an Outback bullbar that’s tailored to the BT-50’s new look and design. The all-steel bar features 63mm-diameter tubing, all-new rolled cato straps and a multi-fold channel for superior protection. The bar includes 8000kg rated recovery points as standard, and it’ll be available to purchase early in the New Year.
“We’re excited about the new BT-50 and we think BT-50 owners should be excited about our range for it,” said Matt Logan, TJM’s head of customer experience.
Also arriving in TJM showrooms in 2021 will be BT-50-specific steel side bars, an RB6 rear step tow bar, and an Airtec snorkel – underbody protection and side steps are currently available.
BT-50 owners can also upgrade their suspension set-up with an XGS kit, TJM’s twin-tube shock absorber. The shock features “Multi-Stage Velocity-Controlled Valving, which allows the shock to dynamically adapt to changes in terrain on the fly.”
A range of storage solutions are also available to suit the BT-50, including Aeroklas canopies, Aeroklas drawers, an Aeroklas tailgate assist, an Aeroklas roller cover and an Aeroklas ute liner.
More information: www.tjm.com.au/get-4×4-equipped/mazda/bt-50
TO HELP you prepare your 4×4 for its next adventure, here are a couple of new products released this month.
AEV snorkel for Wrangler/Gladiator
AEV has developed a snorkel kit for the JL Wrangler and JT Gladiator (2.0L, 3.6L and 2.2L CRD variants). Manufactured using UV-stable cross-linked polyethylene, the snorkel offers superior durability and performance. For easy installation, the snorkel fits directly into the factory airbox. The snorkel is made to fit the OE or aftermarket flare style. All AEV gear is available from either Murchison Products in Brisbane or JeepKonection in Melbourne.
Website: www.aev-conversions.com
RacksBrax HD Accessory Bars
RackBrax’s new HD Accessory Bars simplify the process of mounting and demounting your recovery boards, with RacksBrax claiming boards can be taken on and off in less than 10 seconds with the bars equipped – when used in conjunction with the brand’s HD Hitch (sold separately). The Bars are suited to Maxtrax MKII, Maxtrax Xtreme, TRED Pro and ARB x TRED boards. An Accessory Plate may also need to be purchased, depending on the board you use. Check the website for clarification.
RRP: $70 Website: www.racksbrax.com.au
Camo-wrapped Y62 Patrol leads the latest pack of Readers’ Rigs, and it’s joined by a selection of wild and mild custom creations.
Get involved by heading to the 4X4 Australia Facebook page to send us a photo and brief description of your fourbie. You could win a Wurth under-bonnet LED valued at $249!
2019 Y62 PATROL TI
Kit includes an ON TRACK four-inch lift; DASH off-road front Predator bar; DASH off-road ¾-length roof rack with integrated tailgate ladder; Big-O rock sliders; 35-inch Mickeys; 20-inch Hussla wheels; full snow camo wrap; billet rear lower control arms; Polyair black airbags; 12,000lb winch; twin lockers; gear reduction; and more – CHARLIE KIMBLE
1999 LAND ROVER DISCOVERY II
This model has the TD5 motor. It has a basic two-inch lift, 30-inch tyres, a dual-battery system and a solar panel on the roof. It’s only a matter of time until the bonnet will need lifting to repair something, and the Wurth LED will be ‘wurth’ its weight in gold – JOHN PARTRIDGE
FORD RANGER RAPTOR
Here’s my Raptor, with a lightweight Trig Point canopy fitted. It also has an Off Road Animal bullbar and a Runva winch, plus other extras. The build is nearly finished – STEVE G RINI
1994 VITARA 1.6L AUTO
The build includes extractors; home-made exhaust; suspension lift using LWB coils; guards trimmed back for the tyres; welded rear diff; air locker in the front; home-made steel front diff housing with a LJ413 steel diff; rear-mounted winch in the cab, with the rope running through the cabin and out the firewall up the front; home-made snorkel; plastic rear side windows; and lots of dents and rust. Oh, and there’s a four-point roll cage because mum said I should add one – CALVIN TYLER
2002 NISSAN PATROL
We spent some time and researched motors and decided to get a 3.0-litre DI rebuilt by Lewis Engines (with all of the good gear: 30+ injectors, refreshed turbo, and a new pump) which now makes a healthy 120kW. It also has a strengthened fifth gear; Tough Dog suspension airbags; two-inch lift; and a GVM upgrade. We built it to tow our ’van and explore our great country – STUART HUMPHERSON
TOYOTA HILUX SR 2007
It runs the four-litre V6 petrol engine and has received a small lift; bigger, wider tyres; front and rear ARB bars with recovery points; dual batteries; and dozens of smaller mods. It’s setup how I like it for camping in remote places. – STEVEN LOLLBACK
SEVEN years since its arrival, Isuzu’s MU-X has surpassed 50,000 cumulative sales in Australia.
The seven-seater – also Australia’s most-popular ute-based SUV – is a proven off-roader in 4×4 guise, benefitting from the adoption of the D-MAX‘s ladder-frame chassis and bulletproof powertrain.
That powertrain is headlined by the truck-tough 3.0-litre turbo-diesel engine capable of delivering 140kW and 450Nm.
“Since its local arrival back in 2013, the Isuzu MU-X has found favour with Australian adventurers, families and tourers alike who praise it for its characteristic versatility and capability,” said Isuzu UTE Australia Managing Director, Hiroyasu Sato. “As a result, this favoured vehicle continues to exceed expectations among our Australian drivers.”
“Across the last seven years, the Isuzu MU-X has played an integral part in establishing the identity of the Isuzu UTE Brand, recognised for its strengths through various accolades within the Australian Automotive industry which has solidified its position as a top choice within the large SUV segment,” Hiroyasu Sato said.
In November 2020, a total of 848 MU-X units found new homes, giving it an 8.1 per cent share of the large SUV segment. On the year-to-date charts, IUA has sold a total of 6188 units (November 2020) – VFACTs
The last comprehensive update for the MU-X took place in 2017, followed by mild exterior and interior tweaks in 2019. This year, IUA unveiled its MU-X ONYX in September, with IUA’s Managing Director, Hiroyasu Sato, saying at the time: “This is our first ever special edition MU-X, and the MU-X ONYX Edition is our boldest and most connected SUV to date.”
There is still no official word from IUA concerning the next-gen model, despite Isuzu previewing the all-new SUV in Thailand earlier this year.
However, it is expected to arrive locally in the second half of 2021.
THE SUMMER 2021 issue of 4X4 Australia has hit the shelves, just in time for your end-of-year getaway to a remote campsite with your name on it.
Loaded with quality 4×4 content, the Summer mag is heavy with Nissan goodness; headlined by the supercharged Y62 Patrol plastered on the cover of the issue.
We also take an in-depth look at the bold-looking 2021 Navara, as well as count down six of the most outrageous Navara and Patrol custom builds we’ve ever laid eyes on.
On the custom front, we’ve included a tough-as-nails 105 Series Cruiser we reckon Toyota should have built; and if that doesn’t satiate your desire for Cruiser content, we’ve also thrown in an epic 79 Series that spends its time roaming the United States.
After spending some time behind the wheel, Fraser Stronach adds his two cents on Land Rover’s new Defender; and, for those who have missed them, our monthly columns by Fraser and Ron Moon return this month.
We also travel to some quintessential Aussie locales this month including the Mallee region of Victoria and the along the Darling River in NSW. Plus, Ron follows the route of the historic Ghan Railway – an adventure that should be on your bucket list.
WHAT ELSE IS THERE?
– Musso, Hilux and Sierra in the 4×4 shed. – 2020 Drive 4 Life tour to outback NSW. – New gear on the market. – ARB Intensity Solis lights tested. – Plenty more.
The Summer 2021 issue of 4X4 Australia is OUT NOW!
ARB has packed everything – including the kitchen sink – into its all-new Slide Kitchen, which is officially on sale now.
The ARB Slide Kitchen comprises a benchtop, gas stove, utensils drawer and, of course, the sink. The 12-litre collapsible silicone sink comes with a plug and a utensils holder, and it can double as a dish-drying rack. The sink can be collapsed for stowage.
The kitchen grade stainless-steel benchtop measures 1250mm long and features a 30kg weight limit when fully extended.
The gas stove is a three-burner Thetford comprising two 1.75kw burners and one 2.5kw rapid burner. It also utilises a tempered glass lid and flame-out tech that automatically shuts off the gas supply should the lid close or if flames blow out.
The kitchen neatly integrates into ARB’s range of Outback Solutions drawers (but it can also be purchased with a new set-up), and ARB says set-up takes just 15 seconds. To keep the drawer locked in place, it features an auto-lock function.
The kitchen has external measurements of 1355mm (L) x 505mm (W) x 310mm (H).
RRP: $2795 (Australian East Coast metro) Website: www.arb.com.au
CREATING your perfect four-wheel drive vehicle can be a mammoth task. One that is not undertaken lightly and requires meticulous planning, recruiting the right team, skilled execution, and knowing when to say enough is enough.
It’s a task akin to scaling a mountain, but once you reach that zenith, only then can you truly enjoy the fruits of your toiling.
Sydneysider Richard Bookhouse knows the feeling of achieving his goal. He set out to build a car that can be used every day, yet still be able to take him on challenging tracks; so after a diet of a few Toyota Prados, he changed teams and climbed into a Ford Everest.
“I was bored of Prados,” says Richard. “I loved the Ranger and how it could be improved but I wanted a wagon not a ute.”
Lucky for Rich, Ford had just the answer, and most of what can be applied to a Ranger works on an Everest. The Everest shares its architecture with the Ranger utilising the Australian engineered and developed T6 platform, but riding and handling better with its Watt’s link and coil-spring equipped rear suspension which is what was adapted to the Ranger to create the Raptor.
“I like that it (the Everest) has Australian origins and I got to speak with an engineer who worked on it (the Ranger/Everest program),” says Richard.
The Everest hit the market in 2015 and Richard was an early adopter snaring this 2016 model. It wasn’t long before he set out his plan to make the Ford the off-road touring vehicle he wanted. However, being the first to try comes with extra challenges.
“There was a lack of information when it originally hit the market, “he says of modifying the Ford, “but the Ford Everest Club of Australia have been incredibly helpful.”
Like mountain- or rock-climbing, successful off-road driving all hinges on how well you connect with terra firma. On your 4×4 rig that starts with tyres, and Rich has fitted a set of Mickey T ATZs to Fuel alloys, improving off-road grip and durability while still being a great tyre for everyday on-road driving. The 285s on +6 rims poked out of the factory ’guards a touch, so a set of slimline flares keep them covered.
“I felt the original stance is a little too narrow, so getting it right has been most rewarding,” Richard admitted. We reckon he nailed it!
Helping keep the Everest clear of both the tyres and the terrain is a Tough Dog suspension kit that gives the Ford a modest 50mm of lift. For those occasions when even the lift doesn’t give enough clearance, a set of heavy-duty rock sliders from Queensland’s Southern Cross Fabworks run down the flanks to protect the sills from damage.
Frontal protection comes from a Rival loopless alloy bumper that also provides for vehicle recoveries with a pair of rated tow points and a Runva 11XP winch tucked within. The smart-looking Rival bar includes Drivetech LED fog lights and accommodates the Everest’s factory parking sensors and radar cruise control.
Richard says the safety features of the Everest were one of the reasons he chose it, so it was important that any accessories fitted retain their operation. That and the Ford’s on-road performance, which, after driving Prados in the past, would be like driving a Ferrari compared to a Coaster bus.
Choosing the Everest wagon over a Ranger ute gives Richard better ride and refinement, but as big as the Everest is, it won’t carry as much of a load as the ute. Rich says that a set of drawers for the cargo area are on his list of to-dos, but for now a Rhino-Rack roof platform does the job of carrying anything that won’t fit inside.
A tune for the otherwise stock 3.2-litre engine is also on the wish list. The loping five-cylinder diesel gets its dose of fresh air via a TJM Airtec snorkel, while the rest of Ford drivetrain with a six-speed auto, driver selectable multi-terrain system and factory rear diff lock, remains up to the task.
It may not be a wildly modified vehicle, but the mods have been well thought-out and implemented to get the job done. The Everest serves double-duty as a daily driver, but Richard isn’t scared to take the car off-road and has hit some of the best off-road locations on the east coast including Moreton and Fraser Islands, the tracks in the Coffs Harbour Hinterland and the Victorian High Country.
“The plan was always to build a car that can be used every day and still be able to take me on challenging tracks,” says Richard. “Although, if I did it again, I would have ordered it in white; the bush pinstriping looks terrible up close.”
The Ford sees plenty of bush use on the tracks closer to home in Sydney on a regular basis including the Watagans, Yalwal, Stockton and Blacksmiths Beaches, Lithgow and the Blue Mountains; so it’s earned those pinstripes the hard way. Richard says he’s keen to travel farther afield with the Simpson Desert, Cape York, Western Australia and a trip back to the Victorian High Country all on his hit list.
So far the Everest has proved more than up to the task. With the further mods planned for it, and some precious time, we’re sure Richard will reach future summits.
Well, the cat is out of the bag it seems, and what you’re looking at is 4X4 Australia’s new project vehicle.
The Ford Ranger we built up over the last year or so has been such a hit we decided to do it all over again, but this time with the latest offering from Isuzu.
Now, I’ve been lucky enough to do some serious on- and off-road kilometres in the previous generation D-MAX – Coral Coast in Western Australia, the Victorian High Country, and a week in the Flinders Ranges, to name a few destinations. I’m not trying to brag (well, a little), but point out that I know the old model inside-out.
Here are some of my first impressions of the 2020 D-MAX, a vastly different machine to its predecessor.
WHAT’S THE STORY?
As mentioned, this is the new project vehicle for 4X4 Australia, one we’ll be building up and bringing you along for the ride.
We had a great run of our last project – the Ford Ranger you’ve no doubt seen in the mag and on YouTube – but it was time to move that on and sink our teeth into something new, and it doesn’t get any newer than the 2020 D-MAX. Editor Matt again insisted on a manual gearbox, which suits me fine.
As the vehicle is so new, we’ll be helping key aftermarket accessory companies develop and test new products. We’re partnering with the best of the best in the industry, to show you just what can be done to a current model Isuzu, and the amazing destinations you can then take one to.
To say we’re excited is an understatement, and we’ve wasted no time getting the D-MAX off-road to see what it will do in stock form.
THE SEATS ARE GREAT
The seats are brilliant, with excellent bolstering, support and levels of adjustment. The seats of old felt like two pizza boxes stapled together and, with my dodgy back, I’d struggle after two hours in an old D-MAX.
I happily drove the 980km from Melbourne to Sydney last week, and could have kept going to Coffs Harbour, I reckon, without feeling sore or fatigued. The same goes for the whole interior, really; the dash is well laid-out and the whole package feels modern and well screwed together.
VINYL FLOORING
I was stoked to see vinyl flooring in a ute with such a modern interior. And not just any vinyl flooring, this vinyl is thick and well-made. I’ve already put it to test and it looks like new again after a quick wipe down.
It even somehow looks good, suiting the design of the interior and not looking like a pov-pack afterthought. Far from it. Full points to Isuzu here, as carpet has no place (in my opinion) in a four-wheel drive being used for its intended purpose.
LOCKED IT UP
Rejoice! Isuzu has finally put a rear locker in the D-MAX, and it couldn’t have come sooner. Off-road traction has never been a strong point in the D-MAX, thanks to a road-biased traction control system and limited articulation courtesy of leaf springs and IFS.
Not only does the 2020 D-MAX have more suspension travel, it can now keep at least three wheels spinning when required. I’ve already needed it a few times, and so far it operates smoothly and without any points of concern. We’re looking into a front locker, because two are always better than one; but so far the rear locker has been enough to get through my local tracks unscathed.
WHAT I DON’T LIKE
I know it’s a ute, but the ride quality is really firm in the D-MAX. My own Hilux has extensively modified suspension and it rides like a dream, even with the camper on the back. I’m happy to put up with it in the D-MAX for now though, as it’s currently totally unladen. We will be upgrading the suspension very soon, with a full Tough Dog suspension system. That should fix the problem nicely.
Another annoyance is the newly included safety gear such as AEB and Lane Departure Assistance. In factory calibration, they are far too sensitive. Even the dash-displayed speed warning is annoying, beeping at you if you’re doing 2km/h over the speed limit. I’m not saying I drive like a speed demon, but it’s exhausting being beeped at every time you overtake a truck.
I’ve since played with the settings and dulled everything down a bit to let me actually drive and still be as safe as possible.
The other issue is I now hate my 2005 Hilux, whereas last week it was the best thing I’ve ever owned … so that says something about the new D-MAX. It’s a winner, and I can’t wait for the build to start so we can hit the tracks and bring you along for the ride.
We’d love to hear from you as well, so get on the socials or comment below and tell us what you’d like to see done to our new D-MAX!
WE’VE spent the better part of two years customising this Ford Ranger XLS into the ultimate off-road tourer, and the finished product you’re currently ogling is now for sale.
A Ranger was initially given the nod due to the massive range of aftermarket kit readily available for the top-selling model, and the build wouldn’t have been possible without the helping hand of Australia’s top-class aftermarket industry.
The Ranger is loaded with quality kit from head to tail, starting with Goodyear MT/Rs housed inside a set of bronze KMC Addict 2 alloys.
Ironman 4×4 improved the Ranger’s suspension set-up by employing Foam Cell Pro front struts and uprated coil springs, new forged aluminium upper control arms and a constant-load rear leaf spring mated to another set of Foam Cell Pro shocks.
Up front, a Warn winch, Narva Ultima 180 lights (replacing a previous set of Bushranger Night Hawks) and aerials for both the Cel-Fi Go booster and GME UHF radio were embedded in a loopless AFN 4×4 bullbar. Underbody protection is also courtesy of AFN 4×4.
That epic canopy, custom-made from powdercoated aluminium, was constructed by the AMVE team in Queensland. Inside it you’ll find a myCOOLMAN 60-litre fridge on an MSA fridge slide, an integrated water tank and heaps of storage space.
An integrated RedVision Total Vehicle Management System, incorporating a Manager 30 DC-DC charger and a Redarc 2000-watt pure sine wave inverter, monitors and controls all of your power needs.
Other equipment includes a Hayman Reese X-Bar, a Rola Titan Tray rack system atop the canopy, MaxTrax Extreme recovery boards, a second Titan Tray atop the Ranger, Narva LED work lights, a Pacemaker Exhausts’ King Brown exhaust system, a Water Watch unit and a Provent oil separator catch-can from Direction Plus.
The Ranger XLS is powered by the 3.2-litre engine, which runs through a six-speed manual cog-swapper.
While it might be the end of the road for the Ranger at 4X4 HQ, work has already begun on our next project car: a 2020 Isuzu D-MAX.
THANKS TO
www.redarc.com.au www.club4x4.com.au www.amve.com.au www.atecoequipment.com.au www.goodyear.com.au www.wheelprosaustralia.com.au www.ironman4x4.com www.pxwholesales.com.au www.afn4x4.com.au www.narva.com.au www.ontrack4x4.com.au www.titantray.com www.maxtrax.com.au www.powertec.com.au www.gme.net.au www.msa4x4.com.au www.pacemaker.com.au www.3dmats.com.au www.x-bar.com.au www.mycoolman.com.au
GRAFTON on the NSW’s north coast is known for the yearly Bridge to Bridge ’ski race and the Jacaranda Festival, but just west of the city is the start of a road where many a fortune was lost and found, known to some as The Old Glenn Innes Road. It’s not a hard drive by any standard, and great in a soft roader or AWD.
As you head west out of Grafton along the Gwydir Highway, turn left towards Buccarumbi; this road follows the route of the old Cobb & Co coaches that trundled between the tablelands and Grafton. It was the main route until 1967 when the new highway was built over the Gibraltar Range.
It’s a pleasant 10-minute drive on the tar until you hit the dirt and soon you’ll cross the low-lying Buccarumbi Bridge. We always stop here and stretch the legs – you can see remnants of massive steel and concrete bridge supports that have been washed away by past floods.
The road then follows the Boyd River as it twists its way through the countryside, giving you stunning views of the area with rugged mountains as a backdrop. For those keen to set up camp down beside the river, keep an eye out around the 50km mark as there are some fantastic secluded riverside spots amongst the twisted native trees that have been shaped by the raging water.
One of our favourite stops is at the old graves that date back to the late 1800s just as you cross the grid along the way. There isn’t much info on these two random graves, but it’s nice to stop and show a little respect.
DALMORTON
IT was around 1861 when gold was found, and by 1871 Dalmorton was declared a goldfield. There were ‘apparently’ 5000 people living here with schools, several pubs, shops and 50 registered gold mines. Around the area there are still a few mines to be found, from simple pits to a few walk-in ones.
From the history files it’s reported that some mines were up to 40m deep where they had massive 10-head stampers operating. Another relic not to miss is the walk from the campgrounds to the old stockman’s hut, where it has been preserved in time.
The Cobb & Co mail coach used to run from Glen Innes to Grafton twice a week carrying supplies, mail and passengers between the coast and the tablelands. By the early 1900s the gold was short-lived and families battled to make a living. This area became a ghost town when the new highway was put in over the range. National Parks are restoring some of the old buildings here as part of a history trail; it’s a great spot for the kids to run around and explore.
If you are looking for camping options, turn left here at Dalmorton and travel up the hill, as National Parks have put in a huge effort with some great facilities that would impress the pickiest campers. Plenty of spots for small caravans, camper trailers, tents and even designated spots for day-trippers.
Facilities include drop toilets, fire pits and a great grassed area for the kids to play. We reckon the better camping sites are farther past Dalmorton where the camping is free and with river views, but, unfortunately, you need to be self-sufficient with everything along here.
One of the highlights of exploring here is the tunnel that washand-cut by workers through solid rock. It is just the right size to squeeze a bullock wagon through.
The road continues along the river, passing remote farms where cattle freely wander along the road without a care in the world. At the 100km mark a 10-foot war monument will catch your eye beside the road. It was erected by Norman Archibald MacDonald in memory of the local men who left the area to fight in World War I.
MANN RIVER GORGE
THE Old Glen Innes Road isn’t difficult, but, if you’re after a little 4WD fun, there is a well-maintained track off to the left at the 118km mark. Tommys Lookout Fire Trail will take you up over the 1000-metre mark, all within just four kilometres. A 4WD is recommended, and the views from the top, deep into the Mann River gorge below, are nothing short of stunning.
Another camp is the Mann River Nature Reserve just past the lookout turnoff; a well-maintained area suitable for all campers with ample space, picnic tables, fire places, pit toilets and the cooling Mann River running nearby. In the cooler months the water is bloody freezing but well worth a face splash to wake you up.
This is a great campsite for the kids as they can play around in the fresh, running water of the Mann River, many of the offshoot pools here are shallow and clean so mum and dad can be rest assured that the youngsters can play safe.
Here at the Mann River camping area is where the dirt stops and the tar begins again as the road winds its way to the top of the range towards Glen Innes. The vegetation changes towards the cooling temperatures of the tablelands where tree ferns, grass trees and tall white gums are more abundant.
The last choice to make is when you hit the Gwydir Highway – do you turn left and head farther west to Glen Innes a mere 35km away, or is it a 120km wander towards the coast to another unique destination, before hitting the coastal hustle and sea air?