Aussie tuning house Walkinshaw Performance has unleashed a couple of Performance packs to toughen up HSV-converted Chevrolet Silverado 1500s.
The two Fury packs available now via Walkinshaw Performance are suited specifically to Chevrolet Silverado 1500 (6.2L) models remanufactured by HSV.
Both packs add a two-inch lift kit, custom Fury decal, a unique Fury build plate, and a shadow chrome tailgate badge. Helping the 313kW/624Nm6.2-litre V8 deliver a more aggressive howl is a Walkinshaw Performance cat-back sports exhaust system.
Fury Pack 1 wears Goodyear all-terrain tyres (295/65R18) wrapped around 18-inch Method Rims; while Fury Pack 2 is fitted with bigger 20-inch Method Rims inside 285/60R20 all-terrains. The wheels are co-branded with Walkinshaw Performance.
In addition, Fury Pack 2 gets a six piston brake upgrade kit, with 410mm rotor up front.
Customers will also pocket a Walkinshaw Performance Gift Pack.
WITH the summer touring season just around the corner, we’ve loaded our November 2020 magazine with plenty of beach-based content.
Headlining this issue is a coastal-dwelling custom GQ Patrol, built specifically for carving up sand and taking its owner to some of the best beach campsites on the planet. The 1996 LWB Patrol has had its RD28 diesel engine yanked, replaced by a naturally aspirated ‘silver-top’ TD42.
To get you in the right mood for your next coastal jaunt, we’ve listed some of Australia’s best beach drives – from Fraser in the east to Dirk Hartog in the west. And to help you when you get there, we’ve included some essential sand-driving tips and techniques.
In this issue, you’ll also find something you don’t see every day: a 200 Series single-cab custom with a 1HD-FTE Toyota engine and the associated 5-speed auto transmission.
We then benchmark the all-new D-MAX against the segment’s forerunner, the Ford Ranger Wildtrak. Can the new-gen Isuzu ute match the perennial fan favourite? We find out in this extensive head-to-head.
Plus, we chat to a few industry experts about the latest trend in 4×4 canopies: tub toppers. They’re a cheaper alternative to a full canopy build, and they’re starting to sell like hot cakes in the aftermarket.
WHAT ELSE IS THERE?
– Defender P400 driven. – 2021 Defender range explored. – Musso + Hilux in the shed. – Winching and touring at Lima. – New 4×4 products tested.
The November 2020 magazine is OUT NOW!
Same but different – the new Isuzu D-Max and Mazda BT-50 may not look like twins on the outside, but make no mistake, the Mazda BT-50 is simply a re-skin of Isuzu’s D-Max.
For those who don’t know, the new Mazda BT-50 and new Isuzu D-Max share fundamentals of chassis, engine and drivetrain, bulk interior architecture and are even built upon the same factory line.
With all those similarities, it could be difficult to decide which one is the better buy.
Let’s dig into the details to lay out all the differences and analyse which is the right purchase.
What’s shared between the Isuzu D-Max and Mazda BT-50?
Given the shared underpinnings, both cars offer same base level of performance of 140kW/450Nm from a 3.0-litre turbo-diesel four-cylinder engine.
This engine is a wholesale revision of the previous Isuzu 3.0-litre turbo diesel engine, which traditionally found favour from the 4×4 crowd who valued it for its reliability and durability.
Quoted fuel consumption is the same for both, with an 8.0L/100km combined claim for auto transmissions which is bettered slightly if you opt for a manual (7.7L/100km).
Both utes have a maximum braked towing capacity of 3500kg – pretty standard for a 4×4 dual-cab ute – and both have payloads of nearly 1100kg dependent on variant and body style.
Off-road wise, both the Isuzu D-Max and Mazda BT-50 share approach, departure and ramp-over angles of 30.5, 24.2 and 23.8 degrees, respectively.
Each is able to wade in depths up to 800mm, and is equipped with a rear locking differential for the tough spots.
What are the differences between the Isuzu D-Max and Mazda BT-50?
Many differences lie in the specification and variant offerings.
Mazda for example, isn’t bringing a single-cab or space cab version to market until 2021, and currently offers a three-tiered range including the XT, XTR and GT variants.
Isuzu is now selling an entire range of body styles in four main grades including SX, LS-M, LS-U and X-Terrain.
If you’re after a more specific variant or body style, there’s no doubt that Isuzu is the clear choice – at least for the moment.
Things start to change more when you get inside, though you’ll have to look hard to spot the differences.
Both cars have taken a step forward in terms of ambience and feel compared to their predecessors.
Each receives a 9.0-inch infotainment screen which runs Apple CarPlay and Android Auto on top-spec models, and a smaller digital read-out finds itself nestled within the instrument cluster to provide key vehicle information. Entry-level variants in each range equip a 7.0-inch infotainment screen.
Dual-zone climate control, rear air vents, leather-appointed seats and keyless entry are some other hallmarks of the updated specification on top spec Isuzu D-Max and Mazda BT-50 models.
Pretty line-ball between the two, no doubt. The top spec Mazda BT-50 GT does use brown part-leather seats with added seat heating in place of the Isuzu D-Max X-Terrain’s part-leather non-heated black seats.
Materials are largely the same between the two, and of course the main difference will be the branding on the steering wheel.
Instant asset write-off scheme extension a lifeline to car industry
A full suite of active safety tech including autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert and reversing camera and lane departure warning is standard on both utes.
In most cases, the BT-50 offers slightly more equipment than the closest equivalent D-Max variant, though these additions are small.
For example, keyless entry and start is standard on XTR and GT spec BT-50s, but only on the top-spec D-Max X-Terrain.
The BT-50 is sold with a spare alloy wheel, where the D-Max only ships with a steel spare.
Pricing for Mazda BT-50 and Isuzu D-Max
Price-wise, they don’t make it easy to compare like-for-like. Model variants don’t quite match up for cross-shoppers, but some inferences can be made.
At the top end of their respective ranges, the $59,990 BT-50 GT compares favourably against Isuzu’s range hero, the X-Terrain ($62,900).
On the other end of the scale (talking 4×4 drivetrains and entry-level specifications), it’s the $47,900 D-Max SX manual 4×4 dual-cab that’s more affordable than the $50,760 BT-50 XT manual 4×4 dual-cab.
In terms of add-ons, Isuzu charges $500 for metallic paint whereas Mazda offers it at no cost.
Conversely, Mazda charges $2500 for an automatic transmission which Isuzu only charges $2000 extra for.
There are some big differences to consider after the purchase as well, with both pros and cons to each’s warranty period.
Mazda provides a better deal for owners who’ll go the distance with a five-year/unlimited-kilometre warranty, whereas Isuzu provides an additional year but caps the distance with a six-year/150,000km deal.
At the end of the day, the purchasing decision weighs more heavily in the ‘subjective’ column rather than the ‘objective’.
Which one should you buy – the Isuzu D-Max or Mazda BT-50?
Go for the Isuzu D-Max if you’re after a greater range of choice, lower price of entry and longer warranty.
Or you could pick the Mazda which counters with a slightly higher spec level for its three variants as well as a few extra bits of fruit on the top-spec.
The latest batch of Readers’ Rigs has landed at 4X4 HQ. To include your 4×4, send a photo with a brief description to our Facebook page.
2015 PX RANGER XLS
It’s the 3.2-litre, six-speed manual combo. Work includes a six-inch lift, coil-overs, adjustable upper arms, a diff drop, and Dobinson leafs in rear with Superior shackles.
Other kit includes 37-inch Mickey T Baja Claws, SW Diesel chip, three-inch exhaust, four-inch stainless steel snorkel and custom airbox, Xrox bar, aftermarket bash plates, Kut Snake flares, rock sliders, bonnet protector, Rhino-Rack roof rack, Kings 3m awning, aftermarket centre dash surround, GME UHF, two nine-inch LED spotties, two Hella Rallye 4000s, a tow bar, tub liner and sports rack – Tom Vinnie Auton
DION KNOWLES: ISUZU MU-X
The MU-X has taken us to some amazing places already, but there’s so much more to see in years to come. It’s set-up for family touring with LT tyres, beefier suspension, long-range tank, bullbar, winch and driving lights, not to mention a big Rhino roof rack for the swags -Dion Knowles
2015 FORD RANGER XL
It’s ex-Telstra and now used as a pilot vehicle. Rear body fitted out for sleeping and holding all my kit for going away, such as food, cooking stuff, etc. It has a bullbar, Warn winch, spotties, UHF, second battery, solar panel, inverter, long-range tank, second spare wheel, factory diff lock and heaps of other stuff. It has clocked up 38,000km since February. Trouble-free -John Hetherington
IVECO 4X4
My Expedition Vehicle Australia motorhome is set-up for two people. It has a hot-water shower, 37 x 13.5 Gladiator rubber, Kings Racing suspension, NARVA driving lights, and long-range fuel and water. Off road in comfort! -David K Smith
1970 NISSAN PATROL
My old bus has been everywhere in the Victorian High Country including Wonnangatta Station and Tom Groggin. Plus it has been up to Fraser Island -Darren Gross
JEEP WK II LIMITED
The Jeep is fitted with touring necessities and underbody protection, which was reassuring having had to climb over a few fallen trees in the High Country last trip -Brenton Bowley
WITH no word yet from Isuzu UTE Australia on its next-gen MU-X, the Japanese marque has instead revealed the special edition ONYX.
Erring towards an on-road rather than an off-road focus, the ONYX adds shadow chrome and black gloss treatment to the range-topping MU-X LS-T, in addition to an updated interior suite.
Both the rear tailgate and front grille have been sprinkled with the shadow chrome treatment, with the front grille and side steps enhanced with gloss black elements.
The other notable changes relate to the infotainment set-up, with the ONYX getting a high-definition 6.8-inch system with DAB+ Radio, Sat-Nav, Android Auto and wireless Apple CarPlay.
“This is our first ever special edition MU-X, and the MU-X ONYX Edition is our boldest and most connected SUV to date; with sat-nav, DAB+ radio, Android Auto and wireless Apple CarPlay, among styling enhancements that customers have been longing for,” said Isuzu UTE Australia Managing Director, Hiroyasu Sato.
“For 2020, we’ve taken it a step further with bold and impactful exterior enhancements and the latest in smartphone connectivity, to make the MU-X ONYX Edition the most desirable MU-X to date,” he said.
These tweaks aside the MU-X ONYX remains unchanged, still served by Isuzu’s venerable 130kW/430Nm 3.0-litre turbo-diesel 4JJ1 engine still running through a six-speed automatic transmission.
The ONYX is initially limited to a run of just 420 examples and is on sale now with a $56,990 drive-away price tag.
WHILE we were playing with tyre pressures and compressors, we grabbed another unit that had recently arrived at 4X4 Australia HQ: Ryobi’s One+ inflator-deflator air pump.
The unit is part of the brand’s One+ range of power tools, so it is powered by the same 18-volt battery packs that fit more than 100 different tools.
The cordless unit has both a low-pressure, high-volume pump for inflating things like footballs and air mattresses, and a high-pressure pump for inflating tyres. The deflator part of it is on the low-pressure side for sucking the air out of mattresses when it’s time to pack up camp.
A cool feature of the Ryobi pump is its digital pressure gauge that allows you to preset a desired pressure to inflate the tyres, just like the pumps at a service station. It makes getting the correct pressure easy and the readout can be set to show kPa, bar or psi to suit your needs.
We were sceptical of the compact battery-powered unit’s ability to inflate a 4×4 tyre, so we put it to the test. The tool doesn’t come with a battery and, instead, we charged up a 4Ah lithium One+ battery before we started.
With a 265/75-16 all-terrain deflated to 10psi, we set the desired pressure to 30psi and switched it on. The first minute of operation added 5.5psi to the tyre which climbed to 8psi after two minutes, 10psi after three minutes, and 15psi at five minutes. As the pressure increased, the time it took grew longer and it took seven minutes and 18 seconds to reach the 30psi setting.
That’s slow-going compared to the 12-volt compressors most of us use, and it would take you more than 30 minutes to reinflate four tyres after a beach drive.
For that reason we wouldn’t want to rely on the Ryobi pump for our 4×4 tyre needs, but it does have the added uses of pumping up your sporting and camping goods as well.
If you need it for jobs other than pumping up tyres and you have other Ryobi One+ tools, it would be worthwhile carrying it in your kit. It will get you out of trouble in an emergency, but it takes a long time to do it and there are better compressors available for this task.
The Ryobi pump comes with an assortment of nozzles and attachments for inflating various products and the tyre chuck on the high-pressure line, all of which stow neatly within the unit.
ESSENTIAL INFO
AVAILABLE FROM: www.ryobi.com.au; Bunnings stores RRP: $109 (sans battery or charger) WE SAY: Handy for emergencies but not ideal for 4×4 tyres.
WITH hundreds of kilometres between stops, a 4×4 pub crawl isn’t exactly a Saturday night spent staggering between fuel stops. Instead, the cold beer and warm food at an outback pub is a well-earned reward for long days spent behind the wheel covering vast distances of red dirt.
Australia is famous for its rural pubs, with most iconic establishments on this list servicing off-the-grid tourers for decades, keeping them well-fed and showered. Many of the publicans and locals are also more than happy to advise passers-by on track information and nearby attractions, or to simply have a general chit-chat.
Considering the vast amount of bush pubs servicing folks as we speak, we’ve tried to tick off six of the more iconic and famous pubs in Australia. So get out there, stop in for a beer, and support these rural communities.
CAMERON CORNER STORE
THE peculiar Cameron Corner Store is positioned where the three states of Queensland, South Australia and NSW meet, at the eponymous junction named after James Cameron who surveyed the area in 1880.
Despite the pub’s isolation, it’s positioned on a busy tourist circuit popular for outback expeditions and travelling parties, so it’s often bustling with tourists heading in crisscrossing directions. Patronage numbers typically spike during mid-winter when the annual Birdsville Races – 480km to the north – take place.
Things quieten during the warmer months – from about October – due to the searing outback heat, but ramp again from late March/early April with people escaping the cooler climes – we’re looking at you Victorians.
The Cameron Corner Store’s fridges house more than 20 varieties of bottled beer (and cider), with the establishment also selling basic groceries and fuel (petrol and diesel).
Accommodation options include single, double and family cabins; with both powered and unpowered campsites also available. Breakfast, lunch and dinner can be purchased from the pub.
Cameron Corner Store is a famous outback establishment that is linked by many iconic outback tracks and destinations. Just remember to pack the fly repellent.
CONTACT: (08)- 8091 3872
PUB IN THE PADDOCK
AN Apple Isle 4×4 trip isn’t complete without a stopover at the Pub in the Paddock in Pyengana, a small rural village located about two hours’ drive from Launceston.
The picture-perfect pub has James Boag’s Draught and Iron Jack on tap, as well as a selection of food in its restaurant including pies, parmas, pork sausages and steaks, many of which is sourced locally.
The walls of the pub itself are lined with memorabilia from the region, highlighting the area’s rich local history.
However, the pub is perhaps better known for its resident pig Priscilla, who lives out the front of the pub and is famous for her drinking habits. Priscilla has become quite the celebrity of late, known for her appreciation of watered-down beer.
For tourers wanting to stay the night after one too many brews, there are six rooms available with shared facilities. Plus, there’s plenty of camping space in the Pyengana Recreation Area which has toilets and hot showers.
An alluring attraction of many rural pubs is the hospitality of staff and owners, and the Pub in the Paddock’s current owners, Rowena and Scott Codyre, are warm and welcoming. Case in point, on a Tassie trip earlier this year for our 4X4 Adventure Series, we popped in to the pub to find the doors locked. However, Rowena and Scott showed up 10 minutes later and let us in for a brew.
CONTACT: (03) 6373 6121
SILVERTON HOTEL
STEP into the iconic Silverton Hotel and you’ll be touched by its quirky charm, with the main bar’s walls packed with hats, guitars, funny signs and plenty of old memorabilia.
“It’s a hotel and a museum all mixed together,” publican Peter Price told us back in 2017.
The pub, only 25 odd kilometres from the well-known outback town of Broken Hill, was originally built in 1884 by John Debaun during the area’s successful mining era.
It was then moved into a two-storey building that burnt down in 1918. The pub moved to its current building, formerly the town’s post office.
Live music and decent pub grub draws in punters, with seven self-contained motel rooms nearby for those who wish to spend the night in a comfy bed.
Don’t forget about the grog, with XXXX Gold, Tooheys New and Old, and Hahn SuperDry all on tap, as well as a selection of cans, stubbies, and red and white wines.
A nearby attraction is the Mad Max Museum, a recommended stop-over when you’re in outback NSW.
CONTACT: (08) 8088 5313
MUNGERANNIE HOTEL
IF you’re travelling from Marree to Birdsville along the Birdsville Track, a stop at the Mungerannie Hotel is inevitable, as it’s the only stop along the way.
The pub is well-known for its collection of hats that cover the ceiling, many once owned by people who have worked on the Birdsville Track. Perhaps disturbing to some, you’ll even find human hair hanging from the ceiling, cut from those who once downed a beer or two here. Like many outback pubs, the walls are lined with paraphernalia including flags, stickers, old signage and stubby holders.
As well as cold beer, the pub serves plenty of food – rolls, pies, burgers, schnitzels and steaks – for lunch and dinner. Plus, you can hunker down for a night at the unpowered campsite, or spoil yourself for a night in one of the dongas complete with an en suite.
In addition, you can rejuvenate yourself at the nearby hot spring bath, or refuel and repair your vehicle at the nearby garage.
If travelling north, the Birdsville Hotel is about a six-hour drive; if travelling south, you’ll arrive at the Marree Hotel after about three hours behind the wheel.
CONTACT: (08) 8675 8317
PINK ROADHOUSE
THE iconic pink outback locale stands out when driving along the remote Oodnadatta Track, and the call of the roadhouse’s famous ‘Oodnaburger’ is often too strong for many pundits.
Known as the gateway to the Simpson, the roadhouse’s origins date back to 1978, when Adam and Lynnie Plate set up a motorcycle repair business and a shop called the Tuckerbox that sold snacks and supplies to passersby.
In 1983, fuel was added to the service and the place was renamed the Oodnadatta Traders. Shortly after it was painted pink and renamed the Pink Roadhouse, a name it retains to this day.
In addition to the memorable food on offer – the as-mentioned Oodnaburger – the Pink Roadhouse has cold beer, wine and spirits, groceries, and plenty of pink clothing, hats and merchandise.
The Pink Roadhouse also has camping sites, powered caravan sites, budget rooms and self-contained cabins. Plus, there’s a mechanical workshop for basic repairs; spare tyres in stock; and a 24-hour recovery service.
CONTACT: 1800 802 074
TILPA HOTEL
IF you know a four-wheel driver who loves to plaster stickers on the back of their 4×4, then they’ll more than likely have a Tilpa Hotel sticker.
The famous little bush pub is positioned on the bank of the Darling River, originally established in 1894 to service the boats running freight up and down the river. Nowadays, the main building houses a small bar and a room out the back with a pool table. There’s also a quiet lawn area, a peaceful place to sip a beer while overlooking the river.
Step inside and you’ll notice the walls and ceiling are covered in graffiti, and you can write your own message for a small fee which gets donated to the Royal Flying Doctor Service of Australia.
The bar serves cold beer on tap – Great Northern, Carlton Dry, Tooheys New and XXXX Gold – while lunch and dinner options range from toasties, chips, sandwiches, pizza and steak. The hotel also has four rooms available for digs, or a gold coin donation will allow you to set up camp over the road for the night.
In addition to the Tilpa Hotel sticker, you can also purchase other branded items such as stubby holders and clothing.
CONTACT: (02) 6837 3928
ISUZU Ute Australia calls its new-generation D-MAX a ‘third generation’ model, but that undersells its heritage.
It may be the third generation Isuzu ute sold in Australia since the brand launched here in 2008, but it’s the latest in a long line of Isuzu utes that stretch back more like six generations and all the way to 1972. In Australia, the earlier Isuzu utes were sold for 40 years, mostly as the well-loved and well-regarded Holden Rodeo.
This new D-Max is not just of vital importance to Isuzu here in Australia but will have a wider impact in the overall ute market. Mazda’s soon-to-arrive new BT-50 is effectively a new D-Max also, just one with different body panels and interior fitout. It will end Mazda’s long product-sharing relationship with Ford in this market sector.
The new D-Max, and its Mazda twin, will also be the first entirely new-generation utes from any major manufacturer to arrive in Australia for five years, and will get the jump on soon-to-arrive new-generation models from Ford and Volkswagen.
To see how the new D-Max in the range-topping X-Terrain spec measures up we have pitted it against a Ford Ranger Wildtrak, one with the 2.0-litre four-cylinder bi-turbo diesel. We chose this powertrain over the Ranger’s older, more workmanlike 3.2-litre five-cylinder diesel for its superior refinement and economy. Being the newest powertrain across the popular ute segment it seemed a better benchmark for the heavily revised D-Max powertrain.
The Ranger is also at the pointy end of the current ute market in terms of its on-road ride and handing, off-road prowess and cabin comfort and space, so again a good benchmark.
2021 ISUZU D-MAX
AT first glance, Isuzu’s new D-Max may just look like a revision of the D-Max that’s been around in one form or another since 2012 but in this case, appearances are deceptive.
The new D-Max represents a full generational change and, importantly, is an all-Isuzu design whereas the previous generation D-Max started life as a joint venture with General Motors. Before that, Isuzu always designed its own utes from the ground up anyway (rebadged here as the Holden Rodeo), so this new model is a return by Isuzu to doing what it has traditionally done.
The least changed aspect of the new D-Max is the powertrain, but even that has been significantly revised. More important in the overall scheme of things is an all-new chassis and cabin, and a comprehensive suite of advanced safety features right across the model range.
D-MAX POWERTRAIN AND PERFORMANCE
THE new D-Max’s 3.0-litre four-cylinder diesel is the latest member of an engine family that dates back to 2004. In this latest iteration it claims 140kW (up from 130kW) and 450Nm (up from 420Nm). More importantly the extra torque is on tap at a much lower rpm and it also produced higher up in the rev range with the 450Nm maximum produced from all the way from 1600rpm to 2600rpm.
The extra power and torque comes courtesy of a more efficient variable-geometry turbocharger and a new higher-pressure common-rail injection system. Other changes run to revised combustion chambers, new pistons, and modified cylinder block and crankshaft. As with the last of the previous generation D-Max engines (from 2017-on), the new engine has a diesel particulate filter as part of its Euro 5 emissions compliance.
The D-Max is available with both revised six-speed manual and automatic gearboxes, although the X-Terrain is auto only. As before, the manual gearbox is an Isuzu in-house design, while the automatic comes from Aisin.
On the road the driving experience is both familiar and different. The new engine still has much of the feel and workmanlike character of the older D-Max, but is noticeably quieter and more responsive in general driving. Pedal to the metal and at higher engine speeds it’s still somewhat harsh, but not as much as the old engine. It’s also more muscular, everywhere.
Where the previous D-Max was a fair way off the performance of the Ranger bi-turbo, this new D-Max isn’t, even if the Ford is still a bit quicker once it gets into its stride.
The revised Aisin automatic is also much improved with faster shifting and far more proactive and sporty shift protocols. The extra torque at lower engine speeds also helps to counter the very tall but unchanged gearing, which means less shuffling between fifth and sixth on undulating country roads at legal touring speeds, which was a less than likeable trait of previous D-Max.
D-MAX ON-ROAD
THE new D-Max sports an all-new, more rigid ladder frame with notably larger-section side rails and additional cross bracing, and new-design front and rear suspension.
At the front the upper and lower wishbones are far more substantial and are much farther apart in the vertical plane, while the sway bar now mounts to the top rather than the lower wishbone. At the rear the three-leaf springs are claimed to be lighter, yet stronger. Bigger front brake rotors with twin-piston floating callipers and electric power steering are also highlights of this all-new chassis. With the bigger brakes, 17s rather than 16s are now the smallest wheels that can be fitted.
On the road the D-Max’s ride and handling is much improved and is a far more noticeable advance than the powertrain upgrades. Where the powertrain offers a still somewhat familiar driving experience, the new chassis makes the D-Max feel like a completely different ute, especially on poorer roads and at higher speeds where it is far more composed, confident and engaging to drive than before.
The electric power steering means a light steering effort at parking speeds while still providing decent feel and feedback at highway speeds. The only glitch here is that the lane-departure warning and prevention safety tech can be over zealous at times on some roads. And while you can turn it off via the settings menu, this can’t be done on the move and it always defaults to ‘on’ when the engine is stopped and then restarted.
D-MAX OFF-ROAD
THE new D-Max has fractionally more ground clearance, and despite a 30mm longer wheelbase the body is shorter, so the approach and departure angles are marginally improved although the ramp-over angle remains the same.
The fording depth is now a claimed 800mm (up from 600mm) despite the engine air intake now being under the bonnet lip. For those wishing to fit a snorkel, the Australian spec D-Max has a prefabricated air pathway in the inner guard to make things easier. All 4×4 D-Max models are now also fitted with a driver-switched rear diff lock as standard, although the part-time dual-range 4×4 system remains otherwise unchanged.
Wet weather and the mud-adverse highway-pattern tyres put a limit to what off-road testing was possible, but the D-Max feels a cut above what it could achieve before, thanks in part to the extra wheel travel of the rear suspension. The rear locker is a bonus too, but perhaps not as much as it could be given it cancels the electronic traction control on both axles when engaged.
D-MAX INTERIOR
INSIDE the new D-Max you’ll find an altogether different feel and presentation than the superseded model, and one that’s more akin to that of a passenger car rather than a commercial vehicle.
The cabin is bigger, better finished and more carefully detailed, and the driver now has the luxury of tilt-and-reach steering-wheel adjustment, something that the Ranger doesn’t have. On this very well-equipped D-Max there’s still no heated front seats however, so the Ranger gets one back. The high-tech dashboard with its big 9-inch touchscreen also means no simple knob to adjust the audio volume, which won’t please everyone.
The long list of high-end safety kit across the entire range (see ‘What You Get’ for details) has seen the new D-Max achieve a maximum five-star rating under the stricter 2020 ANCAP safety criteria. Other utes previously achieving a five-star ANCAP rating (such as the Ranger) may not do so now under the new criteria, given the ‘moving goal posts’ nature of the ANCAP system.
D-MAX PRACTICALITIES
THE new D-Max’s extra power and torque (and bigger brakes) bode well in making it a better heavy tow vehicle than before, but that’s something we need to test in the future.
In the meantime the towing rating remains the same at 3500kg, as does the Gross Combined Mass at 5950kg. The Gross Vehicle Mass is 50kg heavier than the old model, but probably just to compensate for the higher the kerb weight.
The factory tub is the same width as before but fractionally deeper and longer, while the X-Terrain’s lockable roller tonneau (much the same as fitted to Ranger Wildtrak) means lockable and reasonably weatherproof storage but with some compromise to carrying bigger, and especially taller items. Surprisingly there’s no 12-volt outlet in the rear tub.
D-MAX EQUIPMENT LIST
THE automatic-only top-spec X-Terrain, as tested here, is distinguished from the lower D-Max models by its smart-key entry and start, remote engine start, self-locking on walk-away, leather seat trim, electric adjust on the drivers seat, a tub liner, lockable roller tonneau and ‘aero’ sports bar.
Like all D-Max models it has a long list of safety features headlined by autonomous emergency braking, lane-departure warning and prevention, emergency lane-keeping intervention, blindspot monitoring, rear-cross traffic alert and no less than eight airbags. Being an automatic it also gets adaptive cruise control (in addition to normal cruise control), and ‘Lane Keeping Assist’, which gives a degree of self-steering on motorways and the like.
As with the next-level down LS-U the X-Terrain also has a 9-inch touchscreen, sat-nav, Apple CarPlay and Android Auto, and rides on 18s. Like all 4×4 models it also has a driver-operated rear differential lock.
2021 D-MAX 4X4 PRICES*
SX MANUAL: $47,900 SX AUTOMATIC: $49,900 LS-M MANUAL: $51,000 LS-M AUTOMATIC: $53,000 LS-U MANUAL: $54,900 LS-U AUTOMATIC: $56,900 X-Terrain AUTOMATIC: $62,900 *Prices do not include on-road costs.
FORD RANGER WILDTRAK
THE Ford Ranger you see here is a mixture of new, and not so new. The powertrain, a sophisticated but relatively small 2.0-litre four-cylinder bi-turbo diesel backed by a 10-speed automatic, only appeared in late 2018 but the basic platform dates back to late 2011.
Significantly for Ford, this Ranger was a Ford design from the ground up and not just a rebadged Mazda as was the previous Ranger and all the Ford Courier utes before that. The design and development of this Ranger was also headquartered here in Australia.
When the new powertrain was released in late 2018 for the 2019 model year, Ford took an each-way bet and retained the 3.2-litre five-cylinder diesel that dates back to the debut of this model although significantly revised for the 2016 model year. Of the two, the ‘little’ engine wins on refinement and economy, and is punchier in general driving.
This generation Ranger has proved so popular that it’s done the unthinkable and challenged and even bettered Toyota’s Hilux for sales supremacy in the 4×4 class.
RANGER POWERTRAIN AND PERFORMANCE
A two-litre four-cylinder diesel may sound like a small engine for a big ute but thanks largely to its bi-turbo arrangement it claims an impressive 157kW of power and 500Nm of torque, thus putting it ahead of the new D-Max by 17kW and 50Nm, despite the D-Max having a 50 per cent capacity advantage. The Ranger’s 2.0-litre engine even claims 10kW and 30Nm more than the 3.2-litre five-cylinder Ranger engine.
The bi-turbo arrangement is sequential and uses a small turbo to improve the low-rpm response before a bigger turbo gradually takes over at higher engine speeds and higher engine loads. The transition from small turbo working alone, to both turbos working together and then the bigger turbo working alone is totally seamless.
On the road the Ranger is quicker than the D-Max, but not by much and that’s probably more to do with having more closely spaced gearbox ratios, which helps extract the best from the engine.
The Ranger’s diesel is also smoother, quieter and more refined than the D-Max’s much-improved engine but the Ranger’s 2.0-litre also wins on refinement across the wider ute class, so the win here against the D-Max engine is not surprising.
On full noise the Ranger’s little engine actually sounds like a big engine in the way it hammers along and is more characterful and engaging than the blander and more workmanlike D-max engine.
For its part the Ranger’s 10-speed automatic offers slick and quick changes, which are often hard to pick especially on a light throttle but can occasionally be indecisive with gear selection, especially when going from light-throttle cruising to full-throttle acceleration. With all those gears to chose from, the Ranger swaps gears far more often then the D-Max, which makes it feel more frenetic at times even with the excellent shift quality.
RANGER ON-ROAD
FORD managed to achieve a high standard of ride and handling with the Ranger when first released and this is still evident today, helped by a few changes along the way.
In 2016 the Ranger gained electric power steering and then for 2019, alongside the introduction of the new 2.0-litre powertrain, the suspension was tweaked primarily for a better unladen ride, although at the time Ford also claimed better towing performance. We are convinced of the former, less so of the latter.
On the road the Ranger is still hard to go past for its steering feel and its general handing and ride quality but the new D-Max gets close, which is impressive given the previous D-Max wasn’t even in the same ball park.
Like all D-Max models, the Ranger Wildtrak gets lane keeping assistance, and while it can also be distracting on some roads by tugging the steering if you drive too close to the lane markings, as does the D-Max, you can easily turn it if off via a switch on the end of the right-hand steering column stalk.
RANGER OFF-ROAD
ALONG with Toyota Hilux and Volkswagen Amarok, the Ranger has always been a top-tier performer off road and, amongst the popular utes, there has been none better. This is largely thanks to its generous wheel travel and the fact that when the rear diff lock is engaged the traction control remains active across the front axle. With most other utes fitted with a rear locker, the new D-Max included, engaging the rear locker cancels the traction control on both axles.
The 2.0-litre Ranger also has a low crawl ratio thanks largely to its very low first gear, one of the advantages of having ten gearbox ratios. On the negative side, the Ranger’s departure angle could be better and it’s also a long ute.
While our time off road in this test was limited, the Ranger still proved more capable than the new D-Max, even if the new D-Max gets much closer than did the previous model.
RANGER INTERIOR
THE Wildtrak’s leather-clad cabin is big and comfortable, and no other mainstream popular ute, this new D-Max included, can match it for combined front and rear legroom and rear headroom.
However the Ranger still lacks steering wheel reach adjustment (tilt only) and the HAVC controls are also small and difficult to use. For those living in colder climates, the Wildtrak’s heated front seats are however a welcome bonus but, unlike the D-Max, the Wildtrak doesn’t get rear-seat air vents.
Being a Wildtrak model, this Ranger comes with plenty of safety kit (See ‘What You Get’) including autonomous emergency braking, lane-departure prevention and adaptive cruise control but misses out some of the D-Max’s safety features, although it does get tyre-pressure monitoring, which the D-Max doesn’t.
RANGER PRACTICALITIES
THE 2.0-litre Ranger is rated to tow 3500kg, the same as the 3.2-litre Ranger and the D-Max. Our previous comparative tow testing has demonstrated, however, that the powertrain of the bigger-engined Ranger is far better suited to heavy-duty towing than the 2.0-litre Ranger.
And not that we have had the chance to tow-test the new D-Max as yet, we suspect it would also be a better tow vehicle than the 2.0-litre Ranger, at least in terms of powertrain performance.
Like the D-Max X-Terrain, the Wildtrak also gets a lockable roller tonneau and it picks up a couple of handy standard items that the X-Terrain doesn’t have in the form of a towbar and 12-volt outlet in the tub.
RANGER 4X4 2.0BT PRICES*
XLT: $60,940 WILDTRAK: $65,790 WILDTRAK X: $67,790 *Prices do not include on-road costs.
RANGER EQUIPMENT LIST
THE Wildtrak is top-spec in Ranger, save for the special-edition, accessorised Wildtrak X. The Wildtrak comes with optional powertrains, the as-tested 2.0-litre four-cylinder bi-turbo diesel being automatic only, while the 3.2-litre five-cylinder diesel is available as both an automatic and a manual.
The Wildtrak gets smart-key entry and start, leather seat trim, electric adjust for the driver’s seat, heated front seats, an eight-inch touchscreen, sat-nav, the usual phone connectivity features and self-park assist.
The Wildtrak’s safety features include adaptive cruise control (in addition to normal cruise control), autonomous emergency braking, lane-departure warning and assistance, and tyre-pressure monitoring.
The Wildtrak also gets a lockable roller tonneau, aero sports bar, a 12-volt outlet in the tub, a towbar, and rides on 18s. Like all 4×4 Rangers the Wildtrak also gets a driver-switched rear differential lock.
THE VERDICT
BOTH these utes start on the high side of $60K and by the time you get them on the road there won’t be much change from $70K. So, how does the new D-Max X-Terrain shape up against an established benchmark like the Ford Ranger Wildtrak?
Looked at from a value-for-money perspective in terms of features, the D-Max starts out just under $3K less expensive and has features the Wildtrak doesn’t get. These include tilt-and-reach steering wheel adjustment, rear cross-traffic alert, blindspot monitoring, a driver’s knee airbag, a centre airbag, remote start, automatic walk-away locking and ‘Lane Keeping Assist’, which is a next level-up technology from lane-departure prevention providing a degree of self-steering on motorways while still not allowing the driver to take his or her hands off the steering wheel.
Standard features that the Wildtrak gets but are absent on the X-Terrain include heated front seats, tyre-pressure monitoring, a towbar, a 12-volt outlet in the tub, and park assist, which self-steers the car into a parking spot. You can make you own mind up on what suite of extra features you’d prefer.
In more general terms, the new D-Max has come along way from its predecessor, and just not by offering a class-leading level of safety features right across the model range. More significant in terms of everyday driving is the far more composed ride and handling and the more confident road feel. The more muscular yet more refined powertrain also adds to the new-found driving pleasure. Off road it’s more capable too.
Still, for all that, the 2.0-litre Wildtrak with its more sophisticated and complex powertrain still shades the X-Terrain for on-road refinement, and while its chassis also has a few on- and off-road tricks the D-Max can’t match.
As a heavy-duty tow vehicle however, past experience and future expectation favours the D-Max of this pair, but if heavy-duty towing is your requirement you want a Ranger with the 3.2-litre five-cylinder diesel, not one with the bi-turbo 2.0-litre engine regardless of what the claimed power and torque numbers suggest.
SPECS: ISUZU D-MAX X-TERRAIN DUAL-CAB 4X4
ENGINE: 3.0-litre 4-cyl turbo diesel MAX POWER: 140kW at 3600rpm MAX TORQUE: 450Nm at 1600 to 2600rpm TRANSMISSION: Six-speed automatic 4X4 SYSTEM: Dual-range part-time CRAWL RATIO: 33.3:1 CONSTRUCTION: Separate-chassis FRONT SUSPENSION: Independent/coil springs REAR SUSPENSION: Live axle/leaf springs WHEEL/TYRE: 265/60R18 110S KERB WEIGHT: 2131kg GVM: 3100kg PAYLOAD: 970kg TOWING CAPACITY: 3500kg TOWBALL DOWNLOAD: 350kg (max) GCM: 5950kg FUEL TANK CAPACITY: 76L ADR FUEL CLAIM: 8.0L/100km TEST FUEL USE: 11.2L/100km GROUND CLEARANCE (CLAIM): 240mm APPROACH ANGLE: 30.5⁰ RAMPOVER ANGLE: 22.7⁰ DEPARTURE ANGLE: 23.8⁰ WADING DEPTH: 800mm
SPECS: FORD RANGER WILDTRAK
ENGINE: 2.0-litre 4-cyl bi-turbo diesel MAX POWER: 157kW at 3750rpm MAX TORQUE: 500Nm at 1750 to 2000rpm TRANSMISSION: Ten-speed automatic 4X4 SYSTEM: Dual-range part-time CRAWL RATIO: 42.5:1 CONSTRUCTION: Separate-chassis FRONT SUSPENSION: Independent/coil springs REAR SUSPENSION: Live axle/leaf springs WHEEL/TYRE: 265/60R18 110T KERB WEIGHT: 2246kg GVM: 3200kg PAYLOAD: 954kg TOWING CAPACITY: 3500kg TOWBALL DOWNLOAD: 350kg (max) GCM: 6000kg FUEL CAPACITY: 80L ADR FUEL CLAIM: 7.4L/100km TEST FUEL USE: 11.5L/100km GROUND CLEARANCE (CLAIM): 237mm APPROACH ANGLE: 29⁰ RAMPOVER ANGLE: 25⁰ DEPARTURE ANGLE: 21⁰ WADING DEPTH: 800mm
- Part 1:Take-Off
- Part 2: New Rubber
- Part 3: Tray and Tank
- Part 4: Weight Management
- Part 5: Smooth Ride
- Part 6: Air and Comms
- Part 7: Winter Wanderings
- Part 8: Trip Preparation
- Part 9: Ready and Able
n
Part 1: Take-Off
The wheels are in motion for Ron’s 79 Series, with some great Aussie-made accessories – 08/04/17
WE BOUGHT the 2013 dual-cab V8 Land Cruiser last year, but it promptly went into the garage while we were overseas in our Dodge Ram.
Finally, once we got back home and with a few bob in our pocket, we started to source some aftermarket gear for it. Then we headed to Outback 4WD in Bayswater, Victoria, who do all our service work, to get the first lot of goodies fitted.
First up was a bullbar to protect us from wayward animal strikes. We opted for an ARB Summit bar, which not only delivers airbag compatibility but also has a 60mm top tube, LED indicators and fog lights.
We also added a set of side rails and steps for extra protection; the OE alloy ones getting the flick for something that will give a lot more protection. The build quality and finish on this bar work is exceptional.
Tucked in behind the bar is a Warn XD9000-S winch with Warn Spydura synthetic rope. I thought long and hard about this as the Warn range of winches don’t come cheap, but their reputation is as big as the hills they help you climb, so reliability and durability won the day over any savings I could have made.
The synthetic Warn winch rope has a special braided-type construction, and it has a temperature resistant coating on the first few metres of the rope (which is the section that wraps around the drum of the winch) to set it apart from many other synthetic ropes.
This helps protect the rope from the detrimental effects of the heat generated from when the winch is working under load. The synthetic winch rope has a few more advantages in the field: it’s lighter, safer to use (especially if it breaks under load), and if it breaks it can easily be joined together in the scrub.
Helping light the way is a pair of Lightforce DL230 HTX hybrid driving lights featuring a ring of 20 LEDs and a 70-watt HID light within a 170mm reflector. The LEDs provide an instant flood of wide-beam light, while the HID bulbs produce a far-reaching light that punches down the track ahead. It combines the best of both worlds in LED and HID technology, and they’re a dream to drive behind.
Combine that with Lightforce’s effective and sturdy mounting brackets and you’ve got a great light ideal for long outback drives. If there are any downsides to this light it’s that the size is too big in many situations – they just managed to tuck in behind the leading edge of the Summit bar.
Wanting to tow our camper and/or van we fitted a Hayman Reese towbar to the backend of the Cruiser. Again, these are a well-engineered and Aussie-manufactured product that sit at the very top end of design and build quality. We completed the installation with a seven-pin trailer connection and an Anderson plug to bring 12-volt power to the trailer.
A Redarc Tow-Pro trailer brake controller was also wired into the system; we’ve had one of these on our Patrol for a few years now and I wouldn’t have any other electric brake controller, simple as that! Before we do any more work to the Cruiser, the bank account will need replenishing and the old wallet will need to be refurbished. I’m sure all who have built up a vehicle know what that is like!
Current mileage: 105,600km Date acquired: April 2016 Price: $59,000 Mileage since last update: 1100km Average fuel consumption: 15.4L/100km
Part 2: New Rubber
Moonie fits new wheels, tyres and mirrors to his Cruiser – 29/08/17
IT HAS been a slow start to our Project 79 Series Cruiser but, like most of us, I’m curtailed by a lack of finance and a desire to spend my hard-earned on travelling rather than vehicles and accessories.
‘Oh, poor you’, I can hear you mutter. Still, there’s been progress.
First up, we added a set of Clearview extension mirrors, which are the best set of towing mirrors I’ve ever used. These units have two mirrors in each housing – the top or main mirror (powered in some units) provides a clear view of the road behind; while the smaller, convex mirror eliminates blind spots.
When towing, the mirror housing extends a further 100mm to give a better view down the side of the vehicle/caravan. Yes, they are big and, when folded inwards, still protrude some way out from the vehicle body, so you need to be careful on a tight, scrubby track. However, I still wouldn’t swap them for the originals.
Wanting to improve the rubber on the Cruiser, I decided on a bigger rim and, after a lot of procrastination, I settled on a set of 17×8.5 Pro Comp Series 29 Satin Black alloy rims. These aggressive-looking units feature a split five-spoke design, and the thick outer lip provides added protection and strength for travelling the backroads and tracks of Australia.
Pro Comp has a huge array of rims to choose from, with this particular style available in 15-, 16- and 17-inch sizes, 5-, 6- or 8-bolt stud fixtures, and load ratings that vary from 1133 to 1587kg per wheel. Not only do they look good, they do everything required of them.
When it came down to what tyres I’d fit, there was no difficulty in choosing a brand. With the three other 4WDs in my garage wearing Cooper tyres, the only real choice was which particular model to choose. Once again, I settled on a set of Cooper S/T Maxx tyres and went for a slightly bigger tyre size than standard fitment, stepping up to a 285/70R17 with a load/speed rating of 121Q.
The ‘121’ means each tyre is designed to carry a maximum load of 1450kg, with a maximum speed designated by ‘Q’ of 160km/h. In all, there are 30 different tyres sizes in the S/T Maxx range suitable for 15-, 16-, 17-, 18- and even 20-inch rims, so we’re a bit spoilt for choice.
Why do I like the S/T Maxx so much? They have proven over the past 10 years or so on our travels around the world to be a tough, reliable tyre with good handling and wear characteristics. While I’ve had the occasional puncture, and even shredded one a couple of years ago (due to my own stupid fault and not having a tyre monitoring system on board), I can’t see any other tyre giving me the same off-road performance and long-time wear life.
As we write this, the 79 Cruiser has just had a new alloy tray and canopy fitted by Boss Aluminium in Bayswater, but that’s a story for next time.
PRODUCT INFO Pro Comp rims: www.dynamicwheelco.com.au Cooper tyres: www.coopertires.com.au Boss Aluminium: www.bossaluminium.com.au Clearview mirrors: www.clearviewaccessories.com.au
Part 3: Tray and Tank
Moonie’s dual-cab Cruiser gets a new tray and a 180-litre fuel tank – 12/10/17
WHEN I first looked at fitting a new canopy to the Cruiser, I was going to keep the original Toyota tray, but it looked shithouse.
I was convinced a new tray would make the overall package better, so we bit the bullet and took the heavy galvanised steel tray off and fitted a brand-new custom-built beauty from Boss Aluminium in Bayswater, Victoria.
This is more a work of art than anything else and I’m super impressed with the tray; its design, construction and quality of finish. The tray is 1800mm long by 1860mm wide. We decided not to have a headboard, which allows the canopy to be 100mm longer and, as I don’t have any intention of removing the canopy when it’s fitted, we didn’t see the need for a headboard.
When we took the old tray off we found a few bent mounts, so all of them were replaced by heavy-duty 5mm-thick steel ones. Up front, a 57-litre water tank was fitted complete with filler hose, a 12-Volt SEAFLO diaphragm pump and a tap at the back end of the tray. Taking up the rest of the central under-tray area is a roller drawer complete with a handy sliding top that can double as a bench or table.
On each side of the tray is a pair of underbody boxes with a tapered shape to them to keep the departure angle where it should be. Like the under-tray drawer, the boxes are well-sealed from water and dust ingress by good rubber seals and effective lockable latches. Smart LED stop/tail-lights finish off the tray.
Its aluminium construction allows for a significant saving in weight from the previous steel tray, but some people may still be surprised at the weight of a good alloy tray. In the Boss case, the tray (which includes mounts, infill and guards) comes in at 105kg.
Each of the underbody boxes weigh 15kg, the under-tray drawer weighs 40kg, and the 57-litre water tank (when empty) weighs 5kg. Total weight of the tray and attached componentry is just 180kg.
Wanting to increase the fuel range of the Cruiser, I’ve opted for a replacement 180-litre ARB Frontier tank fitted by the crew at Outback 4WD in Bayswater. These tanks from ARB are made from a resilient cross-linked polymer and UV-stable plastic material and have a wall thickness of 7-9mm, which is much thicker than any of the OE plastic tanks I’ve seen.
They’ve proved to be strong and rigid, having been tested by driving a 60-tonne Centurion tank over them. They are also significantly lighter than a steel tank and, depending on the model of tank for a 79 Series, weigh up to 22kg empty.
The tank comes with all the fitting hardware required, as well as a fully machined filler neck made from aluminium, while the tank breather pipe is fitted with a one-way valve to stop any spillage in case of a rollover.
We’re sure to get years of effective and trouble-free service from both the tray and the tank and, while 180 litres is about the same as what my Patrol carries, like the Patrol, if the occasion demands more fuel capacity, then we’ll opt for a couple of plastic jerry cans.
PRODUCT INFO Frontier fuel tank: www.arb.com.au Boss alloy tray: www.bossaluminium.com.au Outback 4WD: www.outback4wd.com.au
Current mileage: 109,900km Mileage since last update: 150km Average fuel consumption: 13.5L/100km
Part 4: Weight Management
New fixtures in the endless quest for tourer greatness – 27/01/18
The LC79 has turned into a lesson in weight management.
When I fitted the alloy tray and canopy from Boss Aluminium in Bayswater, Victoria, I was wanting a good-looking, robust canopy and tray at the lightest weight possible… but I soon realised how quickly weight adds up.
The canopy (my fourth on 4×4 vehicles I’ve owned) fits all the criteria and is a work of bloody art; it’s so well designed, manufactured and finished off. However, I digress. Let’s talk weight.
The canopy, with its internal shelving, framework and drawers, weighs in at 200kg; the two spare wheel holders, without the wheels, weigh 15kg each; the drop-down fridge slide, without a fridge, weighs 37kg. So there’s another 267kg on the back of the Cruiser without even blinking, and I’ve yet to put anything into it.
The canopy has been custom-built – like most from Boss – and comes complete with a robust frame, while the canopy is bolted to the tray. This, in turn, is mounted on heavy-duty steel mounts that connect the canopy firmly to the vehicle chassis.
Inside the unit is some internal shelving, which we’ve fitted with a range of Oates Smart Storage Drawers from Bunnings. We’ve used these lightweight units in the Patrol for more than 10 years and found them to work well and be durable (we’ve never replaced them). There’s a fairly large pull-out drawer and a slide-out table below that, while there’s also room for a fridge at the front of the canopy, all on the passenger side of the vehicle.
The driver’s side is a vast open playing field at present and I’m not even sure what I’ll be putting into it. My swag and tool roll will be the start. There’s some great LED lights, one on each lift-up door and two along the centre-line of the roof, and they do a great job illuminating the interior.
Up the front, close to where the fridge will go, is a power distribution box with light switches, 12-volt power outlets and fuses, and an auxiliary battery voltage read-out display.
On the outside rear wall, connected into the framework of the canopy, are the two spare wheel carriers. These are adjustable so they can carry any size rim and tyre up to 38-inch in diameter, but we won’t be going that big. I could have fitted a roof rack or a set of roof bars to the canopy as well, but I’d have an access issue to my garage, so that is on the back-burner at present. We’ll see if we need one.
Back on the inside and the drop-down fridge slide is an Easy Slide from Clearview Accessories, which was also fitted by the crew at Boss. I’ve had the forerunner to this unit in my Patrol for years and it has been a beauty, so I knew what I wanted right from the start.
The Easy Slide lowers the fridge unit 290mm, making it a lot easier to get a coldie or some salad from the fridge. Designed in Australia, the unit has been improved since my Patrol’s early model, making it easier and safer to use and capable of handling up to a 180kg load. With its safety locking mechanism and additional travel lock the unit has been crash-tested and is ADR compliant, with a 36-month warranty on moving parts.
Available in three different sizes to suit myriad portable fridge/freezers, I opted for the ES-100Plus Easy Slide, which handles an ARB 47-litre fridge easily. It also fits the Engel 40-litre or the National Luna 55 Weekender.
As soon as the canopy was fitted I was back at Outback 4WD to fit a dual-battery system. We used an Auxiliary Battery Kit from ARB, the battery box being made from 2mm powdercoated steel, with well-designed supporting and holding brackets. This ensures the heavy battery doesn’t break away from the vehicle’s body work when on continuous rough roads or tracks. I have seen and used lesser quality battery kits which cause nothing but trouble once off the bitumen for extended trips.
To control the charge of the second (auxiliary) battery I’ve fitted a Redarc BCDC1240D DC-DC battery charger. This isn’t the cheapest option (I have a Redarc Smart Start SBI unit in my Patrol, which has worked just fine), but the DC-DC charger was considered the best option. Not only does this unit act as an isolator for the main battery, it ensures your second battery is fully charged at all times, whether it takes power from the alternator or from any solar panels you may have connected.
Now with an extra battery in the system I’ve added, yet again, more weight on top of the bar work and winch, along with the capacity of the bigger ARB fuel tank that has already been fitted. I’ll be running the rig across a weighbridge soon and then looking at better aftermarket suspension along with an increase in GVM.
Current mileage: 111,165km Mileage since last update: 1265km Average fuel consumption: 13.6L/100km
Part 5: Smooth Ride
A smoother ride and a quieter cab – 05/05/18
OVER the last few weeks we’ve been busy adding a few accessories to the Project 79 Cruiser because we’ve got some trips lined-up for the next couple of months.
Just after the new tray and canopy from Boss Aluminium were built and fitted, I installed an ARB dual-battery setup, having a timely reminder when I was up in the mountains of how important a well-mounted and supported battery tray is.
I had a friend whose bargain-priced battery-mounting system was tearing away from its mount on the inner guard and we had to bogey up a repair to make it last until we got back home. It’s not the first time I have seen cheap battery mounts break away and/or destroy the mount, what it is mounted to, as well as the battery and cabling.
I backed-up the auxiliary battery with a Redarc BCDC1240D DC-to-DC battery charger. This unit acts as an isolator for the main battery and will also ensure your second battery is fully charged at all times, whether it takes power from the alternator or from any solar panels connected.
To improve fuel filtration – a weakness in most modern 4WDs, especially when you are travelling in our remote country – I’ve fitted an extra Flashlube fuel filter, which will help save the injectors and fuel pump if (when) I get a gutful of contaminated fuel.
Because of ever-stricter environmental standards, modern engines feed some of the exhaust gases (containing moisture and oil fumes) back to the engine via the EGR valve and the engine’s air inlet. Those contaminants can cause issues with intercoolers, turbos, inlet manifolds and EGR valves, resulting in poor engine performance and leading to possible expensive engine repairs.
Fitting an oil catch can will help stop those issues and keep your engine running like new, so we’ve also fitted a Flashlube oil catch can. Both Flashlube kits come complete from Terrain Tamer, with appropriate brackets, cabling and hoses.
With the smaller jobs out of the way, the crew at Outback 4WD got down to the task of fitting a new suspension system. It’s important to know what you’re carrying, the weight involved and where it is distributed, so I waited until I had most of the heavy gear fitted before I looked at what suspension system and how heavy a spring set I needed.
It’s essential to discuss those facts and figures with your suspension specialist, and don’t blame them when the springs sag because you forgot to tell them about the winch or the 200-litre fuel tank you were about to fit for the next outback trip.
The 79 had an aftermarket suspension system already installed, but as this was originally a mine-exploration vehicle the spring set was a heavy mongrel and bloody uncomfortable, even with a fair amount of weight in the back. I wanted something that would ride better over the rough stuff, give good articulation in 4WD situations and yet handle on-road travel well while carrying the weight I wanted.
I settled on an OME suspension kit all ’round. OME has a choice of four different rear spring sets (the heavier two also available with an extra spring leaf for even more weight carrying) and with the weight I was carrying, I opted for the standard 700kg-rated springs. These are designed and manufactured as a two-stage leaf pack, which allows the spring to ride largely on the primary stage when unladen, while the second stage comes into play when loads are carried.
These leaf spring packs were fitted with greasable shackles and came with all the bushes and hardware required. The attention to detail is one of the reasons I like the OME kits so much, and it’s superb even with small brackets and spacers.
OME offers two different rated coil springs for the front and, again, because of the bullbar, extra battery and winch, I fitted the heavier of the two.
With a wide range of shock absorbers available from OME I opted for the Sports range, deeming the top-of-the-range high-performance BP-51 shocks a bit of overkill for a vehicle that drives, performs and handles more like a truck than a touring car. And, I also like the simplicity of twin-tube shocks which have proven time and again to be durable and reliable in the scrub.
A purposely valved OME shock absorber is available with each of the leaf spring sets, while the two different coils at the front can run the same valved sports shock.
I noticed the improvement in ride comfort on the very first speed bump I hit after leaving Outback 4WD, and the vehicle is more comfortable and the dampening well-controlled on corrugations. The vehicle now sits level even when loaded with gear, 60L of water and 180L of fuel, and I couldn’t be happier.
I started 2018 by stripping the seats and the basic, thin floor matting out of the cabin. Then we fitted sheets of Dynamat to the floor and front doors to help deaden some of the road, wind and engine noise prone to infiltrate 79s. This is a time-consuming process but not difficult; you’ll need a few basic tools including a roller, scissors, box cutter and a brush for cleaning the metal surfaces.
Some turps might come in handy, as will a good torch and tape measure. You may find it useful to use the mat’s backing paper as a template for the more intricate pieces of matting you’ll be laying. I ordered the Dynamat kit online and spent a couple of days cutting and fitting it. Now at least I can hear the stereo … and Viv.
Current mileage: 111,930km Mileage since last update: 850km Average fuel consumption: 13.8L/100km
Part 6: Air and Comms
More air and better comms for Ron’s resident Cruiser – 22/07/18
IT WAS a mad scramble getting a few things fitted to the 79 Cruiser before we set out to film the series of High Country videos for the mag.
You need good comms wherever you go in the scrub, so the crew at Outback 4WD in Bayswater fitted a GME TX4500S 80-channel UHF radio (RRP $540). Backing that up was a GME AE4705 heavy duty 6db antenna on a spring base (RRP $280).
I have a similar setup in my Patrol and have always liked the standard of the radio’s reception and the voice quality of the front-mounted speaker, while the antenna is flexible and robust.
For a bit more storage space in the cab of the 79, we fitted a 4WD Interior’s Top Shelf unit (RRP $495). The shelf imposes little on headroom and not only does it hold the UHF radio but it’s a handy place to throw a few small items such as maps and guidebooks. Still, I’d like to see a support located in the centre of the shelf just to make the shelf a little more solid so it doesn’t vibrate or flex on rough tracks and corrugated roads.
Last but not least, I fitted an Armax snorkel (RRP $594 for the complete kit, to suit 70 Series) from Safari 4×4 Engineering. Good, unrestricted airflow to the engine is one of the most important criteria for a proper functioning powerplant; while keeping the air that flows to the engine as free as possible from dust and other particles, as well as any water, is critical.
Safari has been building snorkels for a whole range of 4WD vehicles for darn near as long as I have been writing for 4X4 Australia … and that’s a few decades now. Now with the introduction of its Armax range of snorkels, Safari has three model line-ups of snorkel to choose from, with more than 250 models of snorkels to suit more than 300 models of vehicles, both old and new.
Its RSPEC range is made for non-current model vehicles only, while the VSPEC range covers most current models of 4WDs as well as the popular 100 Series Cruiser and GU Patrol. The Armax range is designed to deliver huge gains in airflow and engine performance, and Safari now offers 14 different models to suit the most popular four-wheel drives.
The 70 Series does come with a so-called “snorkel”, but it’s a sad piece of equipment comprising a number of separate pieces and joints that aren’t properly sealed against water entry. The raised air intake flows 265CFM (cubic feet per minute) while the replacement Armax snorkel flows a whopping 540CFM, so my best advice is to dump the OE ‘snorkel’ and get a real one-piece unit.
With the right gear and skill an experienced DIY mechanic could do this job, but, as there is a lot of panel-cutting, I’d be leaving it to the experts – if you know what you’re doing, it’s about a three-hour job.
With no other accessories or improvements to the engine, I can honestly tell you I felt the difference as soon as I drove the Cruiser out of the workshop; the engine was breathing easier and better, getting more cool air with less effort to improve performance.
Over the next few months we’ll bring you reports on how the Project 79 Cruiser and its accessories are faring, not only in the Victorian High Country but also in the Outback, where we have a long trip planned.
TOTAL KM: 112,800km KM THIS MONTH: 900km AVERAGE FUEL USE: 13.8L/100km
Part 7: Winter Wanderings
Ron preps his LC79 with a new compressor and roof rack – 23/01/19
THE CRUISER has been wandering the backblocks of Australia for its annual winter sojourn, including a trip across the Madigan Line from Mt Dare to Birdsville. Before it went on the trip, though, we had it up at Outback 4WD in Bayswater for a pre-trip inspection, where among its general service requirements we changed the rear brake pads and skimmed the rear discs.
As a prerequisite for the desert trip we fitted an ARB twin compressor, which we shoehorned into one of the under-tray boxes of the Boss canopy. The twin motors of the high-performance compressor incorporate internal thermal protection, while in-line heavy-duty fuses offer protection from extreme current draw. The compressor draws up to 68amp at maximum pressure, so it requires heavy-duty wiring to cope with the current drain.
On the plus side it delivers up to 174 litres of air per minute at 0kPa and 131 litres per minute at 200kPa (29psi), which is bloody good. This makes short work of inflating tyres or running some air tools; the latter requiring an air tank for optimum operation. We fitted a four-litre tank into the under-tray box.
The setup, ready at hand all the time, makes it easy and quick to inflate tyres, and for even better tyre inflation we went all out and got ourselves one of those fancy digital tyre inflators. This makes obtaining the right tyre pressure that much easier, with a stated accuracy of +/-1psi at 25-75psi.
With a lot of sand running and half-reasonable outback roads in store, we swapped back to our Cooper ST Maxx tyres, as they perform extremely well in these conditions and you get better fuel economy on these than when running heavy-duty mud tyres.
More recently, after discovering there was a shortage of space for long bush trips, we fitted a Rhino-Rack Pioneer Platform roof rack to the Boss alloy canopy.
Rhino has a heap of racks and support bars to choose from and we’ve used a variety for many years now and they’ve never let us down in any way, even when we load them past the recommended limits.
These platform racks come in a variety of sizes, from 928x1426mm to a mammoth 2528x1586mm, so there is one that will suit you and your vehicle’s roof; we opted for the 1928x1236mm, which should be capable of handling everything we want to carry.
I was limited in what I could fit to the Cruiser because of the roofline clearance getting into our garage, hence the platform design. With clearance being the real issue we couldn’t use roof bars of any sort, so we mounted the rack with just a few spacers, enabling enough room for ropes or tie-downs to be used but keeping the overall height as low as possible.
At home it was a tentative drive into the garage, with the new rack clearing by just one centimetre. The accessories I bought – a shovel holder and a gas bottle holder – will require fitting before the next trip, and they’ll also demand removal before I try and drive back into the garage. It’s not perfect, but I can live with it.
We also took the opportunity to fit a set of Narva LED globes, which come in a variety of fitments so you’ll be able to find one suitable for your rig. You’ll find the improvement over normal halogen globes to be more than worth the price, especially if you’re doing plenty of night driving and can’t use or don’t have a good set of driving lights.
Then, with stories of dusted engines and extremely high repair bills circulating on social media and ringing loudly in my ears, we went searching for a better air box and air-cleaner system.
We settled on a unit from Fatz Fabrication based in Rockhampton, Queensland. These aren’t cheap, but if they save an engine from an early death then that will be a godsend. I’m not a great lover of flatbed air-cleaner elements, anyway, so this new smart-looking unit has already won me over. We’ll provide a full report on this when we’ve done a few dusty miles and seen how it performs.
TOTAL KM: 123,500km KM THIS MONTH: 300km AVERAGE FUEL USE: 13.7L/100km
Part 8: Trip Preparation
Project 79 gets air-lifted and monitored – 16/06/19
WE’VE BEEN preparing the Cruiser for its next sojourn, which will be a longish one of a few months up to Alice Springs and across to WA via the Gary Junction Road to Marble Bar and then up to the Kimberley for a month or so.
We’ll then head south to Central Australia and the Eastern Macs before arriving back in Birdsville. Not sure what we’ll do after that, but I doubt we’ll be coming home … maybe a run through the Gulf before heading to the tip of Cape York?
The crew at Outback 4WD in Bayswater, Victoria, where I get all my service and maintenance work done, has been busy giving the Cruiser a service and a pre-trip inspection (always a good idea, no matter where you are going), as well as fitting a set of airbags to the rear suspension.
Airbags as a suspension aid have been around for ages and I’ve got a set on our Dodge Ram in the States to help carry the load of the slide-on camper. My stretched Patrol has never needed them as the rig is so well sprung and balanced, even when towing a camper. But the 79 Cruiser is a different ballgame and, with its long rear overhang, we’ve had trouble keeping the truck level, even with a set of Old Man Emu springs in the back.
I could stretch the chassis like I did with my Patrol, but the turning circle of the Cruiser isn’t great and that would make it even worse. I could go heavier in the spring set or add another leaf, but that would affect the ride all the time, making it bloody uncomfortable when it’s lightly loaded. So I went for a set of airbags.
Polyair make a range of airbags for vehicles, and its Dominator Bellows are the toughest, biggest airbags in the Polyair line-up, designed with rigs like the 70 Series Cruiser range in mind and that have suspensions varying from standard to a three-inch lift. There are two kits available: one for standard to 30mm lift and the second from 30mm to 75mm lift. Both are made from heavy duty, four-ply material with steel end caps and are adjustable from 5 to 100psi. They come supplied with all fittings, hoses and brackets, and come with a two-year unlimited-kilometre warranty.
A good handyman could fit these, but I let the experts at Outback 4WD do their thing. No drilling is required as the kit is a complete bolt-on affair, taking about two hours to fit. Take care when running the airlines as they must be kept out of the way and protected as much as possible.
I also opted for the optional airbag cradle kit, which allows more movement in the suspension as the airbags aren’t connected to the axle (or chassis) at one end. The cradle allows the suspension to go to full droop without any hindrance; it’s something I should fit to my Dodge.
While airbags don’t change the GVM of the vehicle they help carry the load and are rated to carry 2200kg. The minimum air pressure in the bag is 5psi, but that comes with the caveat of only being suitable for an unladen vehicle on a smooth road.
For loaded situations a minimum of 20psi is called for, and we found 20 to 25psi was more than suitable for the Cruiser when it was lightly loaded and didn’t have a camper on the back. With a camper hung on the rear it requires about 40 to 50psi to keep the rig level and the shackle plates to be near upright, with just the slightest angle backwards.
With all the electronic controls and sensors of modern vehicles, some form of code-scanning device makes a lot of sense; so I got myself a ScanGauge II for the Cruiser. These are simple to fit – the hardest thing is finding the OBD11 connector, which, in the 79’s case, is under the dash on the left-hand side of the steering wheel. Plug it in and run the cable to where the unit mounts – in the Cruiser’s case that’s on top of the steering column in front of the dash, which seems as good a place as any.
Once plugged in and the vehicle ignition switched on the ScanGauge will communicate with the vehicle. You’ll then need to calibrate it for engine size, fuel type, distance in kilometres, fuel tank size, etc., all of which is pretty easy.
Once all that is done the gauge will display a range of readings including engine revs, fuel usage, speed, intake air temperature and a whole lot more. Importantly it also has a scan tool, which you can use to view and clear diagnostic trouble codes, pending trouble codes, as well as being able to turn off the Check Engine light. The unit is also very easy to move from car to car.
There are many scan gauges on the market, but for the cost and peace of mind the ScanGauge II takes a lot of beating. I’m also much happier now that I’ve fitted the airbags – not only does the rig sit flatter and look better, it also rides better as the airbags allow the leaf springs to work to their fullest.
TOTAL KM: 132,250km KM THIS MONTH: 5700km AVERAGE FUEL USE: 16.3L/100km
Part 9: Ready and Able
The 79 gets a good going over – 8/10/20
I AM A firm believer in fixing or replacing things before they become an issue. The part in question may last a bit longer and save you some dollars in the short term, but whatever you saved by stretching your luck is going to cost you more if you break down in the scrub. Plus, it’ll take up valuable holiday time and generally stuff you around no end. It’s just not worth it!
So, in the last couple of months the Cruiser has been getting a good work-over. For starters, we rolled into Outback 4WD in Bayswater at the start of the year for a 140,000km service in preparation for a year of touring (which kinda never happened).
Apart from the normal full service and pre-trip inspection, the crew at Outback serviced the front and rear wheel bearings; replaced all hub seals axle gaskets and front brake disc pads; machined the front disc rotors; and replaced the rear spring shackle, pin bushes and all sway bar bushes.
A bit of ‘notchiness’ was noticed in the front-end swivel hubs and the clutch pedal was down a bit, indicating the clutch was on its way out. With assurances that both would last for at least 10,000 kays, we headed off on a little jaunt through Outback NSW, towing our Trakmaster camper. It wasn’t too strenuous a trip on either man or machine, but we did come unstuck on one occasion when we slipped off the road and into a quagmire of black soil.
With no MaxTrax (I’d left them at home as it was planned to be an ‘easy’ trip) and not a tree in sight, it was out with the shovel. Slipping the Cruiser into low range and engaging the front and rear diff locks, I managed to extricate myself from our silly predicament. The clutch got a hammering amongst all that though, and it wasn’t smelling really well after it!
Back in town I washed the mud from underneath the truck and rolled back into Outback 4WD for the two biggish jobs of clutch and swivel hubs.
For the replacement clutch, I again went for an Exedy Safari Tuff clutch kit (exedydirect.com.au). I’ve had these same units in my Patrol for the last 340,000km and, while I replaced one at about the 250K mark, I’ve found them to be a tough, durable and a very reliable replacement to the not-so-great original units. These Safari clutches are also easy on leg muscles and I haven’t had any issue with noise or any shudder from these units. I expect to get the same years of service and mileage out of this new clutch.
Having dropped a gearbox of an early model Cruiser while in my carport, it’s just amazing how quickly a well-trained mechanic with all the right gear can do such a job. It’s no wonder I now leave most of my mechanical work to professionals.
With the clutch done it was time for the swivel housing. This time I went for a Terrain Tamer kit (www.terraintamer.com). TT has a large range of wheel bearing and swivel hub kits for different model Cruisers and Hilux vehicles, and they come complete with all bearings, seals, washers and the like.
All the bearings are made in Japan, have a Rockwell hardness rating 2.5 points higher than the OE bearings, and are designed and manufactured for a longer service life. The seals are also the very best you can get, with improved sealing surfaces and construction to prevent oil loss and protect against ingress of unwanted substances. It was a job of a few hours to fit the new kit, but I knew if I had to do it the job would have taken a lot longer.
With all that work done, the Cruiser drives and steers better while the clutch feels healthier. Let’s hope we can do an outback trip before the year is out!
TOTAL KM: 156,500km KM THIS MONTH: 5200km AVERAGE FUEL USE: 15.9L/100km
ARB has released a Portable Power Pack to ensure beer remains cold and food stays fresh when your fridge/freezer isn’t hooked up to a four-wheel drive.
Perfect for bringing on the tinny or for lunch at the park, the lightweight ARB Portable Power Pack (just 1.65kg) utilises a 15Ah lithium-ion battery. ARB says the unit can run for up to 18 hours, a figure reached during a test using a 44-litre ZERO fridge/freezer set to 4°C and with an ambient temperature of 25°C.
The pack features integrated high-power rubberised magnets, which enables it to easily affix to all fridge/freezers in the ARB catalogue. To power the fridge/freezer, it’s then just a matter of connecting the power cable to the DC outlet and pressing the ON button.
The pack can be fully charged in 5-6 hours, has an optimum operating temperature between 0°C and 43°C, and measures 330mm x 140mm x 6.5mm.
As mentioned, the Power Pack is compatible with ARB’s entire range of fridge/freezers, and it has an IP66 waterproof/dustproof rating.
Website: www.arb.com.au RRP: $399 (Australian East Coast Metro)