FANCY a new intercooler? Perhaps a pre-filter system? How about new shocks for your Wrangler?
GARRETT PERFORMANCE INTERCOOLER
Boost the performance of your 4×4 by adding a Garrett direct-fit performance intercooler to the mix. The Garrett Powermax Direct Fit Performance Charge Air Cooler is designed to work with MY 2011-19 Ford Ranger PXI and PXII, as well as the Mazda BT-50 (3.2L and 2.2L diesels). The intercooler can be installed in two hours, and reuses stock bolts, hoses and clamps. The intercooler supports up to 499kW, with the unit boasting a 218 per cent larger core that helps to reduce intake manifold temperatures by an average of 32˚C.
Website: www.gcg.com.au
PRELINE-PLUS PRE-FILTER KIT
Protect your Colorado’s diesel fuel system from corrosion and abrasion with a Direction-Plus PreLine-Plus PL602DPK pre-filter system. Specifically designed to cope with extreme weather conditions and poor fuel quality, the pre-filter kit ensures a high degree of water separation and particle pre-separation. The kit comes with a 100 per cent water separation efficiency rating (based on 300μm droplet size), to meet specifications set by leading manufacturers of diesel fuel injection systems. In addition, the PreLine-Plus kit features a multistage water alert function, notifying the driver if water is detected in the fuel.
RRP: $596.73
Website: www.directionplus.com.au
OME WRANGLER LIFT
Old Man Emu’s Nitrocharger Sport shocks for the all-new JL Wrangler are specifically designed and tuned to give it a two-inch lift and also cop a beating on the tough, rocky tracks JL Wrangler owners are bound to encounter. “During the development of Old Man Emu’s Nitrocharger Sport shock absorbers, particular focus was placed on how well they are matched to the specific springs they’ll be controlling; with Ride Control Engineers tailoring shock absorber valving to work with the different springs in the range, often resulting in multiple shock absorber options for each vehicle,” ARB says.
Website: www.oldmanemu.com.au; www.arb.com.au
WITH travel restrictions easing across the country, here’s a state-by-state guide to parks and track closures due to the coronavirus pandemic.
Victoria
DESPITE a spike in coronavirus cases in the Garden State, the Victorian Government has continued with its decision to ease restrictions across the state.
Most parks and tracks were reopened to the public earlier in the month, and these will remain open. Fishing, boating and bush-walking is also permitted, with Parks Victoria adding a few non-negotiables: – Do not gather in groups of more than 20 people. – Check that the park is open before travelling. – Avoid parks that are usually busy on a weekend. – If a car park is full, no more people can visit that site.
In addition, the ski season has also began, with a few changes implemented by Parks Victoria. Visitor numbers will be limited at Mount Buffalo National Park, Mount St Gwinear (Baw Baw National Park) and Mount Donna Buang (Yarra Ranges National Park). “Once capacity is met, entry to the park will be temporarily halted to manage visitor numbers,” a Parks Victoria statement reads. “Vehicles will be permitted to enter as other vehicles leave.”
Sites that remain closed include Redwood Forest in Warburton, Buchan Caves Reserve, Lower Glenelg National Park and Point Nepean National Park.
For more information, please visit: www.4wdvictoria.org.au/
New South Wales
The NSW National Parks and Wildlife Service (NPWS) began easing travel restrictions from June 1, reopening most campgrounds and permitting recreational activities including bushwalking, fishing and birdwatching.
High-risk activities (rock climbing, abseiling and canyoning) should be avoided, “to avoid increasing demand for emergency services”.
Before you pack your bags, remember that booking is now required for all camping and accommodation in all NSW national parks. Back-country camping requires you to complete a mandatory Trip Intention Form.
The NSW snow season has also officially begun, with Thredbo opening on June 22, Perisher on June 24 and Charlotte Pass on June 26.
There are some closures still in place. To find out more, visit: https://www.nationalparks.nsw.gov.au/
Tasmania
The majority of Tasmania Parks and Wildlife Service (PWS) facilities, parks and reserves were reopened to the public from June 15; while the 30km travel limit has also been lifted.
Some campsites – including the Overland Track, Frenchmans Cap, Arm River, Pine Valley, Scott Kilvert and Walls of Jerusalem – require registration.
Otherwise, it’s back to business as usual in the Apple Isle, with some of the state’s major attractions – including Three Capes Track and Dove Lake – open to the public.
For more information, visit: https://parks.tas.gov.au/
South Australia
South Australia has opened its borders to the NT, Queensland, Tasmania and Western Australia, with people entering directly from these states no longer required to quarantine for 14 days.
All South Australian parks were also reopened on June 1; this includes campsites, group facilities (firepits, barbecues, etc.) and bookable accommodation (shearers’ quarters). A limit of 20 people per gathering is still in place, though.
“The risk of COVID-19 transmission from outdoor parks, playgrounds and equipment is low and can be managed by following important social distancing and hygiene precautions,” the SA Parks website says.
More info: https://www.parks.sa.gov.au/
Queensland
All national parks and state forest sites previously closed for COVID-19 have been reopened. However, there are some restrictions still in place to support Queensland Health directives: – limiting the number of campsites. – limiting the number of people who are able to access amenities at any one time. – keeping showers closed.
Queensland Parks also advises the public to only enter areas where there are empty spaces in car parks. Cooloola and Bribie Island remain designated Restricted Access Areas sites, while other site closures remain in force.
“Travel restrictions remain in force under the Queensland Chief Health Officer public health directions for designated Indigenous community areas,” Queensland Parks says on its website. “National Parks in Cape York Peninsula along with Boodjamulla National Park in north-west Queensland remain closed to the public living outside the designated areas, as there are restrictions on travel for recreation and tourism purposes.”
To stay up-to-date, and to see where bookings are essential, visit: https://parks.des.qld.gov.au/
Western Australia
From June 6, restrictions were eased in Western Australia, allowing the public to travel throughout WA and into the Kimberley region.
Changes still in force include to the online booking service, which allows campers to book up to 180 days in advance (previously 28 days).
Despite the re-opening of public spaces, sensible precautions still need to be taken. ” The four square metres of space per person rule, with particular attention to shared facilities and areas such as ablutions, sheltered barbecues and other communal areas, must be followed,” WA Parks says.
The following WA attractions and sites remain closed: Penguin Island Experience, Crystal Cave at Yanchep National Park and the Danggu Geikie Gorge Boat Tour.
Some restrictions remain. More information: https://parks.dpaw.wa.gov.au/
Northern Territory
Travel restrictions in the NT were lifted on June 5, with the public no longer required to quarantine for 14 days before entering a remote community.
“Residents can move freely between their communities, homelands, country and town,” says the NT Government website.
“Any non-residents wanting to go into a remote community must still must follow all the requirements of land councils and local communities, including checking if you need a land council permit to go there,” it adds.
For information, visit: https://coronavirus.nt.gov.au/
WE take a closer look at three new products on the market: Narva’s Colt 1000 LED spotlight, a Rhino-Rack Backbone system for the Nissan Navara, and Rubicon tent rack and Hutch roof-top tent combo.
NARVA COLT 1000 LED SPOTLIGHT
FIND your way back to your tent with this heavy duty handheld spotlight by Narva. Featuring six high-powered LEDs (producing 2500 raw lumens), the spotlight has a spot beam range of up to 244 metres. Enclosed in a heavy duty casing, the unit is fully sealed and waterproof (IP66 rating). Other features include a 5700K light output, a foldaway hook and an ergonomically designed handle. The Colt 1000 is powered by a rechargeable, removable 7.4V lithium battery, and a 240V AC charger is included.
Website: www.narva.com.au
RUBICON TENT RACK + HUTCH ROOFTOP TENT
Combine a Rubicon tent rack with a Hutch tent and you’ll be catching zeds as soon as you get to camp. One person can easily set up and pack down the tent in five minutes, and it can be erected on any terrain four adjustable legs and feet. It is rear-mounted, freeing up the roof racks and reducing wind resistance – plus, it can be easily dismounted when left at home. The tent is made from a high-quality, rip-stop poly-canvas that is breathable, waterproof, mould and mildew resistant, with UV protection. RRP: $1799 (Rubicon hitch tent rack); $1599-$1899 (Hutch roof-top tent)
Website: www.mccormacks4wd.com.au
RHINO-RACK BACKBONE FOR NAVARA
Rhino-Rack has introduced the Nissan Navara NP300 Dual Cab Backbone system. The Backbone system is constructed from non-corrosive stainless steel, so it’ll survive long stints beneath the harsh Aussie sun. The system is connected to the roof of the Navara via three bases on each side, evenly distributing the weight of the gear loaded on top. The Backbone system pairs perfectly with Rhino-Rack’s Pioneer platform, allowing the consumer to easily connect and carry existing Rhino-Rack accessories, including add-ons such as kayak carriers and spare tyres.
RRP: From $496 (Rhino-Rack Nissan Navara NP300 Dual Cab Backbone); $1595 (Rhino-Rack Backbone and Pioneer Package)
Website: www.rhinorack.com.au
IT IS probably no coincidence that Britain’s most influential all-wheel drive shares its initials with the brand once regarded as the ‘Best Car in the World’.
From inception, the Range Rover was intended to be an executive off-roader that could haul polo ponies on Sunday, drive to the office on Monday and unashamedly share garage space with its owner’s Rolls-Royce.
Conceived by engineering director Spen King, the Range Rover could trace its lineage to a ‘Road Rover’ prototype from the 1950s that combined a Land Rover driveline and chassis with more car-like styling.
King’s prototype began testing in 1967 and was introduced to a gobsmacked 4WD world three years later. Under the bonnet was Rover’s familiar all-alloy V8, the same one used in the company’s sedans, but de-tuned to deliver 97kW and maximum torque at 2500rpm.
Constant four-wheel drive eliminated the need for lockable front hubs. Instead, a centre differential fed power to all four wheels and could be locked via vacuum control. A floor-mounted lever engaged the very serious low-range gear set which cut speed in first to less than walking pace.
The original Range Rover came with two doors, vinyl seat trim and a four-speed manual transmission with no automatic alternative. Australian deliveries began in 1972 and were priced at around $7500. That money would have bought one and a half FJ55 Toyota LandCruisers with four doors and more power, but the ‘Toorak Tractor’ offered greater prestige.
In 1980, a three-speed Chrysler automatic transmission became available, and the four-speed manual was replaced in 1984 by a five-speed.
In 1982 the body was altered to accommodate a pair of additional doors and interior improvements. Power steering, which was optional on early models, had been standard since 1978 on Australian-delivered Range Rovers.
The Highline variation released in 1984 was distinguished externally by alloy wheels and inside by the standard automatic transmission (manual optional), upgraded trim, air-conditioning, electric windows and mirrors. By this time the price had surged past $40,000 yet sales remained strong. In 1985, Range Rover had its best year internationally since the model’s inception with more than 13,000 vehicles sold.
To help counter the power-sapping potential of unleaded fuel, an EFI engine with 110kW was announced in 1986, accompanied by a ZF four-speed automatic transmission.
Big news for Range Rover buyers in 1989 was the introduction of a 134kW 3.9-litre fuel-injected V8, powering a revamped version of the well-appointed Vogue. Introduced a few months earlier with a 110kW engine, the Vogue was packed with features including ABS, leather upholstery, power front seats and sunroof, and cruise control.
In 1993, the LSE Vogue’s wheelbase was extended from the standard 2540mm to 2743 and came with mandatory auto transmission, climate-control air-conditioning, a CD player and remote central locking. The LSE’s air-assisted suspension was destined to cause problems in later life. It was also the first Range Rover to breach the $100,000 mark.
ON THE ROAD
IN AN era when semi-elliptic springs were standard fare in the 4WD world, the all-coil Range Rover was a revelation when it debuted.
Huge amounts of spring travel and a rear-axle stabilising strut allowed the Range Rover to adopt seemingly impossible wheel and body angles while picking its way through ruts and over boulders that would stop virtually any non-military all-wheel drives.
Later versions with stiffer springs and air-assistance kept body roll under greater control but at the cost of increased mechanical complexity and diminished off-road versatility.
Arguments rage among enthusiasts over the benefits of the Boge load-levelling strut. Some say the device should be retained to maintain traction and maximum wheel deflection in rough conditions. Others recommend ditching a worn-out Boge in favour of stiffer springs and uprated shock absorbers.
Range Rovers fall typically into two categories. There are the super-serious off-road versions with jacked-up suspensions and massive tyres to match. These aren’t much chop for highway or everyday driving but are brilliant in the dunes or rough country.
The majority are later model Vogue or Highline versions with automatic transmissions and minimal exposure to bush bashing. That’s just as well because the Vogue’s deep front air dam seriously compromises ‘ramp angle’ and would likely be left lying on the track after trying to attack a steep embankment. Those with air-suspension should definitely be kept well away from the really rough stuff.
Where Range Rovers of any age shine is on corrugated dirt. The soft-walled radial tyres deal with minor surface imperfections and the long-travel coils take care of almost anything else. On roads that will have car T-sprung 4WDs twitching and bunny-hopping, a Rangie will waft along at speeds that would be impressive on smooth bitumen.
The recirculating ball steering, power-assisted or manual, is geared reasonably well with 3.4 turns lock-to-lock in pre-power-assist models and 3.75 turns when assisted. An 11.3m turning circle is exceptional for a biggish all-wheel drive and being nimble pays dividends when trying to edge between rocks and big trees.
A high-set driving position combined with huge windows provides great visibility in all directions, and the strange instrument binnacle on top of the dash puts necessary information right in a driver’s eye line. The rear seat on two-door models folded into an untidy heap, but later models used an improved seat stowage system that left more space for cargo.
Performance with the 3.5-litre engines feels more spirited from behind the wheel than against the stop-watch. Early manual versions took a leisurely 18 seconds to reach 100km/h while the 112kW Vogue with a four-speed automatic transmission was timed at a reasonably slick 12.2 seconds. Top speed of the 1970s models was 155km/h, however the later and heavier Vogue could manage just 145km/h.
Fuel consumption in the 14 to 18L/100km range is common to all versions. Early manuals can manage 12L/100km at constant highway speeds and the 3.9 auto is typically around 16L/100km, but that can quickly go past 25L/100km in rough going with low-range engaged.
The fuel tank was originally a reasonable 86 litres but was reduced to a barely adequate 76L in four-door models.
Some owners seeking extra performance replaced the original V8 with a 4.4-litre version as sold in the Leyland P76 and Terrier truck. These can be easily modified to produce more than 200kW, but serious off-road enthusiasts caution against using Holley-type carburettors which don’t perform well in steep terrain.
BUYING
LOW VALUES and high maintenance costs have resulted in stocks of early two-door Range Rovers becoming seriously depleted. By the late-1980s, very good 10- to 15-year-old versions had dropped below $2500 and a reconditioned engine or transmission would cost more than a complete vehicle.
The significant decline in retained values extends to Vogue and early LSE models as well. These generally sell for less than $10,000 and only the best pre-1995 cars will climb past $15,000.
Short-wheelbase models without the more complex suspension are preferable for serious off-road use and have often been modified for improved performance in extreme conditions.
Having set your mind to finding the best early Range Rover available, collective owner wisdom suggests acquiring a tired or mildly damaged one to provide spare parts, you might need them.
BUYER’S CHECKLIST
Suspension & Brakes
Rear-end droop with some weight on board is a signal that the expensive Boge load-levelling strut has had its day. These are no longer available new and can only be reconditioned by specialists. Springs droop due to age and hard use so look for inconsistent gaps between tyre and wheel arches on all corners. Brakes should maintain decent pedal resistance when held down for 20 to 30 seconds, but replacement parts are available. Check that ABS on later models is still working.
Body & Chassis
Mainly, aluminium panels won’t rust but they dent and bend and suffer poor alignment after crash repairs. The chassis and steel body frame need to be inspected on a hoist for rust and off-road damage. Look at areas beneath sills, radius arm and rear A-frame attachment points and the lower firewall. From inside, check the front door posts for bubbling or repair patches, also the footwells, steel bonnet and tailgate and inner wheel arches. Drooping front doors are a sign of rust around the hinge mounts. Test all handles including the tailgate, to ensure they operate easily.
Engine & Transmission
Aluminium engines demand more careful maintenance than those with all-iron components, and any sign of overheating or exhaust smoke is a danger signal. Check the dipstick for creamy, emulsified oil, which signifies internal water leaks from corroded or cracked cylinder heads. Hesitation from early engines can be due to torn carburettor diaphragms. Check the exhaust manifolds for cracking or repairs. Driveline lash is common, but serious clunks when the throttle is closed suddenly or whining that is clearly audible inside the cabin signifies some costly wear. Make sure that the low-range selector engages easily and that the handbrake, which is mounted behind the gearbox, will hold on an incline.
Interior & Electrics
Range Rovers came with vinyl, cloth and leather seat trims and some with timber veneer decoration. Choosing the best interior available will save plenty in refurbishing costs. Replacement trim is available second-hand but may need to be bought as a set so everything matches. The more electrical items fitted to a Rangie, the more opportunity for failures. Keeping a spare alternator stowed somewhere in the car is worthwhile. Air-conditioning, where fitted and working, is a bonus, as the big windows let in lots of heat. Window winders and seat adjusters are easily broken.
OWNER EXPERIENCE
BEVAN FENNER is a founding member of the Victorian Land Rover club and provided bountiful knowledge when brother John and nephew Matthew (who rallies a Range Rover) set about returning their 1977 model to absolute stock condition.
“Getting a good spare vehicle was crucial,” Bevan said. “There wasn’t too much rust but the roof had holes in it so the entire top off the spare one was used. We even removed the air-conditioning as it wasn’t stock.”
Graeme Schache has owned Range Rovers since 1977 and acquired his 1989-build Vogue when it was just six years old.
“I could have had a Jaguar for the same money, but I play drums and there’s plenty of room in the back and it is a really nice, smooth vehicle to drive,” he said.
Several years ago after a botched air-con repair caused the original engine to overheat; Graeme had a new 4.2-litre short motor fitted in place of the 3.9. He has also modified the rear seat to accommodate an on-board refrigerator.
JEEP Australia has announced a new Sport S specification will join the local JT Gladiator line-up before the end of the year.
Pricing is yet to be locked in but expect the new entry-level Gladiator to come in around $10K cheaper than an Overland, which would point to a $65K starting price.
The full specification of the Sport S is also TBC, but expect it to come with the Selec-Trac 4×4 system, no locking diffs or swaybar disconnects, 17-inch alloy wheels, and black roof and fender flares.
Inside there will be manually adjustable cloth seats, and a smaller seven-inch UConnect display screen in lieu of the 8.4-inch screen in the Overland and Rubicon.
The petrol V6 engine and eight-speed auto transmission will remain the only powertrain offering for the Gladiator in Australia for the foreseeable future, with no plans to introduce a diesel option here.
If anything, a petrol-hybrid system is more likely before any diesel engine, in line with the brand’s announcement that all of its models will have EV or hybrid options available.
Once the Gladiator Launch Edition runs out, the three model – Sport S, Overland, and Rubicon – line-up will bring the Gladiator range in line with that of the Wrangler.
THE long-awaited new Jeep pick-up truck has arrived in Australia and will initially be available in three specification levels including a ‘Launch Edition’, which is basically one with the lot and will be limited to just 100 units.
We’ve driven the JT Rubicon overseas, but our first taste of the ute on home soil was a brief stint in an Overland model.
While the Rubicon gets all the off-road kit such as front and rear locking diffs, extra low gearing, front sway-bar disconnect, Fox shocks and muddies, the Overland forgoes all that but adds heated leather seats, 18-inch alloys, and body-coloured roof and flares.
The Overland starts at $1000 less than the Rubicon, at $75,450, but you can lux-up your Rubicon with the leather seats and painted bits ($2535), or get the Launch Edition which has all the features of both at $86,450.
Our test Overland was fitted with the ‘Lifestyle Adventure Pack’, a $3850 option that adds a roll-up tonneau cover, cargo management with adjustable bed rails, spray-in bedliner, a lockable storage compartment beneath the rear seat, a removable Bluetooth speaker, an auxiliary switch panel with four switches for accessories, a 240-amp alternator, and a700-amp maintenance-free battery. Other accessory and dress-up packs are available from Jeep.
Australia gets the ‘international’ specification Jeep Gladiator just as it does with the JL Wrangler, and that means it comes with a transfer case that has 2WD, full-time 4×4, high range locked 4×4 and low range locked 4×4, as opposed to the traditional part-time 4×4 systems in the US models. The international spec also has smaller tyres than the US; 255/70 R18 on the Overland and 255/75 17s on the Rubicon and Launch edition models, while the Yanks get proper 33s on their Rubicon.
A lot of pundits have been quick to criticise the Jeep pick-up for its capacities and engine choice in a mid-size ute market full of diesel-engine-powered utes that can carry near-enough to a full tonne and tow 3500kg. Jeep has been forthcoming in saying up front that it is “not here to compete in the traditional ute market”. That the Gladiator is “a lifestyle vehicle and not a work truck”.
With that in mind you need to look at what the JT is more than what it is not. It’s a Jeep ute first and foremost. Wrangler owners will get what that means, but for the uninitiated it mans this is a vehicle that is built for off-road use. That means live axles on long-travel coils front and rear, which you won’t find on any other mid-size ute on the market.
The JT is the only ute available with a removable roof. The standard roof is a hardtop that is fully removable, or you can simply remove the panels above the front seat passengers for an open-air experience. A soft-top is available as a $3575 option, and the windscreen can be folded forwards down onto the bonnet. Even the doors are easily removable to let the elements in; try doing that on any of the other mid-size utes.
The Gladiator is only available here with a V6 petrol engine with an eight-speed auto transmission. There’s no manual or diesel engine offering, but this makes it the only mid-size ute available with a petrol engine. You have to step up to other American pick-ups for more petrol powertrains, as found in the left-to-right converted Ram 1500 and Chevrolet Silverado full-size rigs. The Jeep is factory built in right-hand drive.
If you think of the Gladiator in relation to the Wrangler, the JT adds more usability but comes at the expense of some of that off-road ability. While the massive cargo tub looks like it can be filled up with all that stuff you can’t fit in your JL, the maximum payload is just 627kg (Overland), and so it’s around the same as the Wrangler wagon. You need to be very mindful of any cargo accessories and people you carry in a Jeep, be it wagon or pick-up.
The other compromise is the rampover and departure angles, which are both less than that of a Wrangler. The extra wheelbase makes the truck ride nicer, but it grounds out easier under the belly and in the tail.
So the Gladiator isn’t as good off-road as a Wrangler, but it’s better than any other mid-size double-cab ute and has similar carrying capacity to its Jeep stable-mate, but it can’t match other mid-size utes for load or tow hauling.
DRIVE IMPRESSIONS
We didn’t have any load in the tray or on tow for this quick spin, but we did get it out to the Melbourne 4×4 Proving Ground for a bit of off-road use.
The familiar 3.6-litre V6 engine was its usual peppy and willing self, ably aided by the smooth-shifting auto. The Gladiator might only have a 2721kg towing rating, but I doubt this revvy petrol engine with only 347Nm would like to be hauling much more than that at any rate.
The Overland’s suspension feels soft and a bit vague on the highway and backroads; it certainly lacks the control of the Fox shocks equipped to US-Spec Rubicons we’ve driven in the past, so it will be interesting to drive the similarly equipped Rubicon here soon.
The soft suspension translates to a supple and comfortable ride on gravel roads and dirt tracks. While it doesn’t have the wheel articulation of the Rubicon model with its swaybar disconnected, the standard set-up is pretty good off-road. It certainly has more suspension travel than any of the more popular mid-size utes.
This makes the Gladiator a capable machine on uneven terrain, even without the Rubicon’s hardware. Electronic traction control helps in lieu of locking diffs, but the Overland scrabbled a bit for traction on our set piece melon-hole hill climb that is enough of a challenge to stop many other open-diffed utes.
The reduced rampover angle of the long wheelbase ute meant we grounded out the sliders when descending one particular step, but we managed to avoid clipping the tail.
INTERIOR
Anyone who has driven a JL Wrangler will be familiar with the interior of the JT Gladiator. In this Overland it’s very well-appointed and a nice place to ride. With its big centre screen, heated leather seats and full suite of features, the Overland is up there with the best appointed and equipped mid-size utes on the market, and priced accordingly.
If you’re coming from any other ute you’ll find the Jeep interior cramped at first, particularly around the pedals with the transmission hump infringing on your boot space. But it’s a cabin you get used to and, personally, I find it a comfortable and nice place to spend time. Lift off the roof panels on a sunny day and it delivers a truly unique driving experience.
The Gladiator’s rear seat is reasonably spacious and has enough leg- and head-room for my 185cm frame. It feels to have more space than the rear seat of a Wrangler.
FINAL THOUGHTS
The Gladiator is very much its own vehicle. It’s first and foremost a Jeep, and that makes it a lifestyle vehicle and not so much a workhorse. It also makes it hard to compare it to the familiar mid-size 4×4 utes that are so popular in Australia.
The Jeep lifestyle is one like no other, and if you want that in something more than just a Wrangler then the Gladiator could be for you. To get the full Jeep experience we’d say go for the Rubicon over the Overland, and you’ll get unrivalled off-road ability to set it apart from anything else off the showroom floor.
SPECS
Engine: Pentastar 3.6-litre V6 Max power: 209kW @ 6400rpm Max Torque: 347Nm @ 4100rpm Transmission: 8-speed automatic Transfer case: Selec-Trac with full-time and part time 4×4 and low range Crawl ratio: 47.79:1 Steering: Electro-hydraulic Suspension: live axles on links, coil springs, stabiliser bars (f/r) Tyres: 255/70-R18 Base weight: 2104kg Payload: 527kg Towing capacity: 2721kg GVM: 2631kg GCM: 5080kg ADR combined fuel use: 11.2L/100km Approach/ramp-over/departure angles: 40.7°; 18.4°; 25.1° Ground Clearance: 249mm Wading depth: 760mm
THE corks keep popping over at Range Rover for its 50th birthday celebrations, with the British marque unveiling the limited-edition Range Rover Fifty.
In a nice touch, the run will be limited to just 1970 vehicles globally to pay homage to the year the original Range Rover was launched.
Now in its fourth generation, the Range Rover first arrived in Australia in 1972. Click HERE to read all about the brand’s 50-year history.
“In the world of luxury vehicles, the Range Rover has always stood apart as peerless and enduring,” said Gerry McGovern, Land Rover’s Chief Creative Officer. “Its unique and pioneering sensibilities together with an unrivalled engineering approach have been the intrinsic values which our customers have admired since the first of the breed was revealed in 1970.”
The limited edition Fifty is built on the SWB Autobiography platform, with the addition of bespoke ‘Auric Atlas’ exterior accents and the choice of two unique 22-inch wheel designs.
Giving the Fifty a heightened sense of distinction is the badging, which features a ‘Fifty’ script personally penned by Gerry McGovern. The script appears on the exterior, as well as on the headrests, dashboard, illuminated tread-plates, and on a unique ‘1 of 1970’ centre console commissioning plaque.
A handful of limited edition Fifty vehicles will be available in Australia, in SWB configuration. They will be powered by the 386kW/625Nm 5.0-litre supercharged V8 engine. The V8 Auto SWB it’s based on is priced at $274,210.
Four colours are available: Carpathian Grey, Rosello Red, Aruba, and Santorini Black.
IN A VIDEO recently uploaded to the NBN Television Facebook page, two vehicles can be seen absolutely sending over a sand dune at Stockton Beach in Newcastle.
Source: www.facebook.com/watch/nbntelevision
Luckily, it seems nobody was hurt performing the incredibly stupid – and illegal – stunt, with the only casualties most likely being destroyed suspension and a totalled Lexus – good luck getting insurance to cover that…
The Ford Ranger Raptor fared much better than its SUV counterpart – albeit, with much less air time – but its Fox shocks probably didn’t come out unscathed, either.
Hitting the apex of a sand dune at speed can be dangerous for two reasons: it can be followed by a potentially fatal fall; and facing skyward creates a huge blind spot, increasing the risk of colliding with approaching vehicles.
The problem with hooning over sand dunes isn’t solely a safety issue, either, as beaches can be closed for public access due to poor behaviour. This ultimately means law-abiding citizens are the ones who get banned from driving such tracks and areas. So remember, air down and play it safe!
The stunning Stockton Beach is immense, with a formidable sand-dune system stretching as far as the eye can see – some dunes are even said to be more than 100-feet tall.
Source: NBN Television
AMERICAN hydrogen-electric hybrid semi-truck developer, Nikola Motor Company, has revealed its first entrant into the zero-emissions pick-up truck ring, the Nikola Badger, is coming to Australia.
The company’s founder and executive chairman, Trevor Milton, also confirmed via Twitter that the EV pick-up will be available to pre-order in the USA from June 29, 2020.
“We open up reservations for the most bad ass zero emission truck on June 29th,” said Milton. “See the Badger in person at #nikolaworld2020 this year.
“You’ll get to see a real operating truck, not a fake show truck. Expect stamped metal panels, functioning interior w/ HVAC, 4×4, etc.”
Milton also posted a pre-production interior CAD of the Badger, adding: “Notice the floor mounting system? It’s throughout the truck and made to secure any loads within the vehicle safely. See quality of everything – waterproof. Hidden Fridge too.”
According to Nikola, the Badger is designed to accommodate either a 120kW hydrogen fuel-cell powertrain or a pure 160kWh battery-electric system. Both systems are said to deliver a claimed peak power output of over 675kW, 339kW of continuous power, and 1329Nm of torque.
While these figures land the Badger in-between Rivian’s 522kW/1120Nm R1T and General Motors’ 746kW/15,592Nm Hummer, Nikola claims that its pick-up will be proficient at tackling off-road challenges and meeting the outdoor and towing needs of truck owners.
Some of the Badger’s operational targets include climbing grades of up to 50 per cent without motor stalls, launching from a 30 per cent grade without stalling, deliver a towing capacity of more than 3630kg, and be able to operate in -29°C environments without major performance or battery charge losses.
The Badger will also be outfitted with 15kW power outlets for tools and lights, which Nikola claims would be enough to “assist a construction site for approximately 12 hours without a generator”.
On top of that, the Badger will still do the scintillating electric performance times, with a 0-96km/h time of “approximately 2.9 seconds”, which is close to Tesla’s Cybertruck in its range-topping tri-motor form, and able to handle 0-160km/h launches with “minimal loss of performance”.
As for range, with the hydrogen-electric hybrid powertrain Nikola claims the Badger would have an operating range of 965km, while the pure battery-electric spec would be only able to achieve 480km of range.
“Nikola has billions worth of technology in our semi-truck program, so why not build it into a pickup truck?” said Trevor Milton, CEO, Nikola Corporation.
“I have been working on this pickup program for years and believe the market is now ready for something that can handle a full day’s worth of work without running out of energy. This electric truck can be used for work, weekend getaways, towing, off-roading or to hit the ski slopes without performance loss. No other electric pickup can operate in these temperatures and conditions.”
According to Nikola, the Badger would be built in conjunction with another OEM, though the party in question has yet to be revealed, as is its projected production date. The Badger is set to make its first public appearance at Nikola World 2020 in September.
Founded in 2014, the Nikola Motor Company started out developing all-electric utility vehicles and semi-trucks. The company later moved on to developing hydrogen-powered semi-trucks and has recently unveiled an all-electric and hydrogen-powered truck for the European market that will be built in partnership with Italian truck maker, Iveco.
Original article published 12/02/2020
WHILE MANY visitors to the Territory’s Top End focus their travels on the well-known Kakadu and Litchfield National Parks with both a short drive from Darwin, just 320km south along the Stuart Highway the city of Katherine has a few parks also worth your time.
Gregory and Nitmiluk National Parks are close to Katherine and each has its attractions to make your time there worth the effort. Nitmiluk NP borders on the southern edge of Kakadu NP and we chose to spend a couple of days there to extend our fly-in fly-out (FIFO) Top End visit.
If you’re coming from the southern end of Kakadu, Katherine is just 90km south of Pine Creek once you’ve hit the highway. If you’re lucky enough to be driving north on a bigger adventure, Katherine is 1200km north of Alice Springs or 685km from Tennant Creek.
Katherine is a large regional town with all the facilities to restock your vehicle for the next leg of your journey, including supermarkets, bottle shops and camping supplies. Gregory NP is 160km south-west of town, while Nitmiluk is accessible right from the edge of town making it perfect for our short visit.
GORGE COUNTRY
IF 4X4 tracks are what you’re looking for, Gregory NP is where you’ll want to head as there are no off-road tracks in Nitmiluk.
As mentioned, Nitmiluk covers the area from the southern border of Kakadu down to Katherine and takes in the escarpments and gorges created by the Katherine River. The main NP office and visitor centre is just 30km from Katherine at the southern end of Katherine (Nitmiluk) Gorge, the natural feature that the park is best known for. The visitor centre has a kiosk, information booth and is the kick-off point for activities such as boat, helicopter and walking trips in the gorge.
There are many walking tracks (including extended overnight hikes), campsites and other facilities in the park; the river and its gorge systems also popular for fishing, including for the prized barramundi.
JAWOYN GUIDES
The park is on the land of the Jawoyn traditional owners and uniquely, all the park rangers are indigenous folk, most of them from the Jawoyn people. We joined a boat tour heading up the gorge where the ranger was able to point out many points of interest, traditional art sites, and wildlife, including crocodiles which are plentiful in the lower sections of the gorge.
During the dry season, the gorge is broken up in to sections by natural rock fords which allow the rangers to search out and remove crocs from the upper reaches making them safer for visitors. This also allows park visitors to canoe or kayak in the gorge.
We hired kayaks from the visitor centre and the boat tour dropped us at the first ford from where we could paddle up the second section of the gorge. This is a truly unique experience as you slide through the waters below towering sandstone cliffs, passing beaches, inlets, and waterfalls dropping down from high above. Some of the beaches have signs on them warning visitors not to come ashore as these are known nesting places for crocodiles.
We paddled the 2.5km length of the second section of the gorge over a few hours before reaching the next ford. From here you can portage over the rocks to the third gorge and there are nine sections of gorge to explore in total traversing more than five kilometres with a few campsites along the way. But time was against us and we paddled back to the first ford to meet with the boat and return to the visitor centre.
Guided kayak tours are also available as are overnight camping trips up beyond the third and fourth sections.
From easing along the waters below the majestic gorge walls we took to the skies for a totally different look at the river system and its surrounds. Nitmiluk Scenic Flights fly from a base close to the visitor centre and offer flights of varying length and price to suit any visitor’s budget and schedule.
We did the Eight Gorge flight which took us over the reaches we had recently paddled and farther up the gorge over around 20 minutes. Again the pilot was super informative and pointed out points of interest along the way before putting us down on the gorge rim for a short leg stretch.
CROC WATCH
ONE OF the more interesting jobs the Nitmiluk chopper pilots do when not taking passengers on scenic flights, is scouting the gorge with park rangers after each wet season to find and isolate any crocodiles that may have entered and become trapped in between the rock fords while the water level was high. This involves flying low within the gorge walls to get the best view on the terrain below. The ranger can then trap and remove the crocs from these areas making them relatively safe for paddling and swimming.
Like anywhere in these parts no matter the season, you need to be croc safe and obey any warning signs or directives of the park rangers.
Viewing the gorge from above gives you a very different perspective of the area and the enormity of the river system. It also makes you think about how wild the river must be when millions of litres of water are surging through the gorge during the wet season.
All the exploring and paddling on the river sure builds up a hunger and we chose to checkout a spot for dinner that we spotted alongside the road from Katherine to the park.
Marksie’s Stockman’s Camp Tucker takes visitors back to a time and place where the cattlemen worked the massive station properties of the Territory and the camp cook was the most popular bloke around.
Properties such as Victoria River Downs Station and Wave Hill Station covered thousands of square kilometres of land producing some of the world’s best beef cattle and employing hundreds of men. The stockmen’s camp cooks kept them fed and Marksie emulates these camps with his unique experience set under the stars just outside Katherine.
Using his massive collection of camp ovens, Marksie cooks up a mean stew using a selection of bush herbs which he explains in an entertaining talk before dinner. Served with fresh camp-oven cooked damper, the meal is tasty and filling but will have you going back for second and third helpings. Marksie’s stockman’s camp dinner is a great night out and a change from the usual pub fare in town.
A popular walking track with multiple swimming holes can be found in Nitmiluk at Edith Falls (Leliyn). This is 42km north of Katherine and 20km down a road to take you back in to the park. Once again there are multiple walking tracks here at Edith Falls, but for the less energetic the massive plunge pool at the bottom of the falls has easy access close to the carpark and campground.
We chose to take the 2.5km Leliyn Trail which starts with a steep climb from the carpark and then loops down to the Middle and Upper pools, both of which have great swimming. For the more adventurous there’s a 4.5km walk (one way) to the Sweetwater Pool where there is the option of overnight camping.
The swimming holes were busy on the warm August day of our visit but there’s plenty of space to enjoy the cool waters beneath the rocky falls, before completing the loop track back down to the plunge pool and carpark.
There are unpowered campsites at Leliyn and a kiosk that serves a pretty good range of food. The campgounds can get busy during the peak season of May through to September so it’s best to book ahead to avoid disappointment on arrival.
If you’re on the road up the Stuart Highway and don’t have time to stop in Katherine or visit the gorge section of Nitmiluk NP, then a few hours spent resting in the pools at Leliyn would make a refreshing break from travel with just a short detour. For us it meant the end of our Top End Winter Escape and a 3½-hour drive back to Darwin for return flights to the freezing southern states.
For many travellers, Katherine might be just a fuel stop on the Stuart Highway but take the time to explore its parks and surrounds and you’ll find that Katherine can be a destination in itself. At the very least it’s worth a few days to experience what Nitmiluk has to offer.
At the time of writing both Nitmiluk NP and Marksie’s Stockman’s Camp Tucker were closed due to COVID-19 restrictions so best check the websites for more information on when they will be open to visitors and start planning your 2021 travels.
ESSENTIAL INFORMATION
WHERE Nitmiluk NP is 320km south of Darwin and 30km east of Katherine.
BEST TIME TO VISIT The park is open all year with the dry season from April through to October the best time to see most of the park and surrounds. During the wet season (usually around December to April) flooding can restrict access and activities to the park
GETTING AROUND It’s best to have a 4×4 vehicle when exploring the Northern Territory although it is not essential to visit Nitmiluk as there is two-wheel drive access to both the main Katherine Gorge and Edith Falls areas.
MORE INFORMATION www.northernterritory.com https://bit.ly/3cAFcss
Scenic flights, kayak and boat tours: Nitmiluk Tours www.nitmiluktours.com.au Phone: (08) 8971 0877
Marksie’s Stockman’s Camp Tucker: www.marksiescamptucker.com.au Phone: 0427 112 806