A TOTAL of 438 diesel-powered MY2014-2019 RAM 1500 pick-ups have been issued with a recall notice, due to an increased risk of a vehicle fire.
The fault centres on a manufacturing defect, with the ACCC recall report stating that the big rig’s EGR cooler may crack and cause coolant to leak into the intake manifold.
“There is an increased risk of vehicle fire, which may cause an accident or injury to the vehicle occupants, other road users or property damage,” the recall report reads.
The complete VIN list of affected vehicles can be downloaded here.
The affected vehicles, supplied by American Special Vehicles, were sold Australia-wide by authorised RAM dealers, and they were available for sale between January 1, 2014, and December 31, 2019.
Owners of affected vehicles will be notified by an authorised RAM dealer, to organise free reparation.
Just last month, RAM Trucks Australia bucked the declining sales trend, with a total of 178 vehicles finding new homes (up by 14.1 per cent over March 2020; and 27.2 per cent year-to-date). Amazing considering the overall market was down 52.3 per cent in April compared to March.
Australia’s deserts account for an estimated 70 per cent of the continent’s land mass. Pretty impressive, but not half as impressive as actually getting out there and exploring and camping in one (or more) of them.
Nothing beats that sense of utter remoteness offered by the combination of an endless red, sandy horizon, topped by the blue skies synonymous with this country’s desert regions.
The attractions of touring the desert regions go beyond that sense of isolation and remoteness and also take in the rich ties this landscape has with all Australians, whether it is the eons-old indigenous culture, or the more recent European explorers’ history.
Indeed, it is this sense of retracing the steps of these early explorers that is a big draw for visitors, and something that is far more enriched by the chance to also experience that ‘sense of place’ so ingrained in indigenous culture – along with the physical reminders of their long residence here, in the form of reliable waterholes, petroglyphs, etc.
The other appeal is that, rather than being ‘the same thing every day’, a week or two (or longer) exploring one or more of Australia’s deserts really brings home just how unique each of them is, in terms of the wildlife, indigenous links, terrain, camping, the actual driving challenge and plenty more.
It all sounds impossibly romantic, of course – packing the 4×4 and heading into the desert – but that romantic notion of outback escapism needs to be, firstly, backed by a whole lot of research, preparation, planning and a big dose of that sense of adventure.
Once that is out of the way – and the actual pre-trip prep can be more than half the fun – is when the real adventure starts. Do all that right, and all you have to focus on is enjoying one of the world’s best off-road destinations. Let’s go…
Planning sure does pay
For this writer – and I am sure for most off-road tourers – poring over a series of maps is an integral part of the trip planning process, regardless of your destination. With a focus on desert travel, having access to a number of maps – and accurate ones – is key to effective trip preparation.
The reasons are many and include the obvious of seeing where your destination is in relation to your starting point, along with giving you a great overall ‘visual’ of the country you will be covering in terms of access tracks, refuelling points (whether in towns, aboriginal communities, or likely fuel drop-off/caching points), whether there are any water sources in the region, and – of course – the total distance of the route/track you will be following.
Large area maps are your best starting point (think: Hema’s excellent Great Desert Tracks maps), and from there you can move down in map scale and also start utilising digital mapping. These are great to mark potential campsites, refuel points, or places of interest.
Again, Hema has its excellent phone and iPad-based app, Hema Explorer, as well as its dedicated GPS units, the Hema HX-1 and HN7. Other mapping-based planning software includes one of the most extensive: ExplorOz.com.
Some, but not all, of Australia’s deserts are comprised of both national parks and aboriginal-owned land, and one of the first checks you do need to do is that based around any essential permits you may need to traverse these lands. Most states’ national parks and the various indigenous land councils have online permit systems that are, generally, pretty easy to access and fill in.
Some permits may take longer to acquire than others, though, so bear that in mind and make sure you give the relevant authorities plenty of notice of your travel dates. By doing this it allows any communication to and from regarding your trip plans to be undertaken, thus ensuring the relevant authorities know exactly where you are – and how long for.
As an example: this writer had a potential Arnhem Land trip quashed years ago after gaining approval from the Traditional Owners thanks to plenty of transparency in communication, only to have it stopped by a tie-wearing office-bound bureaucrat in Darwin. Just sayin’…
A parched land
With the distances and remoteness of Australia’s deserts, planning for a trip here involves accounting for a number of unique factors, starting with one of the essentials: fuel usage. Think of some of the longer desert tracks in Oz, such as the 1619km Canning Stock Route (CSR) or the 1324km Anne Beadell Highway, and you soon realise an accurate estimate of fuel consumption is crucial to a successful desert adventure.
As most know, any vehicle will use more fuel when driving off-road. Add in the mechanical effort needed to push a two-tonne-plus vehicle through sand and you will need to factor in far heavier consumption than ‘normal’.
This would also be a good time to check on maps and/or any online resources as to the longest distance between re-fuelling points. As an example, the distance between fuel points on the CSR is a heady 977km, necessitating the planning of a fuel drop (usually at Well 23 on this track).
Some adventurers (mostly, but not exclusively) will have the capacity to lug the required amount of fuel – usually in jerrycans, sometimes in addition to a fitted aftermarket long-range tank – but that will depend on your vehicle’s load-carrying capacity. The temptation is to put jerrys up on the roof rack, but the additional load up high does affect vehicle handling.
Plus, you will need to check, not your roof-rack load capacity, but the maximum permitted load for the vehicle’s roof. You might be surprised how little that big, burly four-wheel drive wagon of yours is legally allowed to carry up top. An alternative to roof-stored fuel is to fit an aftermarket rear bar that incorporates twin jerry-can holders (or, a single jerry holder and spare wheel carrier).
The other liquid essential on any desert trip is water. And by this we mean not only having enough water on-board for keeping everyone hydrated, but for other essential activities such as cooking, washing up, personal hygiene and potentially having to top-up vehicles’ radiators.
Again, distance and amount of resupply points plays a part in estimating how much you will need, but we’d recommend at least 20 litres per day, per person. Yep, that sounds a lot, and it soon adds up in terms of weight and eating into your vehicle’s load capacity. However, in this instance, it’s best not to quibble.
A further tip that applies to both water and fuel storage is to ensure your jerrycans/containers are in excellent condition and that you don’t store all the liquid in one or two containers. If the unfortunate does happen and it springs a leak, you could lose a significant portion of your water/fuel supply – something to be avoided anywhere, but especially in arid country.
Perpetual motion
Vehicle setup for desert travel combines all the regular mods you would do to your rig to improve its off-road and remote-area capability (think: barwork for protection against animal strike and to mount lighting; all-terrain – or preferably – mud-terrain tyres; aftermarket suspension; dual-battery setup; fridge/freezer; snorkel; recovery gear; reliable comms; roof-rack), along with desert-specific tweaks.
Having a vehicle that is in tip-top condition is paramount and one of the first things you need to address as part of the desert-expedition planning process. A full going-over by a mechanic who specialises in outback travel prep is a must-do; checking for suspension (and tyre) wear and tear, as well as ensuring all engine plumbing is in robust condition and that all accessories are securely – and correctly – fitted, will mean you have already significantly reduced the chances of breaking down.
The next step will be for them (and you) to draw up a list of essential spare parts that you will need to carry in the event that something does break – and this may still happen regardless of how ‘new’ the gear is fitted to you rig (the desert is an unforgiving place) and get them to show you how to replace/fit it.
We’re not all accomplished bush mechanics (tip from this writer: travel with one!) but more basic repairs, such as how to plug a punctured tyre (yep, a puncture-repair kit is another must-pack), should be within your skill-set if you plan on spending time in remote areas. And, don’t forget to carry a second spare wheel/tyre; rough desert tracks can be murder on even the toughest tyres. Even though tyre plugs can work miracles, if you tear a sidewall, there’s no plugging that, so having a second spare brings with it plenty of reassurance.
Driving through desert country usually means negotiating myriad dunes and these are often taller/deeper than your vehicle. Fitment of a sand flag is non-negotiable as it assists any oncoming traffic being able to see you, thus avoiding a head-on collision.
Packing specialist sand-recovery gear – on top of your normal recovery kit, which should include snatch straps, shackles, ropes, gloves, tyre levers, jack, etc. – is another must. A set (or more) of Maxtrax offers great insurance for desert travellers; these sand recovery jobbies are very robust and also very easy to use. Plus, they don’t weigh much, offering excellent recovery bang-for-bucks.
The final piece of the vehicle puzzle is an effective comms setup. Not only does a reliable UHF radio (or satphone; this is more for any emergency situation, as is a Personal Location Beacon) ensure you’re never totally stranded if the worst-case scenario eventuates; being able to call on the channel occasionally to see if there is any other traffic approaching helps reduce further the chance of a vehicle-on-vehicle incident.
Speaking of which, it goes without saying that at least one, but preferably more, of your expedition crew should have the latest First Aid training – and a comprehensive First Aid kit should be packed.
Basecamp
Nothing beats pulling up in the middle of the desert in the evening, cooking up a storm and cracking a coldie as the sun sets over the dunes. That sounds like a dream scenario but, as long as you have the required remote power requirements to keep the lights glowing and the fridge cool, you’ll get to enjoy that dream-like outback dining experience every night. And it does all come down to power.
To this end, it’s worth expanding your regular off-road power options, such as a dual-battery setup, to include a system that incorporates the ability to utilise the power of the sun. Portable solar panels are, these days, cheap, reliable and pretty much a standard inclusion on desert travel equipment lists.
With the desert touring season usually the time of clear days – every day – being able to set up some solar panels at camp makes the question of reliable power moot. There are myriad solar panel systems available, so you will need to research what suits your particular vehicle/requirements best. It’s worth the time invested, though, and a prime example of just what is achievable in terms of reliable mobile power options for tourers can be seen in 4X4 Australia’s long-term Ford Ranger, as featured in 4×4 Australia’s 2020 Gear Guide.
Also worth tackling is a course on basic auto-electrical repairs – or at least having some knowledge of how your vehicle’s auxiliary power setup works in case you have to troubleshoot some power-related problems.
Travelling with a portable fridge means you will be able to keep food fresh for a decent amount of time in the desert. Making it last longer is possible by selecting a fridge/freezer combo unit, where a portion of the fridge is a dedicated freezer. Another trick to ensure fresh grub for longer is to get your local butcher/food supplier to cryo-vac your meat. By vacuuming all the air out, the use-by date of meats in particular can be extended significantly.
Time is different out here
One thing often forgotten in the dreaming, researching and final planning of the big desert adventure is just how much time it can take. Driving in sand is where you need to balance momentum and patience, and also where you need to realise it will take longer to negotiate numerous dunes than it would to traverse a long, straight outback road.
Even though the actual distance between two points may be ‘not that long’, driving in soft sand, having to perform the occasional recovery, and stopping to take in your surrounds, all takes time – and makes for the perfect excuse not to rush.
There’s no reason you can’t stay at Camp 15 on the Madigan Line for more than one night – you’ve spent months and lots of money planning and prepping to get yourself out to a destination few people will ever experience, so make sure you allocate enough time to soak it up properly. After all, you’ll be on ‘desert time’, in a place that has seen thousands of years of indigenous inhabitants and a few hundred years of explorers traversing it. We’re sure it – and you – will cope with spending a little bit of time out there…
Storming the desert, successfully…
Former 4×4 Australia Editor, Dean Mellor, has been fortunate enough to traverse some of this country’s most spectacular desert country, and is a huge fan of not only Australia’s red heart, but also being thorough and considered in your preparation.
“One of the most satisfying things about preparing for a desert expedition is figuring out exactly where you want to go, where you want camp (to see what want to see and experience what you want to experience), and where you’ll be able to source supplies (fuel, water and food).
The best way to plan a trip is using a combination of maps including an overall map of the area in which you’ll be travelling and several detailed maps. A paper map is the best option to cover the general area, and these days I rely on electronic maps – Hema Explorer on my iPhone, iPad and HX-1 Navigator provides Hema mapping as well as topographic mapping, covering all of Australia.
Carrying enough fuel and water is essential for any desert trip. When calculating fuel usage, remember that your vehicle will use more fuel in trying off-road conditions than it will cruising on the highway, and always throw in a good safety margin. Perishable food, of course, will need to be stored in a portable fridge/freezer, and you should always make sure this is working properly before departure, and that you have spare fuses/leads/plugs etc. and a small electrical repair kit.
Thorough vehicle preparation is important prior to setting off on a big trip. If you don’t have a lot of mechanical skills yourself, make sure your vehicle gets a thorough going-over by a specialist 4WD mechanic, and ask them what spares you’ll need to carry with you and what tools you’ll need to make minor repairs.
If you suffer a major mechanical breakdown, or some other big problem when you’re in the middle of the desert, you’ll want to make sure you’re carrying a remote-area communications device such as HF radio, a satellite phone or a satellite communicator, and make sure you test it before you leave and that your subscription is up to date.
As well as supplies, tools, spares, comms and navigation equipment, some essential items you’ll need for desert touring include a complete vehicle recovery kit, a tyre repair kit (tools, plugs, patches, glue, tyre levers, working jack etc.), electrical power supply (dual battery system, charging set-up, inverter etc.) and all the obvious stuff like camping gear, lighting etc.
You’ll also need a comprehensive (and up to date) first aid kit, and you should make sure your first aid training is current. When travelling, some personal items I always carry with me include a Leatherman, a camera and a handheld UHF.
No matter how prepared you are, many things can still go awry on desert expeditions. I’ve seen all sorts of stuff break on trips from shock absorbers and leaf springs to sway bars and CV joints. Although I have a modicum of mechanical knowledge, I’ve usually been fortunate enough to travel with people who would easily pass as bush mechanics. If you don’t know how to fix stuff, you should learn to… or travel with someone who does.” – Dean Mellor
FORGET everything you’ve come to know about the Land Rover Defender over the past decades. In fact, forget Defender all together and ignore the lettering across the front of this new model. Let’s just call it the new Land Rover.
Why, you ask? Because comparing this new Land Rover to any model that came before it is irrelevant. The L663 Land Rover bares no commonalities to the Defender and Series models of the past, save for a few token style elements that pay homage to the classic models.
MORE DEFENDER NEWS
What we have here is an all-new Land Rover that applies the brand’s ‘Breadth of Capability’ slogan to a nameplate that was essentially a commercial vehicle. To do this Land Rover had to retain the go-anywhere off-road ability of the model with vastly improved on-road dynamics and manners. While other recent new Land Rovers have laid on the luxury to extend their breadth in that direction, the L663 is all about practicality and everyday usefulness to appeal to more buyers at a more affordable price point.
When the new L663 Defender arrives in Australia in August as the 110 wagon, it will start at $69,990 for the entry level D200 and run through a nine-variant range to the $137,100 X P400. The short wheelbase Defender 90 will arrive later in the year and is expected to reflect a similar model range at a $3-5K lower price point.
Engine variants
The model range includes three engine variants: two versions of the 2.0-litre diesel in the D200 and D240, plus the 3.0-litre six-cylinder turbocharged petrol P400. We’re yet to see a full list of features and equipment, but it will be interesting to see the difference between a $70K and a $140K version of the same vehicle. Notable is that none of the new Defenders will come with full carpets … even at $140K! If you want something a bit more refined over the vinyl floors, carpet mats will be available from the dealer.
Dimensions and suspension
It’s hard not to draw comparisons with the old Defenders, and the 90 and 110 designations refer to the three-door short wheelbase and five-door long wheelbase wagons which respectively ride on 2587 and 3022mm wheelbases; not quite the 90 and 110 inches from where they take their names.
Like all modern Land Rovers, the L663 rides on an aluminium monocoque chassis with independent, height-adjustable air suspension. Some lower spec variants will be offered with coil springs but most new Defenders will ride on air, and it’s the height adjustability that allows them to maintain their off-road ability.
While the aluminium platform, dubbed D7X, is derived from the D7U platform that underpins the Range Rover and Discovery models, it is significantly tougher, employing steel instead of alloy sub-frames to mount the suspension to the chassis, which in turn employ larger bushes, knuckles and other components for enhanced durability over tough terrain.
The D110 is a large wagon that can be equipped with third-row seating. A novel option is a centre ‘jump’ seat for the front row to allow three across up front so the 110 can be configured as a five-, six- or seven-seat vehicle. The jump seat comes as the Defender will be offered in some markets (not in Australia) as a commercial vehicle with only front seats, with panelled sides instead of windows, and riding on coil springs.
Interior
The cabin is much more user friendly than anything that has borne the Defender badge in the past. For starters it’s wider, so the driver’s right arm doesn’t have to reside outside the cabin and you won’t have a handbrake digging into your left leg and the door handle into your right. The cabin is spacious, open and airy throughout its big glasshouse including the ‘alpine’ windows in the roof that are a nod to past designs.
Another bit of nostalgia is the dash which incorporates the shelf and grab handle that will be familiar to anyone who has spent time in an old Land Rover. It’s fitted into a modern dash with a small – by modern Land Rover standards – screen for sat-nav, audio and other displays, while a stubby transmission shifter protrudes from a small panel of switches.
Terrain Response 2
The only transmission offered is an eight-speed automatic with no manual gearbox option. Four-wheel drive is full-time with high and low range and auto locking centre and rear diffs, and Terrain Response 2 is standard.
TR2 is now programmable for each setting, so you can dial in and save your preferences of how you like the feel of the steering, the transmission shift points and how quickly the differentials lock up. It’s a great system but it gets away from the simplicity of Land Rover’s groundbreaking original Terrain Response; although, you can always set and forget it in the Auto mode.
Drive impressions
Our first taste of the new Land Rover came in Namibia driving a D240 variant looking very traditional in its Pangaea Green paint with white roof and white steel wheels. The overall look of the new vehicle is sure to be polarising, as it takes no prisoners with a design that is modern while incorporating hues of the classic Land Rovers of the past.
The vehicles on this trip were fitted with the Expedition package which includes a raised air-intake snorkel, expedition roof rack, a ladder to access the roof on the passenger’s side, and a storage box on the driver’s side. They were also fitted with Goodyear Duratrac all-terrain tyres to conquer sharp, rocky tracks in confidence.
The D240 is powered by the 2.0-litre Ingenium diesel engine that makes a sprightly 177kW and 430Nm, making light work of the steep African terrain and sandy tracks. The diesel engine is stunningly quiet both at idle and under load and you’d be hard-pressed to pick it as a diesel from within the cabin.
The eight-speed automatic transmission is perfectly matched to the modern powerplant, giving smooth and refined shifting. The engine is relatively small but the power and torque figures are on the money; though it will be interesting to drive this combination with a heavier load on board than what we had here.
Speaking of loads, the new Defender has a payload of around 900kg depending on the spec of the vehicle (and hence its weight), and a towing capacity of 3500kg for Australia.
Our drive in Namibia took us northwest from the Kaokoland capital of Opuwo to a bush camp in a dry river bed on the escarpment above Van Zyl’s Pass. The tracks were mainly loose sand twisting through scrubby bush, and the new Defender handled them with ease, in a far more surefooted manner than any old Defender.
Van Zyl’s Pass is a steep, 600m, rocky descent from atop the escarpment, down towards the Atlantic coast, and it marked the first real off-road obstacle for us in the new car. With the four-wheel drive system locked in low range and the Terrain Response 2 set in Rock Crawl mode, the D240 edged its way down the tricky slope.
The car’s 360-degree cameras afford the driver a view in front of the vehicle and to the sides of the front tyres, which is helpful in such terrain where a sharp rock can easily slice a sidewall open; and believe me, you don’t want to be jacking up a car to change a flat here.
The low-range/low-gear engine braking is good, but, even so, the descent still required the driver to hover a foot over the brake to control speed. We found the sensitivity of the brake-by-wire system to be odd, providing little to no retardation at minimum brake input and then jolting the vehicle to a stop if squeezed a tad more.
We brought this up with chief engineer, Steven Frick, citing it as a problem, and he said we weren’t the first to note it and it is something the company will look at on the production vehicles. All of these cars were pre-production models and calibration of the brake-by-wire system should be easy to refine to get the right feel and performance. It’s something we’ll certainly look for when we get to drive production vehicles back here in Australia later this year.
With the air suspension raised up to its highest you get a quoted 291mm of ground clearance (up from the standard 218mm) and we found this plenty to clear rocky obstacles with careful wheel placement. The performance of the suspension is limited when in its high setting and bangs as it tops-out over uneven surfaces, so you want to drop it back down as soon as possible. That said, Land Rover quotes 500mm of suspension travel which is pretty good for an independent design.
Other key figures for off-road use are 38°, 40° and 28° for approach, departure and ramp-over angles when the suspension is raised, and an impressive 900mm of wading depth without the raised air intake as fitted to these vehicles.
We got to test that out when we reached the Hoarusib River, which was dry just 24 hours earlier. Now it was flowing fast over the wide, sandy crossing and our Land Rover guide chose to walk it before driving across. It was waist deep and the current strong, but the vehicle crossed it without a problem. There’s a new wading mode in the Terrain Response which, if it detects the vehicle starting to float, can extend the suspension a further 70mm to try to find traction on the surface below.
We also got to drive the P400 110, and what a pleasure that was. This is powered by Land Rover’s new 3.0-litre inline six-cylinder, turbocharged petrol engine, which is also boosted by an electric supercharger feeding from the 48-volt electrical system. The theory is that the electric supercharger provides the boost at low revs before the turbocharger wakes up as the revs climb.
It works too, with 294kW on tap and 550Nm from as low as 2000rpm. That torque feels almost diesel-like in its delivery, making the P400 a pleasure to drive both at low speed over off-road terrain and quicker over fast-flowing roads.
We didn’t get actual fuel figures on this drive, but at fill-up time the diesel D240s were taking almost half as much fuel as the petrol P400s, and that’s driving over the same 680km route, of which only 4km were on sealed roads.
It was on these flowing open roads that the true ‘breadth of ability’ of the new Defender revealed itself. Never before has a Defender felt so composed at speed – it is a real confidence-inspiring high-speed tourer. The steering is perfectly weighted and the communication of the suspension through to the driver is superb for such a large vehicle. The L663 feels right at home on high-speed sand and gravel roads, which is something you would never have said about a Defender in the past.
It’s this new-found performance and on-road manners that make this new Land Rover such a revelation which, depending on sale price, should be hugely popular in a big country like Australia. Sure the base price starts around $70K, but we reckon you’ll be looking at a D240 for starters and then by the time you start ticking off the options you want, most buyers will be looking at a $90K purchase.
Even then it’s a lot of car for the money, but it’ll be competing with the V8 Nissan Patrol and Land Cruisers for the family fourbie buyer. We’re all for a new entry to the large 4×4 wagon market, and this new Defender has been worth the wait. And it’s just a few months more before we get to drive it on home soil.
NEW car sales in Australia continued to tank in April under the effects of the global pandemic, with the total local market down 48.5 per cent over the same month last year.
This represents the largest single decrease of any month of sales since VFACTs figures were first recorded back in 1991.
4×4 utes continue to sell well compared to other vehicles, but even they are down 39.2 per cent over last April and 19.9 per cent year to date. The Ford Ranger and Toyota Hilux still dominate the segment, not just in 4×4 utes but 4x4s overall.
Hilux took the honours for April, selling 1883 4×4 units over the Ranger’s 1419, to pull back on the Ford’s overall year-to-date lead in the 4×4 market.
Holden Colorado sales seem to have gone back to normal after a boom in March, as the model is run-out following the closure of the Holden brand. A total of 780 Colorados found new homes in April compared to 2186 in March, and we’d suggest you get in quick if you want to secure one of the heavily discounted Holdens before they are all gone forever. The Holden Colorado and Trailblazers will drop off the lists altogether in the coming months.
Mitsubishi Triton also cooled dramatically in April, with its 355 sales dropping it way down the sales chart; its third spot year-to-date is pretty secure, though.
That said, another poor month for Triton will see the Toyota Prado nipping at its heels. The Toyota Prado, LandCruiser wagons and LC79 utes all outsold the Mitsubishi in April to help Toyota maintain its overall market leadership for the year, with 18.7 per cent of the overall new car market.
It will be some time yet before we see a turnaround in the market as buyer confidence improves. New and refreshed models for the Isuzu D-MAX, Toyota Hilux and Ford Ranger in the third quarter should help push things along, but we don’t except to see numbers like we had back in the 20-teens.
THE budget-friendly Mahindra Pik-up has been refreshed, with the 2020 model receiving a new front grille among a number of updates.
In addition to that more aggressive front-end, the Pik-Up’s lighting set-up has been updated with the model gaining static bending projection headlamps, daylight-running LEDs, and a new fog light assembly.
However, there’s also been a slight price hike, with both the Single Cab 4×4 S6+ and Dual Cab 4×4 S10+ rising by$1000.
Mahindra also launched an all-new, factory-backed Pastoral Pack for its Single-Cab S6+ 4×4, said to be targeted at rural, trade and fleet buyers. The Pastoral Pack comprises a winch-compatible steel bullbar, bash plate, side brush rails, a snorkel, tow bar, canvas seat covers and a vinyl floor.
The range remains powered by the 2.2-litre, four-cylinder turbo-diesel engine, capable of generating 103kW and 320Nm, and it continues to run a six-speed manual transmission, Dana Spicer axles, and an Eaton self-locking diff.
Sitting on a heavy-duty ladder frame chassis, the Pik-Up maintains a 2500kg towing capacity and a 34-degree approach angle.
The 2020 Pik-Up comes with a five-year, 100,000km limited warranty.
2020 Mahindra Pik-Up Pricing
Single Cab Pik-Up 4X4 S6+ c/c: from $27,990 drive away Single Cab Pik-Up 4×4 S6+ c/c (Pastoral Pack): from $35,990 drive away Dual Cab Pik-Up 4×4 S10+: from $32,990 drive away.
We’ve been impressed lately with the long wheelbase SsangYong Musso XLV that launched in Australia midway through 2019. So much so that we thought we should take another look back at the SWB Musso that has been with us a while longer.
While the refined driveline, spacious cabin and great value for money are the key things that have impressed us with the Musso, the locally developed optional suspension package is the icing on the cake, giving the Korean pick-up more ground clearance, better suspension control and improved off-road ability.
Last month we tested the Musso XLV with the Ironman 4×4-developed suspension kit, as well as a host of other quality factory accessories, but were yet to drive the standard wheelbase model with it. So here we have the short wheelbase Musso in base-spec EX manual trim. At just $30,490 driveaway, it is a great value ute to base a build on.
Ironman sprung
This Musso has been fitted with the Ironman 4×4 springs to give it the needed 30 to 35mm of lift, but not the full kit that also would include shock absorbers. Other extras include the black sports bar, tonneau cover, 18-inch alloys with AT tyres, floor mats, and a front underbody protection plate that also comes from Ironman 4×4 and is being evaluated to become a factory-offered accessory.
Even with these accessories on-board, the Musso is still driveaway for around $36K, which is outstanding value. Especially when you consider SsangYong’s seven-year warranty, roadside assist and capped-price servicing package, which is standard on all new models.
As mentioned, the optional suspension package was developed here in Australia with Ironman 4×4. SsangYong offers it as just the coil springs, as on this car, in what it calls the Performance Suspension kit; or springs and shocks as the Constant Load kit, as fitted to the XLV we tested last month.
“Factory fitted OEM suspension needs to be configured to suit the widest audience, the broadness of application and customer expectations,” says Ironman 4×4’s director of Suspension Product, Kristian Ristell, who headed up the development. “This means we can’t target a specific area of performance without affecting another, and for this reason OEM suspension is always a compromise.”
A common criticism of the Musso is the factory ground clearance, which is quoted as 216mm for the SWB or 220mm for the LWB, where it is more noticeable due to the wider ramp-over angle and longer rear overhang. The suspension kits go a long way to rectifying this, with an added 30 to 35mm of height with the Performance kit and 35 to 40mm when fitted with the Constant Load kit.
“This kit is a fully fledged Ironman 4×4 suspension upgrade that is also available from SsangYong dealers for even greater dynamic competence and capability. It caters for more demanding requirements such as off-road driving or heavier load carrying,” says Ristell.
On road review
Jumping in the SWB EX after the XLV you are greeted with a familiar wide cabin; although, the EX misses out on the large touchscreen with Apple CarPlay and Android Auto that the up-spec Mussos get. Still, it’s spacious and comfortable and one of the best laid-out cabins in the one-tonne 4×4 ute segment.
The shifter for the six-speed manual gearbox feels a little loose and vague at first use (although you soon become acclimated to its gates), particularly reverse gear which, like most six-speed boxes is across to the left and up beside first gear, but there is no lockout to prevent accidental selection when going for first cog.
Its operation reverts to second nature out on the road, and the ratios are well-suited to the 2.2-litre diesel engine. The engine is only rated to 400Nm with the manual as opposed to 420Nm with the auto, but due to short overall gearing, the smooth little mill feels more sprightly when matched to the manual over the auto, which itself gave no reason to complain.
The manual is only offered in this entry-level EX specification and not the higher spec models, but you’d have to really like manual gearboxes to choose one over the $2000 Aisin auto option.
The suspension feels well-weighted and doesn’t appear to lose too much by retaining the factory shock absorbers. It is a bit jittery on rough surfaces, but you get that in any unladen ute and it would smooth out with some weight in the tray.
Off road review
While the SWB Musso doesn’t suffer clearance issues as badly as its bigger LWB brother, a quality suspension lift inevitably makes any 4×4 better. The Musso uses a traditional part-time, dual-range 4×4 system with electronic traction control and an auto-locking rear differential. This diff tightens up once slip is detected and is not driver selectable like many lockers.
The raised suspension does provide some added clearance, but the bottom lip of the front bumper still rides low and we touched it down a few times without hitting the underbody protection plate. However, we didn’t feel the rear bumper touching down on this car as we did on the LWB Musso.
The suspension works well over rough roads and rutted tracks, although travel is limited and the Musso soon lifts wheels. This is where that auto locker comes into force; you feel the initial wheelspin and then feel it lock up and drive you onwards. It is surprising where this will get the Musso, and the vehicle makes a great general touring 4×4.
Practicalities
The tray of the Musso appears stubby when you look at it, especially if you’ve spent time with the XLV which has an extra 300mm in tub length. Part of the reason for that is the depth of the tub, which is massive and has plenty of room. We had a 250cc motocross bike in there with the tailgate down, just as you would in most double-cab utes. Having tie-down points down nice and low really helps with this. Plus, there’s also a 12-volt power outlet in the tub.
In terms of capacities the SWB Musso, like its bigger brother, is rated to tow 3500kg but the payload is a lower 790kg.
The Musso is more than just a budget ute – a lot more really – and it drives and performs better than some of the more popular, expensive vehicles in the one-tonne ute market. With a growing range of quality factory accessories, and some from the aftermarket, the Musso becomes an even more attractive option.
SSANGYONG MUSSO EX SPECS: Engine: 2.2-litre 4-cyl turbo-diesel Max Power: 133kW at 4000rpm Max Torque: 400Nm at 1400-2800rpm Gearbox: 6-speed manual 4×4 System: Dual-range part-time Kerb Weight: 2080kg GVM: 2880kg Payload: 790kg GCM: 5880kg Towball Capacity: 3500kg Departure angle: 25.0° Rampover angle: 24.1° Approach angle: 24.7° Wading depth: N/A Ground clearance: 245mm Fuel Tank Capacity: 75 litres ADR Fuel Claim: 7.9L/100km Test Fuel Use: 9.8L/100km Price: $30,490 (driveaway) As-tested price: $36,021.47 (driveaway)*
*SSANGYONG MUSSO EX ACCESSORIES FITTED Carpet mats: $153.12 Sports Bars: $1012.75 Tonneau: $550 Hankook A/T: $250 (each) Lift kit: $396 Underbody Protection: TBA (approx $620) 18-inch alloy wheels: $1800
NEW 4×4 equipment, courtesy of Projecta and Direction Plus. Plus, something warm and tasty for the campsite.
Projecta Monocrystalline Battery Maintainer
Flat starting batteries will be a thing of the past thanks to Projecta’s new Monocrystalline Battery Maintainers. Small enough to be stored in a vehicle’s glovebox, the battery maintainers use monocrystalline technology to efficiently convert sunlight into energy. They come with removable suction caps for temporary mounting to windscreens, or can be attached to a vehicle’s sun visor using elastic straps.
Available in 12 Volt 5W (SPA5) and 12 Volt 10W (SPA10) models, the battery maintainers are the ideal way to keep your vehicle’s starting battery charged without the need to rely on mains power.
Connecting the battery maintainers to a vehicle’s battery is simple thanks to the included accessory plug, or connect them directly using the included battery clamps. The battery maintainers have been designed to function in a large operating temperature range of between -40°C to 70°C.
RRP: $79 (SPA5); $99 (SPA10) Website: www.projecta.com.au
Response Plus Performance Chip by Direction Plus
For those after better performance from their diesel 4x4s, whether for on-road driving, off-road rock crawling or towing heavy trailers, the Response Plus Performance Chip has been engineered to unleash the full power and torque potential that’s often restricted though factory programming of a vehicle’s onboard computer. Every Response Plus Performance Chip is programmed for to suit specific vehicle makes and models, yet installation is a simple plug-and-play affair.
As well as the above benefits, the Response Plus Performance Chip is claimed to offer improved driveability and the potential for better fuel economy. It has been extensively tested in Australian conditions and is covered by a five-year warranty.
RRP: $995 Website: www.direction-plus.com
Hellyers Road Distillery’s Original 12 Year Single Malt Whisky
If you like the odd tipple of Tassie’s finest, you’ll no doubt be pleased to hear that Hellyers Road Distillery’s Original 12 Year Single Malt Whisky has been relaunched. The previous issue of this fine single malt whisky sold out in just 18 months, so this is your chance to get a hold of a bottle from the award-winning distiller, which picked up the gong for Champion Australian Distiller at the 2019 Australian Distilled Spirits Awards.
The 12 Year Single Malt is distilled using premium Tasmanian barley and pure Tasmanian drinking water, and is then housed in premium American oak barrels for 12 years. The distiller describes the whisky as having “hints of citrus, lemon and orange, while the palate is in receipt of a vanilla sweetness transcending a warm, toasty aftertaste conjuring impressions of freshly buttered sourdough”.
RRP: $131.45 (700ml) Website: www.hellyersroaddistillery.com.au
4×4 Travel Guide
THE TRACK was starting to get deep in bulldust, but as suddenly as it had begun it petered out and we were again on a reasonable dirt track that belied the huge warning sign we had stopped to look at as we turned onto the park’s access track.
We were in south-western Queensland, north-west of the small township of Adavale, heading for the little-known Hell Hole Gorge National Park.
We had left Adavale an hour earlier and, after crossing a dry section of the Bulloo River just west of the town and passing through the Milo Station property for most of the way, we had opened the gate and entered the park. The bulldust began soon after, but it was only short and it wasn’t hiding too many potholes or rocks, so the route remained easy.
The track dropped down a low escarpment and crossed a small, dry creek, which was a tributary of the much bigger Powell Creek, which makes up the major catchment in this 127km² park. We took the more minor track into Spencers Waterhole which is on Spencer Creek, a major tributary of the Powell. Both creeks have cut deep incisions through the surrounding highlands, resulting in a dissected and tortured landscape with vertical cliffs up to 45 metres high.
After we found a spot to park close to the edge of the cliffs bordering Spencers Waterhole, we went for a walk to explore the rugged country. It’s no wonder the area wasn’t used by pastoralists, as you have to be a mountain goat to get anywhere – and there’s a distinct lack of anything remotely resembling cattle fodder.
Still, there’s no doubt this is an important refuge for native wildlife and birdlife, with permanent pools of water dotted along the creek and shaded by high cliffs.
While red ’roos and euros are commonly seen in the surrounding area, yellow-footed rock wallabies have been recorded in the more rugged and remote sections of the park. Surprisingly, native water rats have also been recorded from the two major creeks previously mentioned, but you have to be sharp-eyed to see one.
Birdlife is common and, while there have been few surveys to determine how many varieties live in the park, the variety we saw included small bush birds flitting amongst the scrub, birds of prey wheeling overhead, and waterbirds – ducks, water hens, herons and egrets – around the waterholes. In spring or after rain, the park is coloured with wildflowers.
Back on the main access track we entered exposed rock country, with the track dropping over a series of low steps that would stymie many low-slung SUVs. The route swings along the edge of a deeply rutted Powell Creek, crosses it at a smoother spot, and then climbs another series of steps that lead to the camping area close to the edge of Hell Hole.
There are some pleasant walks around here, and you can walk the gorges between the two main waterholes if you have the time and are nimble enough. There are great camping spots around here and, while the designated camp spot is close to Hell Hole, there are unofficial camps before you cross Powell Creek on the rock slabs and at Spencers Waterhole on the cliffs overlooking the water.
Back at Adavale we camped at the old Shire Hall, where the extensive grounds have now been set-up as a free camp. On site is an informative display with lots of old photos, as well as brand-new hot and cold showers and flushing toilets. The camping area is less than 100 metres from the Adavale Hotel, which is the focus point of the small, scattered town.
The town of Adavale was developed around an important crossing of the Blackwater Creek, and the town was surveyed in 1880. By the turn of the century it had a population of 2500 and five hotels, the first one established in the early 1880s by the legendary cattleman, Patsy Durack (made famous in the book, Kings In Grass Castles). Some of his relatives, the Costellos, lie buried in the Adavale Cemetery. Patsy went on to found a cattle dynasty in the Kimberley.
There’s a historic walk around the old town, while a mini-museum in the old meat house is worth a look. The two causeways across Blackwater Creek were, rather surprisingly, built by Polish workers between 1949 and 1951, and a small memorial close by acknowledges their hard work that is still appreciated today.
The demise of the town began in 1917, when the railway to Quilpie bypassed Adavale altogether. In 1930 the town was struggling when the shire offices were moved to Quilpie, and its fate was sealed in 1963 when a disastrous flood nearly wiped it out. It’s hard to believe, but there was so much water moving over these vast, billiard-table-flat plains, that some of the buildings were washed downstream.
Today the town has a population of around 25, boosted at times by backpackers serving at the pub, doggers patrolling the Dog Fence, and grader drivers working on the roads.
There are plenty of opportunities for those who want to get away from town and have a lone campsite. South of town the road to Charleville crosses the channels of Blackwater Creek and, once across the first causeway, a track on the south-east side of the road leads to a number of good camps along the shady creek.
Crossing the second causeway brings you to the ‘Red Road’ from Quilpie and, just a short distance down from here, another track on the north side of the road leads along the creek to some large camping spots on the bank positioned above the stream.
There’s good fishing in the streams around Adavale, which is made even better after a flush of water has flown down the waterways. Yellow belly, spangled perch and Hyrtl’s catfish are the main fish caught (bag limits apply), while a good feed of yabbies is always on the cards.
There are plenty of feral pigs through this region as well, but to hunt them you need permission from the local land owners. The police based in Adavale don’t have much to do, so it’s best to ensure you’re always doing the right thing.
Pick up a brochure at the pub in Adavale for advice on short and fairly easy 4WD trips in the area. One route takes you along the old coach road, while another will take you to the old dump (circa 1870) that sits on top of a mesa about six kays from town.
Another rarely visited national park, Mariala NP, can be found 50km from Adavale, along the main road to Charleville. The park protects more than 270km² of rugged scarps, gorges and dissected country that unsurprisingly has never been grazed.
Established as a scientific reserve in 1979, the park has 146 bird species, 26 reptiles, 27 mammals and 10 amphibian species. There are a couple of camping areas in this park; one close to the main road, and two deep inside the park only accessible with a 4WD.
After three full days in Adavale – we had originally planned to stop for a beer at the pub – we headed down the Bulloo River Road to Quilpie. This route on the western side of the river is good dirt all the way and parallels the Bulloo River, before crossing it at Fish Hole Crossing some 30km north of Quilpie. Our unplanned stopover had been enjoyable and interesting, and next time we’ll be stopping for longer.
4×4 Travel Feature
Hell Hole Gorge might sound like the last place you’d want to visit but this outback Queensland park is like heaven for those after some peace and quiet. By: Kevin Smith
When the name Hell Hole Gorge popped up on my radar some time ago, it certainly sparked my interest. Only opened to the general public in 2015 it’s one of the most isolated national parks that you can imagine. Like many in outback Queensland, the park was a grazing property until the early 1990s before it was declared a National Park. Apparently, across its 12,000ha, there are plant species that are part of this area’s mulga bioregion that need to be preserved and are significant to the western region of Queensland.
Hell Hole Gorge has only one road in and one road out, via Adavale (1050km west of Brisbane) where you need to register at the local pub and then deregister on your way out, for emergency reasons and your own safety due to the park’s extreme remoteness. The publican can give you a rundown on the area while you have a coldie and a look around the quirky hotel.
Queensland Parks opened the park to campers in 2018 but you need to be totally self-sufficient with food, water, communications and a comprehensive first aid kit. The last stop for supplies before heading into the gorge is Quilpie, 120km away. The roads out here are generally a stunning red-dirt type with mulga, red gums and gidyea trees lining the road with low saltbush intermixing around their bases.
The history of the remote regions of Queensland is fascinating and Adavale is no different. Dating back to early the 1800s it’s hard to believe that Adavale was once a thriving town during the gold rush days, and it had an unbelievable eight pubs in the area, a police station, several doctors, a school and shops, and it was on the mail route out to Windorah.
Originally the rail line was to come out to Adavale but a last-minute decision had the line sent out to Quilpie instead, and this hurt the town and it slowly died. But later on in 1963 huge floods swept through the area, and it was reported that the water was 10-miles wide (16km) at Adavale, cutting the town off for weeks and washing away buildings, and resulting in more locals leaving the area in despair.
There’s a history trail across the road from the pub where a mini-museum is packed to the roof with 100-year old relics, and there are signs in the nearby paddock where the old town buildings were, while a couple of old shacks give you a little indication on what was there.
Adavale was reportedly named after a bride when her veil flew off into a local creek and somebody yelled out, “There goes Ada’s veil!” These days there are about 20 permanent residents living in this remote town and it is a good little place to have a look around with its outdoor museum, the old police cell that’s been restored and jammed packed full of memorabilia, plus the local hall which has had a makeover and features stunning old photos around its verandah, along with several police reports, old cattle and mine leases, and other relics from the past.
An added bonus is you can free-camp here beside the hall before heading into or out of the gorge area. Around town there’s good fishing for yellow belly in the Bulloo River, plus you can check out the causeways built by a couple of Polish workers back in 1950.
Heading north out of Adavale towards the park you’ll pass through working pastoral stations where cattle wander freely and have the right of way. With a 70km drive to the park don’t expect it to take any less than two hours due to the corrugations, thick bull dust and photo opportunities along the way. It’s a stunning drive with long stretches of sand, narrow single-lane tracks plus some sections where the road winds down and across huge ancient dry creek beds.
As you enter Hell Hole Gorge NP there’s an information board highlighting the area’s flora and fauna, its features and camping procedures. Don’t forget to self-register before heading to the park through Queensland Parks online – this needs to be done back at Adavale. The park has only been open to campers for a short time and after a long drive in you’ll find that the designated camping area is across the other side of the Powell River gorge.
Parks Queensland has placed blue markers along the old river bed that direct you to drive down onto the rocks, then upstream for a good 200m, then back the other way before popping out the other side. The route laid out by the markers seems a bit strange – there are plenty of beautiful camping spots before you head across to the gorge overlooking the creek and waterholes – as it seems to be creating extra wear and damage in the old creek bed which, by the way, has a couple of steep drop-offs, so if you’re towing a camper it needs to be a genuine off-road unit.
Once you find a site, and there are plenty of them tucked up behind rocky outcrops and the mulga trees, there’s nothing more to do. Hell Hole Gorge doesn’t have 4WD tracks, but it’s a quiet place where bird watchers, hikers and those seeking a little solitude can spend time doing what they love.
Camping is only 200m from the waterholes where at any time of the day you’ll spot an array of different birds, fish, the rare Krefft’s river turtles and maybe spot the yellow-footed wallaby as we did near the 40m-high cliffs farther up the gorge. When the sun sets out here, there’s an eerie quietness across the area, but it’s a typical outback sunset where stunning colours light up the sky and at night the stars seem to be brighter than anywhere else.
Hell Hole Gorge itself is a large, permanent waterhole that’s been created over time where age-old river gums line the banks giving refuge to birds and other animals that want to escape the heat. The Gorge has been formed over millions of years with water running high and fast through Powell Creek and pumping down into Hell Hole, creating this large waterhole. Nearby in Spencers Creek, the erosion has created long and large pools where red cliff faces give a stark contrast to the upper landscape of the area. Spencers waterhole is a place to sit and watch the wildlife and enjoy the cool outback water.
Seasons are extreme out here with summer temperatures reaching the high 40˚Cs, so it would be excruciatingly hot with clusters of flies, yet the winter nights can get bitterly cold, with bearable days that are great for exploring, so be prepared for whatever season you choose.
There are no facilities out here and all rubbish needs to be carried out, toilet waste needs to be dug into the ground and paper needs to be burnt if it’s safe to do so at the time. There are no formal walking tracks in the park either, so take care when you venture, as it can be easy to become a little disorientated if you explore away from camp.
Hell Hole Gorge is only a small NP in comparison to others in western Queensland, but due to its isolation it needs to be respected – if anything goes wrong out here help will be a long time coming. For those after a remote outback adventure, a visit Hell Hole Gorge is worth the long drive in, and it would be a stunning area to explore after a good dumping of rain with the rivers flowing, the flowers in bloom and plenty of wildlife about.
AN in-depth look at new 4×4 equipment released by EFS 4×4, TAG and Carbon Winches.
EFS 4×4 Adventure Stockman Bullbar Suzuki Jimny
The new Adventure Stockman Bullbar from EFS 4X4 Accessories has a host of features to enhance and protect the current-model Suzuki Jimny. The winch-compatible bull bar has a 63mm top tube, lower bash plates, twin antenna mounts and a winch cradle mounting bracket. It also features super-bright LED driving lights and indicator and positioning lights, EFS bumperettes, and Hi-Lift jacking points.
It’s manufactured using robot welds for strength and a neat appearance, and it has a long-lasting and hard-wearing Endura coat finish. The bar has been tested to comply with ADR69 and meets vehicle airbag safety regulations.
RRP: $1495 Website: efs4wd.com.au
TAG Zinc Plated Tow Ball
The new TAG 50mm Zinc Plated Tow Ball is more resistant to the corrosion, peeling and rust build-up that’s common with standard chrome tow balls, making it especially suited to those who tow boats and regularly reverse into water on boat ramps. The 50mm ball is rated to 3500kg and it conforms to the requirements of AS4177.2-2004 Appendix A Static Test.
RRP: $22.99 Website: www.tagtowbars.com.au
Carbon 12,000lb winch
Carbon claims its 12,000lb winch is the lightest of its kind on the market, weighing in at just 23.45kg when fitted to your 4×4’s bar. The Aussie-designed winch features a fully sealed 6.2hp series wound electric motor, a motor breather kit to prevent water ingress during heat cycles, a 216:1 gear ratio, an electroplated gearset and multi-position control box mounting points.
It’s supplied complete with both wired and wireless remotes, an isolation switch, multi-fit standard/offset fairlead, hook, wiring and control box, and is backed by a five-year electrical warranty. Other winches in the Carbon range include the 9500lb, 17,000lb and 4500lb (ATV) models.
RRP: $995.00 Website: adventurewarehouse.com.au/
Custom 4×4 work doesn’t always have to sacrifice form for function, as Readers Rigs this month features a collection of clean and neat builds.
To get involved, post a pic and a description of your rig to our Facebook page, for a chance to win an ARB High Output Air compressor valued at $335.
2019 MAZDA BT-50 EXTRA CAB : REECE STEVENS (4×4 Australia Readers’ Rigs Winner of the Month)
It has a three-inch lift and runs 33s, ARB bar work, Superior Engineering upper control arms, bash plates, dual batteries, custom tune with a DPF delete and a three-inch exhaust.
2016 TOYOTA LANDCRUISER 200: RANTO RANTON
It’s fairly stock at the moment, but it’s running Stedi nine-inch Pro spots, Fuel Beast rims, a Rhino-Rack Platform, ITeCH lithium auxiliary battery and charger, MSA drop slide, custom drawers and Ironman slider/steps.
2018 MITSUBISHI MQ TRITON BLACKLINE: DAVE ALLEN
It’s set up for camping. Kit includes an ARB Summit Bar, Canopy and Trade Rack, a dual-battery setup with Redarc charger, an ARB 47-litre fridge, ARB driving lights, a Darche 270 awning and Black Duck seat covers.
1996 JEEP CHEROKEE: STEVEN CONNELLY
Apart from a set of 30-inch muddies, she’s stock as a rock. The XJ must surely be one of the most capable 4x4s straight out of the box! Still plenty of adventure left in the old girl yet.
2003 NISSAN PATROL (TB48): DG BROOKE
Gear includes three-inch Dobinson coils and shocks, dual batteries, homemade rooftop tent, winch and 35-inch MTZ tyres. The engine has not been touched, with 345,000km on the odo.
2015 TOYOTA HILUX SR5: DAN TURNER
Bluey the Hilux has a two-inch OME suspension lift, Xrox bullbar, GME UHF, nine-inch led spotlights, a Ladrack with a trade-style roof rack over the back and a 2x3m awning. The journey has just begun.