A COUPLE of hours’ drive from the Coffs Coast, midway between Sydney and Brisbane, is a wilderness area where you can camp and explore.
This trip begins just out of Dorrigo on the NSW mid-north coast, an area known for rich farmland that grows some of the best potatoes in the world (outside of Ireland, of course). Volcanic activity in the area near Ebor some 30 million years ago pushed and formed high peaks that became part of the Great Diving Range, and it also provided deep-cut gorges that are inaccessible and rugged.
After visiting several tourist locations in the quaint village of Dorrigo, where you can still get real meat pies, we headed farther west towards Armidale. The tar road from Dorrigo twists its way over rolling hills, green from recent rainfalls, and it’s not long before we hit Grafton-Armidale Road and headed north to Dorrigo Plateau, where the views here fall into the distance on both sides of the road. After a 10-minute drive we soon approached the locality of Hernani. Population… not a lot.
Signposted directions led to Guy Fawkes River National Park and, still on the tar, we swung past sleepy farms and the local district school. It didn’t take long to hit the dirt, and when we did, we passed the last farm and the last sign of civilisation. Phone signal dropped, too, so it’s vital to be self-sufficient with spare tyres, food, water and tools. It was hard to comprehend that just an hour ago we were battling coastal traffic for parking spaces at the local beach.
When you leave the locality of Hernani you’ll hit Hardens Road, a good all-weather road that passes through old timber forests. Keep a look out for several signposted turns – but look closely, as the signs are ageing with moss and other gremlins. Still, you can’t go wrong with a good GPS system at your fingertips.
The vegetation starts to change to a more temperate setting as you climb higher, with vines climbing over ash trees and tree ferns; while down below at ground level, fragile soft maiden hair ferns mind their own business.
Around the 15km mark an old timber sign pointed us towards Mount Hyland picnic area. A 4WD is needed on this narrow track as you’ll need to squeeze past tree ferns, but it’s worth it for the walk to the trig station which provides awesome views of the ridges towards the coast.
Back on the main road we found ourselves at a T-intersection and spotted ‘Vista Lookout’ to our right, a signposted road where several trailers can easily swing around and park. This spot was great, with a picnic table, information board explaining why this area is so special, and views towards the coast. It’s a top spot for a cuppa and to reflect on life, and all this just 20km into our trip.
Backtracking past the T-intersection you’ll soon find the turnoff to Chaelundi Rest camping area. This 12km diversion down into the wilderness camping area is on a steep, winding road where you need to keep an eye out for 4WDs and animals as there isn’t much room to quickly pull over.
A spot where you can stop is marked as Misty Creek Lookout, about 6km down the road on the left. A 300m return walk to the edge of some of the most breathtaking lookouts you will ever see provides views across the rugged Guy Fawkes Wilderness, from the river below that snakes its way through the valley, to pockets of rainforest tucked in on the southern sides of the gorges.
The vegetation farther down the mountain is still thick, with heavily timbered hills and a scattering of tall tree ferns throughout. Some 6km down you will enter the Chaelundi Rest Area, with tent areas, a section for day-trippers and bushwalkers, and a pocket for camper trailers.
The well-thought-out camping area has information boards, a fire box with timber offcuts, pit toilets and barbecue plates. The site utilises an honesty pay system and general fees apply for camping and those without an annual vehicle pass.
Once you decide it’s time to leave, wander back to the top of the range. As it’s a steep climb out, 4WD is recommended here; and as you wind your way along the ridgetop, the highest section of Chaelundi Mountain is at an altitude of 1377m above sea level.
Dropping down the northern side of the mountain the vegetation changes again, with the cooler temperate areas changing into areas littered with huge granite boulders hiding amongst huge gums.
Just when we thought the trip was over, Sundew Lookout appeared some 7km down the road. It’s signposted, but you need to keep an eye out. The view was the same as previous days: awesome, unbelievable and fantastic.
The high elevation means you need to be aware of the weather, as it can change from gully to gully. Several heavy showers in a very short time had turned the road to slop, but being in a 4WD we just flicked a lever for added traction.
Jumping back on the road we lasted only five minutes before another marked lookout was posted on the road. This time there was a twist: the lookout was to the west.
A bit farther down the road, keep an eye out for Hamburger Rock – maybe if you squint it may look like a hamburger? The road then meanders downhill through thick timber forests, the soft tree ferns giving way to grass trees and a host of different cycad palms.
It’s evident that there’s less road maintenance out this end of the trail as it was rough, with small ruts and rocks, but nothing a little ground clearance or some good all-terrain tyres wouldn’t fix.
As we approached the 100km mark we realised our trip was nearly over. A last stop beside the Mann River for afternoon tea left us with several decisions: do we turn around and do it again, or do we swing right and head back to the hustle of the coast?
Travel Planner
LOCATION The Guy Fawkes Wilderness area is located in northern NSW, 100km inland from the Coffs Coast. This region has a host of State Forests and National Parks, with lookouts, walking trails and side roads. With a mining history that dates back to the mid-1880s, with several gold and gem fields, it’s always exciting to explore. The plateau was formed some 30 million years ago from a nearby volcanic eruption, thus giving a diverse range of flora and fauna. The summers get hot, but in winter there is often a light snow.CAMPING This trip is fairly isolated and you’ll need to be self-sufficient with food, fuel, water and maps. Several campsites are situated along this drive, but the main one, the Chaelundi Rest Camping Area, is located along the middle of the Chaelundi Trail. National Parks has set aside enough room for camper trailers and there’s a huge tent area. Pit toilets have been installed and there’s free firewood supplied by National Parks. A small creek flows past the camping area, with water available from here – boil it first. No bins are provided and fire pits are located throughout. Camping fees are $5 adult per night and $3 child per night. The vehicle pass is payable into an honesty box when you arrive at the campsite.
BEST TIME TO TRAVEL Spring or autumn. Summer can get stifling hot, which brings out flies and the odd black snake. As you’re 1000m above sea level for the majority of the time, the winters get bitterly cold with a good chance of light snow.
FUEL & SUPPLIES The nearest major town is Dorrigo, a friendly place with basic facilities including several fuel stops, mechanical services, supermarket and a great country bakery. The local info centre has all the relevant details. Phone service is limited; and while this trip is only 200km-long, you need to be self-sufficient. Once you end the trip at Dalmorton (now abandoned), it is another 80km to fuel.
TRIP STANDARD Stick to the main trails and this trip is fine for a decent off-road camper trailer. The main forest trails are irregularly maintained. A 4WD is essential, not for the deep ruts or funky trails but for the rise and fall of 1300m over several steep kilometres. All-terrain tyres are recommended. This trip is unsuitable for caravans due to some narrow, winding roads. Camper trailers need to take care.
MAPS & GUIDES There are several brochures available from the Glen Innes Information Centre, but the best map for this location is the Glen Innes State Forest Map. This scale of 1:125,000 has basic info yet covers the whole area.
CONTACTS Glen Innes Visitor Information Centre: (02) 6730 2400 Glen Innes State Forest office: (02) 6732 2922 Alternatively, drop into the Dorrigo Visitor Information Centre, or the local National Parks office for information on road conditions and camping fees.
HERE are five reader-submitted 4x4s that were recently featured in the May 2019 issue of 4X4 Australia.
To get involved, post a pic and a description of your rig on our special site here or post it to our Facebook page.
2008 JEEP JK WRANGLER: JACK RALPH (4×4 Australia Readers’ Rigs Winner of the Month)
IT’S a 2008 2.8-litre turbo diesel four-door Jeep JK Wrangler, with an ARB front bullbar, Adventure Kings winch, 10-inch Fox remote res shocks with a Teraflex three-inch lift kit, and hydraulic bump stops. It’s also got heavy-duty Teraflex control arms, heavy-duty drivetrain, heavy-duty drive shafts, ARB diff covers, diff breathers, and a Smittybilt Atlas rear gate/bar. It’s my pride and joy.
MITSUBISHI TRITON: JOSH CLACY
The mods never seem to end, but it has a two-inch body lift, two-inch Outback Armour adjustable bypass shocks, 305/70 16 Toyo RTs, front ARB air locker, four-inch stainless snorkel to custom airbox, stainless steel intake pipe, alloy intercooler pipes, heavy-duty Exedy clutch, Catch Can, three-inch exhaust, and it has been tuned to 164kW and 650Nm.
It’s also got custom barwork all ’round, front and rear scrub bars, sliders, rear bar and tyre swing-away, winch, 3mm stainless steel bash plates, tub racks, dual-battery setup, and a few other bits and bobs.
The best place I’ve taken it so far is Fraser Island, but in July I’ll be heading on a trip around the Top End from the Kimberley across to Arnhem Land then down through Uluru and across the Simpson Desert.
1977 LAND CRUISER FJ55V: ANDREW STEWART
We need more unique, off-the-cusp vehicles like this FJ55V. Kit includes 70 Series two-inch suspension, STEDI halo headlights, custom barwork (front/rear), 55 Series’ factory A/C, 60 Series power steering, 60 Series diffs, custom sliders, factory rust, ARB Locker and LEDs. It was built for OCKA 2019.
LAND CRUISER HDJ78: MACKA WEBB
The setup is mainly for family touring: HDJ78 factory turbo with top mount cooler, exhaust, snorkel, chip, factory lockers, lift, Dynamic rims, KO2s, interior consoles, drawers with drop fridge slide, stainless steel water tank underneath with pump, hot-water shower, rear wheel carrier and a Rhino platform… and I’m still modifying the thing. It’s been to plenty of places, with Tassie a highlight.
JEEP WRANGLER SPORT UNLIMITED: ANDREW GARTRELL
It has Teraflex suspension, 35-inch mud tyres, Rugged Ridge front and rear bars (with tyre carrier), TJM winch and rock sliders, AEV wheels, Lightforce light bars, snorkel, Fox steering stabiliser, Lightforce rock lighting and rear camp lights.
Electrics run through an sPOD system with independent relays and circuit breakers. It also runs Elockers (front and rear diffs), electric brake controller, air bags in the rear, Long Ranger aux tank and additional skid plating.
A Vector mounting system looks after the mounting of phones, iPad, GPS, etc. We try to get out as much as we can, however, one of my favourite trips is the Vic High Country, and we recently came back from a week up at Rover Park, Tenterfield.
The Track Trailer Tvan is 20 years old this year and in that time has built an enviable reputation for quality, reliability and unequalled off-road ability.
In 2017 the Mk5 was released, featuring some 250 sheetmetal changes from the previous incarnation and four different models to choose from. While the Mk5 is still distinctly a Tvan it is better in nearly every way than its predecessors, and it has stayed true to its reputation of delivering unparalleled ride, great comfort and off-road capability.
All Tvans share the same key characteristics including the somewhat idiosyncratic looks, the unique MC2 suspension, a hot-dipped galvanised chassis, durable riveted steel and aluminium construction of the cabin and lower body lockers, an aluminium rear folding deck, off-road electric brakes, and a fully articulated off-road coupling. There’s also the quick-erect tent that drops down easily and quickly from its own compartment and never gets anywhere near the bed.
While the tare weight of the Murranji (the top-of-the-line variant) is 1100kg the standard suspension is rated at 1500kg, providing a payload of 400kg. An optional upgrade to the suspension (and 12-inch brakes) ups the rating to 1800kg, giving a mammoth 800kg payload. Fitted to our rig were 265/70R17 tyres and, while you can go to 33-inch rubber, these are about as big as you can go on the Tvan.
The most noteworthy changes of the Mk5 over its predecessors include a taller roof design to provide more head room, more cabin space with a slightly wider interior, a lighter weight rear deck, a host of electronic and electrical improvements and equipment, a more refined tent with easy-to-use magnetised clamps around the floor, and many other smaller modifications. The Murranji also gets the unique Skyward Rear lift-up deck, among a host of other goodies.
We recently took a Canning (below the Murranji on the Tvan line-up) model on a gruelling two-week jaunt through the South Australian outback. This unit had been optioned up with a few choice accessories including a diesel hot water system and sliding glass windows.
Both Canning and Murranji models get the Premium Kitchen, which is a beauty and offers a three-burner cooktop, three large drawers for everyday items from cutlery to coffee, a large stainless steel preparation area, a glass-top sink with mixer tap, and the brand’s easy-to-lift-into-place windshield. Both models also get Track’s Quick Cover swing-out awning that covers the kitchen area quickly and effectively; it’s one of the best and most clever awning designs I’ve ever used.
The kitchen stove, protected by the lift-up shielding, works in all but the windiest of situations, when extra tall shielding or all-round shielding is required – the awning helps in many of these situations (depending on wind direction). The kitchen area and its stainless steel preparation surface is more than adequate for preparing the biggest of camp meals.
These two Tvan models get as standard a front storage area which comes with two sealed lockers, the one on the left being insulated and fitted with a sliding fridge drawer, 12-volt power and filtered venting.
It’s suitable for an Engel 40-litre, ARB Blue 50, or a National Luna 55-litre fridge, but there would be some bigger units on the market nowadays that just wouldn’t fit. The locker to the right is fitted with an optional sliding tray ideal for jerry cans, a generator, a second fridge or whatever you want.
The spare tyre is mounted atop the front boot, while two 4kg gas bottles nestle inside their own compartment in the central area of the boot. A 108-litre water tank is mounted underneath the body behind the axle, while an optional 70-litre tank can be fitted.
A lower body locker on the right-hand side of the camper is suitable for storing items such as the full annex and walls (another option), toolboxes or soft bags, while a small full-width compartment is ideal for carrying extra poles or an axe (or similar).
An open compartment on the left side can carry a jerrycan, while a water pump system that has the ability to draw water from an external source tucks in beside the jerrycan compartment. The diesel hot-water system, behind a lockable lid, was on the opposite side of the camper.
The drop-down deck can carry up to four MaxTrax, while a small folding shelf can carry a surprising amount of wood. The levelling legs for the deck now lock within the deck frame and mount quickly and easily into place. The lift-up hatch entry door easily and lightly swings up to provide access to the inside of the camper, or it drops down to close the camper. It’s extremely dust proof and I’ve never had any dust issues in any of the Tvans I’ve owned.
A queen-size double bed takes up most of the room under the hard roof, and it’s always set up and always away from any damp canvas. The windows, rooftop vents and the higher roof of the Mk5 gives the camper a pleasant, spacious feel. Three storage drawers can be found under the bed, while a roof storage system and side-wall storage pockets hold plenty of soft gear including clothes and books. Two three-speed fans are positioned up high and on each side of the cavernous entry door (which is bigger than previous models). Air conditioning is optional on all models.
A battery management system, DC-DC charger, circuit breakers, power outlets, USB sockets, pure sine-wave inverter and switches are on the right side of the interior, while an AM/FM/Bluetooth Fusion sound system is on the left-hand side. The 105amp/h AGM battery (lithium is optional, as is a second battery) is contained in a box beneath the floor, while a 120W solar panel is mounted on the roof.
The tent has been refined from previous models and, while it stores and drops into place in a similar way, the floor is held in place by strategically placed magnets. Packing up is also made easier by the simple use of pull-down straps. While it is different to any other camper-trailer tent on the market, the Tvan tent is quick to deploy and takes less than five minutes from go to whoa. We rarely set the tent up, though, preferring to use the rear insect screen which is a 30-second fit to the entry door area.
The Tvan is ideal for the couple who want to tour the hardest and most remote tracks on the continent, as it’s capable, more comfortable and has more features than ever before. It may be costly, but these units are the epitome of design and Australian manufacturing, exuding build quality, comfort and reliability. The Tvan comfortably rode behind the Cruiser, proving its suspension is better than most tow vehicles. Approach, departure and rampover angles are first class, with the Tvan tracking accurately, only cutting the sharpest of corners by a tad.
The Tvan Canning sells for $67,490, but adding the diesel hot-water heater, sliding windows and a sliding drawer bumps the price to $76,660 (as tested). History has shown there is a strong market for Tvans, where they hold their value extremely well. For example, the first Tvan ever built was sold to a friend of ours 20 years ago for $20K. Today it is again up for sale for $18K … how’s that for holding value!
RATED Available from: www.tracktrailer.com.au RRP: Canning from $67,490 We Say: Costly, but well designed and exudes quality, comfort and reliability.
EARLY season snowfall and a sneaky day out of the office made for an epic day of snow driving north-east of Melbourne this week.
With a cold front dumping snow in the alpine areas more than a week out from the June long weekend, which marks the official start of the ski season and also the seasonal track closures for much of the Victorian High Country, it was too good an opportunity to pass up.
The team at Marks 4WD put the call out to its ever-growing group of portal axle-equipped Land Cruiser owners to see who was keen for a mid-week escape, and we ended up with a trio of portal-equipped LC79 double-cabs on the day.
The Marks 4WD portal axles give the 70 Series Land Cruiser an additional 150mm of ground clearance under the diffs, which is just the thing needed for driving in deep snow. The engineering process also makes the vehicles legal on 35-inch tyres in all states, which is another huge bonus for off-road exploring.
Once the snow started to appear on the logging tracks, the high-riding trio stopped to air down those 35-inch tyres to increase the tyre footprint across the light, fluffy snow that continued to fall throughout the day. There was more snow on the tracks the higher into the hills we climbed, and it soon became evident that a vehicle had travelled along the same route earlier that day. When that vehicle passed on its way back down the driver said the snow was too deep and the track too steep for him, so it was all virgin snow from then on.
Driving through snow provides a unique experience that can be hard to encounter in Australia, where only a small part of the country receives snowfall over a short part of each year. Add to that, that many of the tracks are closed during winter and that good snow driving can be hard to find. When you find it, the experience is a bit like driving in deep, soft sand with the added challenge of low traction ice to further add to the fun.
For South Australian, Wayne, the owner of the ‘DUAL79’ Cruiser, it was the first time he’d experienced snow at all. Wayne was in Melbourne to have the portals fitted to his 79 as well as a fresh tune at Power Torque, Victoria. His timing was perfect and he had a ball driving through the wintery mountains with a couple of locals. It was the perfect way to get a feel for the new axles and wheels on his Cruiser.
Even on 35s and portals there were sections of track that were too steep to climb in the slippery conditions. With the tyre pressures dropped even further, the lead car pushed on in to the deepening snow but winches had to eventually be used. A large tree blocked the track and had to be by-passed, and this also required winches to be used to get off the road and around it.
A pair of Nissan Patrols eventually caught up and helped direct the winching and, once the high point on the track was breached, the convoy caught up with some cross-country skiers, also out enjoying the early blast of snow.
The early snowfall has prompted the authorities to close some tracks earlier than usual, while some of the ski resorts are opening a week earlier. If you’re planning any trips to the High Country or other areas that experience snowfall, it’s best to check the road conditions before you head out. The 4WD Victoria website has up-to-date information on these closures, and always adhere to road closures as they are there to protect both the tracks and you.
You also need to be well-prepared before you head out in these conditions. A well-maintained and capable vehicle is essential, as are the skills to drive in such terrain. Reliable communications beyond a mobile phone are a must-have should you get stuck and need rescuing. Additional warm and dry clothing is also needed, as you might be stuck for a while or even overnight, as one group of four-wheel drivers discovered earlier in the same week.
Marks 4WD: www.marks4wd.com
4WD Victoria: www.4wdvictoria.org.au
HENNESSEY Performance, the Texas-based tuning house that recently revealed its version of the US-bound 2019 Ford Ranger, has honed its focus toward the 2019 Jeep Gladiator.
The Maximus 1000 – aptly described as “badassery on four wheels” by company founder John Hennessey – not only gets a 6.2-litre supercharged Hellcat V8 engine, but Hennessey has upped the ante with an HPE1000 Engine upgrade to end up with 1000hp (746kW) and 933lb-ft (1265Nm).
“We wanted to create the ultimate Jeep Gladiator,” said company founder, John Hennessey. “Our clients want exclusive, extreme vehicles that deliver a fun and exciting driving experience both on- and off-road.”
The Hellcat V8 is mated to an eight-speed automatic transmission, with Hennessey also tweaking the Gladiator’s ECU, wiring harnesses, radiator and fuel system. A stainless steel exhaust system has been installed, while the tuning mob has also installed an upgraded suspension system to provide six inches of lift.
Maximus bumpers have been installed fore and aft, LED lighting resides on the roof and front bumper, and the steroid-fed vehicle rides on Hennessey 20-inch wheels wrapped in BFG 20-inch Off-Road rubber.
The premium feel flows inside the cabin with the vehicle receiving a custom interior leather upgrade, as well as Hennessey and Maximus embroidered seats.
As can be expected, all of this high-end equipment doesn’t come cheap, with the Hennessey-tweaked Gladiator asking for US$200,000 (AU$290,000 approx.). You’re not getting one here, though, with the build exclusive to the USA.
However, that Hellcat crate engine is available for US$30,000 (approx.) via Mopar Performance should you want to embark on your own conversion project.
The Maximus 1000 will be an extremely exclusive vehicle reserved for people with deep pockets and a hankering for high-powered off-road-focused luxury, with the production run limited to just 24 units.
The Hennessey Maximus 1000 comes with a three-year, 36,000 mile warranty.
The new Defender, disguised examples of which have been carefully ‘leaked’ to the media and fans around the world by Land Rover’s PR department over the past several years, has finally (supposedly) been unveiled, sans camouflage, and it looks like a Defe … I mean, a Discovery?!
When I first saw Land Rover’s DC100 concept about seven years ago I thought it was an interesting design study that the all-new Defender would draw from. But the design aspects I liked were limited to the DC100’s short front and rear overhangs, the seemingly generous ground clearance and the tailgate-mounted spare; to me, the rest of it looked like a cross between a Freelander and a Discovery 3.
Since 2012, Land Rover has ‘leaked’ photos showing short- and long-wheelbase versions of heavily disguised Defenders undergoing testing in all corners of the globe (except, disappointingly, Australia). It has even released detail shots that clearly show the new Defender’s Discovery-like fully independent suspension, much to the chagrin of diehard Defender fans the world over.
We already know the upcoming Defender will share its underpinnings with the Discovery and Range Rover, which means it will have a lightweight, monocoque body structure and height-adjustable fully independent air suspension, as per the current Discovery. What we didn’t know, until now, was that the Defender would also look like a Disco – like the previous gen Discovery 3/4, that is, not the current Discovery 5.
Sure, we’re yet to see detail pics of the front-end or the rear styling, but take away the stepped roofline of the Disco 3 and 4, and the overall shape of the new Defender, as seen in recent publicity shots, looks remarkably similar. And while this new-look Defender might win over urban four-wheel drivers (especially those who don’t like the sleek Disco 5) it won’t find favour with many traditional Defender owners, especially those after a tough but simple go-anywhere 4×4 that can be easily modified by its owner.
However, Land Rover probably isn’t all that interested in appeasing the few diehard fans of old-school 4×4 technology, instead hoping to attract new customers to the marque with its new high-tech Defender. But I reckon this approach could be to Land Rover’s detriment.
At all the Land Rover launches and events I’ve attended over the years, there has always been a Defender lurking in the background in case a new Discovery or Range Rover needs a helping hand, no matter how off-road capable it supposedly is. But what’s going to happen if one of these new high-tech Defenders gets stuck at the model’s launch? I bet there won’t be any ‘proper’ old-school Defenders there to drag it out of its predicament.
Land Rover is a company proud of its heritage and until now has spruiked that heritage at just about every opportunity, but with the impending launch of this new Defender it seems as though the company might be too busy looking forward to keep reflecting on its past.
Of course, it doesn’t have to be like this, as recently proven by Jeep. The new JL Wrangler (and the upcoming Gladiator ute) successfully meld old-school 4×4 tech with new tech in the form of separate chassis architecture and live axles at both ends combined with state-of-the-art engines, transmissions and passive and active safety technology. And I reckon this is the route Land Rover should’ve taken with the next generation Defender.
I’d be more than happy to be proved wrong and sincerely hope the new Defender is so good that I’ll want one, but from what Land Rover has ‘leaked’ to date, I’ll stick with my old leaky Defender.
IT SEEMS our projects are never completed, and every time you see another truck, be it in the metal out on the tracks or on the pages of 4X4 Australia magazine, you’re bound to find something else that lights that globe above your head indicating that the gears are turning and ideas are forming.
Brandon Droessler’s gold Hilux on the cover of the June 2019 issue of 4X4 Australia – in stores May 30 – is one such vehicle that’ll send your head into overdrive. Brandon started with a bog stocker and really went to town on it to create the rig you see here. And he’s not done yet, as there are lockers set to go in and the possibility of an SAS front-end swap and V8 conversion in the future.
It shows what can be done when buying a slightly older car, with the money you save by not buying new being spent on accessories and modifications. When we built up our give-away Hilux a few years ago we started with an ex-Telstra car that was 10 years old and cost us just on $20K. It was a sound base on which to create the vehicle we wanted, and the end result was worth close to twice the purchase price; yes, still less than buying a new car. And it was far more capable and functional than any bone-stock new car.
At the other end of the modified 4×4 spectrum you have the wild, factory-built customs, like those Jeep creates for the Easter Jeep Safari and the mind-blowing 6×6 Land Cruiser that is being built by the team at MSA 4×4 Accessories. We gave you a sneak peak of all the EJS Jeeps last month, but in the June 2019 issue we bring you an exclusive drive of the Gladiator Wayout Concept, a tourer we reckon anyone with a heartbeat would want to get the keys to.
While 6×6 Land Cruisers might seem like they’re becoming common these days, this 200 Series from MSA promises to be something unique. With a houseful of kids, MSA’s Shane Miles needs a three-row, seven-seat wagon, so he’s building this Cruiser as a stretched six-wheel drive that retains the 200’s third row. Could this be the ultimate family hauler? Shane sure hopes so, and we’ll be bringing you a series of features on the build of this one-off creation.
The June 2019 issue of 4X4 Australia is out May 30.
THE Bushranger Night Hawk has won the 2019 LED driving light comparison.
The light pattern with the standard spot cover is superbly bright over long distances, and it combines with one of the better (not the overall best) wide-angle spread over short and medium distances. Plus it’s devoid of annoying, patchy shadows.
The clip-on cover (as much as they often tend to reduce light output) transforms this light into something akin to an LED light bar with an incredibly wide, strong beam. There are still no patches or shadows, and it casts a decent distance beam – not as concentrated or bright as the spot, but totally useable in its own right and potentially perfect when combining one spot and one spread beam.
Using a pair with the standard spot beam covers would return adequate vision all around, while slipping one spread beam cover on for high-speed antics would improve peripheral vision for spotting wildlife.
Plus, using both wide-beam covers for low range crawling would maximise the vision required closer to your vehicle. Given we could still see plenty of detail at the extremities of our 350m test bed, there is also the likelihood that using the two flood beam covers during high-speed on-road driving may be practical.
The flow-through ventilation via inbuilt air ducts is another unique aspect of the Night Hawks; given they chew at 175W and measured 14.3amp on test, the engineers must’ve ‘turned up’ the LED’s outputs to maximise the safe light generation. Cleverly, Bushranger has incorporated an Active Temperature Control system to ensure this high power and light production isn’t detrimental to the workings or longevity of the LEDs.
The simplistic yet rugged design of the fitting bracket is impressive. The Night Hawks should easily fit a majority of vehicles, especially given their overall lower height which allows for a lower than normal fitting space. However, perhaps one of the dual Allen keys for the vertical adjusters could be swapped for a hand-operated system to easier align the lights.
We didn’t wire up the VLI (Variable Light Intensity) loom, which allows for light dimming via a dash control. This adds $89 to the price and its overall usefulness isn’t conclusive.
The Night Hawks are priced in the middle of this pack, making this formidable driving light near unbeatable when combining specifications, inclusions and potential pairing with spot and wide beams.
Bushranger Night Hawk specifications Lumen (claimed): 10,800 (effective) Dimensions: 230mm (diameter) Beam pattern: Supplied with spot and combo lenses Housing: Cast aluminium Lens: Polycarbonate Water/Dustproof rating: IP69K Electrical connector: Deutsch 4-pin Warranty: 5 years Measured amp draw: 14.3 (amps per light) Nominal wattage: 175W RRP: $447.50 per light Website: www.bushranger.com.au
FETTLED custom creations, a massive wagon comparison and a Stateside adventure in an Easter Jeep Safari concept are squeezed into the June 2019 issue of 4X4 Australia.
This month we peer beneath the bonnet of a N70 Hilux that has been transformed into a gold nugget; we salivate over a mammoth six-wheeled, Hemi Hellcat-powered Wrangler … yikes; and we begin our coverage of AEV and MSA 4×4’s LC200 build.
Fraser ran his microscope over four wagons – Trailblazer, MU-X, Pajero Sport and Rexton – to see if the new kid on the block (Rexton) can make an impact. Plus our resident American journo stole the keys to Jeep’s Gladiator Wayout concept, before hitting the hills of Moab, Utah.
The 4×4 Adventures team continue to point their off-road tyres through the southern forests and parks of coastal NSW, and we attend Cliffhanger 2019 to bring you a wrap-up of the event.
As a bonus, the June 2019 issue has the latest 4×4 Adventures DVD (NSW’s SE Forests, episode 2) slapped on the cover.
WHAT ELSE IS THERE?
– First look at the MY19 Isuzu D-Max and MU-X.
– Exploring Clarence River and Mt Lewis National Park.
– An in-depth guide to all-terrain jacks.
– Heaps of new products reviewed.
– 79 and Disco SD4 long-term updates.
– Terrain Tamer celebrates a milestone.
– Regular columns and heaps more.
The June 2019 issue of 4X4 Australia is out May 30.
THE ALL-NEW Defender is set to become a volume player within the Land Rover line-up, in turn taking the fight to off-road market leader Toyota with sharp pricing and a broad model range targeted at the likes of LandCruiser and Prado.
The revelation marks a major shift for a nameplate that traces its lineage back to the original Land Rover Series 1 of 1948, the brand keen to claw back some of its former glory as a major player on Australian stations, tracks and trails.
While the hotly-anticipated new Defender is yet to be revealed – only images of disguised cars have been released as part of a carefully scripted drip-feed media campaign – interest is at record levels, local managing director Mark Cameron confirming some dealers have already begun taking deposits.
“New Defender … that is going to be a real game-changer for us, particularly in this market where I think it’s really going to strike a chord with customers,” Cameron told 4X4 Australia this week, suggesting the British off-road specialist planned to grow Defender volumes by more than 400 per cent from its record highs in the twilight of its life.
Far from being a quirky addition to the Land Rover line-up that was aimed largely at enthusiasts, the new Defender is shaping up to be a far broader machine with bigger volume expectations.
While that would leave the likes of LandCruiser and Prado with a dominant sales lead, at those sales levels the new Defender could outsell other popular off-roaders such as the Toyota Fortuner, Mitsubishi Pajero and Holden Trailblazer.
In describing the upcoming Defender as “the most capable car we’ve ever built” Cameron said there would be a “wide-stretched range that can compete at that entry level with some of the volume manufacturers and go right up to very powerful, very luxurious versions”.
While the “T” brand was named during discussions, clearly Toyota is on the hit list, Land Rover keen to grow the appeal with its more upmarket buyer base while tempting adventurers and those wanting a capable workhorse.
“The new Defender is going to be very outdoors orientated … the psyche of the Australian consumer … very outdoors, very sports orientated, very beach orientated … there’s a great opportunity to go at, coupled with the historic love of Defender.”
While Land Rover says it is acutely aware of the need to maintain the utilitarian flavour and immense capability of the old car – the radical DC100 concept of 2011 was widely panned by the Defender faithful – there’s also clearly plenty of room for change.
Recent spy pictures reveal that the new Defender would drop its live axles for independent suspension front and rear, mimicking the move by the Range Rover and Discovery. Some models also look set to be offered with air suspension in lieu of coil springs.
Whereas market leader Toyota’s reputation has largely been forged on reliability and suitability to Australia, Land Rover appears to be playing the innovation and technology card, Cameron suggesting that as well as rugged underpinnings there will be innovative and advanced features to make traversing tough terrain easier and more comfortable.
“We want to make sure there are some features in this car that are genuinely not offered by anybody else … bring new ideas.”
Land Rover has been known for innovation, in recent years devising systems that can measure the depth of water and see virtually through the bonnet. The brand also pioneered Terrain Response that tailors various 4×4 electronics, something largely copied by rival players.
There’s also the issue of reliability. While the previous Defender had a rugged reputation, other Land Rovers are not renowned for being durable in Australian conditions, something Cameron acknowledges will take years to change.
“You have to earn that, and reputations are hard won and fast lost … the only way in honesty that we can win that back is by proving it in reality,” he says, adding that even “if it’s the most reliable car that exists it’s still going to take a while [to regain buyers’ trust]. We’ve engineered it to a [new] level of durability.”
Cameron said the delay in the new Defender – now due to be revealed in September 2019 and on sale early in 2020 – was due to increased engineering efforts “to make sure it’s absolutely right”, something that has involved more than 1.2 million kilometres in a fleet of development vehicles.
“Putting the right rigour into the testing and engineering and making sure by the time we bring it in front of a customer it’s exactly the car we want it to be.”
Despite the extra efforts to improve durability and capability, Land Rover did not consider following the lead of Toyota and others in testing the car in Australia, Cameron defending the move and insisting the new Defender will not disappoint.
“I’m confident it’ll give everything that an Australian customer wants for Australia.”
He also suggested the Disco-esque design cues evident in the photos of disguised cars did not tell the whole story.
“It will be its own unique flavour … there are a lot of details in the design you haven’t seen that will all become clear [when the car is revealed].
“I think the designers have done a cracking job in keeping the ethos of what Defender is, but making it thoroughly suitable for what we think we need right now.”