Five years after our Queen Lizzie’s ever-so-Royal Tour of her dominions, her loyal subject, Victor B. Cranley, was on the wharf at Port Jackson to supervise the unloading of a huge, custom-built Cadillac station wagon, the Lucky Tiger, and Mr Good-News, a LWB Land Rover. Quite an odd coupling for a lap of Australia.

This feature was originally published in 4×4 Australia’s July 2011 issue

Cranley’s contention was that, outside the mother country, the old world’s knowledge of Australia was infinitesimal; something he wished to rectify. Certainly the team, led by famed Swiss photographer Henri-Maurice Berney, with six assistants and three tons of photographic and sound equipment, was well set up. And all set to go. But, in 1959 there was the inevitable waterfront stoppage and endless meetings to obtain the necessary outback permits.

British to his bones, Cranley had a whinge over these inconveniences, conveniently forgetting the origins of unions and bureaucracies but, paperwork sorted, they were soon on their way. The Series II Land Rover was never revered for its elan, but beside the almost six-metre-long Caddie, the Landie appeared petite.

In his chronicles, Cranley criticised many aspects of Australia and possibly set off on the wrong foot visiting Canberra first, which he found a snobbish town where the apparatchiki failed to appreciate his important mission.

Life didn’t improve much, though, as “Australia had thousands of wholly useless and unfit hotels” and, where the Anglo-Swiss Trans-Australia Expedition (to give its full title) had to camp, amenities were not up to scratch. For example, at one campground the taps were frozen and the toilets seat-less.

It got worse. At Tennant Creek the pineapple ice cream was actually vanilla with flavouring; at Fitzroy Crossing the team couldn’t buy a beer because everyone was engrossed in some race called the Melbourne Cup; and, on top of that, many a night’s sleep was spoiled by early- rising kookaburras.

Excluding the above, Cranley found our quaint ways quite entertaining, though at Hermannsburg he reported “the demeanour of the Abos was disappointing”. A comment he would not dare even think five decades later.

THE BIG TREK

By the time the team reached Darwin, Cranley and his charges had completed the major portion of their 43,000km trek from Sydney up through south-west Queensland, across the Barkly to Alice, out to ‘the rock’ then ‘up the track’ to Darwin.

While they weren’t the only ‘tourists’ on the road – passing the occasional Chrysler or Vanguard towing a plywood caravan – they noted the very long hop between servos, forcing them to carry a maximum fuel load to feed the thirsty cast-iron V8 in the Caddie.

The upside was sleeping under the stars at Ayers Rock (Uluru). No resort, no motels and no convoys of buses; a real privilege, as Henri-Maurice recalls.

Faced with two westerly choices, the traditional route through Wave Hill or the newer track through Timber Creek to Wyndham, the expedition took the latter and, with the exception of the Caddie becoming bogged in one of the many creek beds and a broken spring on the Landie, they hammered the 5000km through to Perth in nine days.

The track between Broome and Port Hedland was the worst of it, according to Cranley: “Lucky Tiger was ahead and as I was obliged to keep at least a mile behind so as not to be blinded by the dust hovering motionless in the air, this was the most exhausting trek I have ever undertaken. It was a continual fight to keep on the trail as we lurched heavily through the ink-black night avoiding getting stuck in the deep dust, trying to sense potholes before hitting them, and yet not slowing down too much wore me out. Finally, at 9am we pulled into Port Hedland.”

As they travelled east, the drought worsened. “The low hills and the fields were dotted with sheep on their ‘last legs’. For mile after mile this scene of dead animals, dead trees and dead pasture rolled by”. And, to prove some things don’t change, Australia was said to be in the fourth year of the worst drought of the century. Sound familiar?

While Cranley recorded little about his 14 months spent behind the wheel of the Landie – much of which must have been over fairly rudimentary roads – he noted much about the Australian lifestyle.

Of our culture he observed that “The life of this nation is directed towards industrial and agricultural development and the fight is long and hard. Just making a living, and in many cases merely surviving, is occupation enough. The country is still too young to sit back and admire a Gauguin or a Degas. These things are the recompense of accomplishment and need time. Australia feels it has not yet accomplished enough to afford that sort of leisure.”

This was during an era when it was usual to see 100,000 people attend each day of a five-day test match at the MCG, while 50,000 more sat on Bondi Beach glued to their new £6 trannies.

RETURN TO CIVILISATION

Never backward in coming forward for a drink himself, Cranley was in Australia at the time of our first drive-thru liquor stores – decades before ‘drive-thru’ anything else – and was obviously impressed. “Alcohol is a major industry and in the big cities it becomes very apparent. The crush in the bars and pubs is probably unrivalled anywhere in the world.

“Certainly unrivalled are the efforts made to provide drink after closing hours. From Saturday at noon until Monday at eleven, no drink may be served. The biggest drive-ins lie on the main highways to and from the beaches. Here, one takes one’s car under a portico and remains seated, for the offside is lined with showcases of everything obtainable in bottles. A uniformed salesman steps up and you merely ask for your fancy.

“Below the showcases are dozens of highly polished frigidaires and the salesman runs along the freezer taking out what you want and awaits you at the far end. You pay, accept his wishes for a pleasant weekend and buzz off, hugging your precious bottles firmly to your chest.”

Cranley provides no hints as to how one controls a motor vehicle with a dozen longnecks in his lap and possibly this is just as well, for it was in 1961 that Victoria introduced the breathalyser. Of course Cranley couldn’t refrain from commenting on relationships between the sexes (perhaps indicating some bias of his own).

“It is sad but true that the Australian man’s preference is different to the rest of the world’s; even to England’s, where women count for less than they do in Italy, Spain, Switzerland or Germany. Men here have built up a barrier against women, a barrier staunchly built of, firstly mates, then every sort of sport and beer. At the very end of this invisible wall and if there is really no alternative comes woman.

“Not openly but rather furtively and a little ashamedly. I once overheard a man in Longreach say to his mates at the bar: ‘Sorry fellows… can’t make it tonight. I’ve got to take the Duchess out to the cinema. I promised her at Christmas.’ It was August then.”

During their 43,000km tour around Australia, the members of the Anglo-Swiss Expedition despatched over 4000 colour photographs and a documentary back to Europe commenting on Australia. It appears no records were kept about what our outback folk thought when the Odd Couple rolled through town.

Cranley’s Consumption

Contemporary outback travellers know the value of proper hydration and so did Mr Cranley way back in 1959 when he compiled a list of his own liquid intake in Katherine thus:

6am: Two glasses water from waterbag 7am: Three cups cocoa 11am: One pot tea, one orangeade, two soda-waters Lunch: Two glasses beer 2pm: Two glasses water, two double scotches 5pm: One Beer 6pm: One Beer 7pm: One glass from waterbag 8pm: Two glasses beer at supper 9pm: Two large orange juices at café

An eclectic list to be sure, and we can’t say much for the elevenses!

H.M. Berney

Henri-Maurice Berney is a world-renowned photographer, journalist and film producer who has travelled the byways of more than 180 countries. The results of his explorations in Australia were published in 1965 with contributions by famous Australians such as George Munster, Mark Oliphant and Geoffrey Blainey.

Asked to recollect on his sojourn Down Under, Henri-Maurice recalls an exceptional journey, with he and his team retaining marvellous and everlasting memories, often centred on their transport.

The gargantuan 1955 Cadillac Eldorado had been transformed into a station wagon by a master Swiss coach-builder – a gorgeously unique vehicle according to Berney – which made an enormous impact and guaranteed success in the popularity stakes wherever they travelled.

4X4 Australia is grateful for H.M. Berney’s photographs and recollections on our outback history.

4×4 Around OZ

Prior to WWII the fourby was a comparative rarity in the outback. Then came the ex-military Landies and platoons of the 645,000 Willys MB and Ford GPW model Jeeps, quickly followed by a residue of Tojos from the Snowy Mountains Scheme, most of which finished their days pootling out to the mailbox and back.

Thus the Anglo-Swiss Trans-Australia Expedition was the first recorded complete circumnavigation of our continent by a 4X4.

However, we stand ready to be corrected and if any reader has details of any similar adventures between 1945-1965 we’d like more details. Call Peter Whitaker on 07 5599 5763 or email him [email protected] and ensure our motoring history remains alive.

FIAT Chrysler Australia has issued a recall for a select number of 2017 Jeep JK Wranglers.

Just 23 JKs have been recalled due to the risk of malfunctioning vehicle brake switches. The VIN list of affected can be viewed here.

The ACCC recall report states: “A malfunctioning brake switch could allow the vehicle to be shifted out of Park without the brake pedal being depressed, and could cause the rear brake lamps to be continuously illuminated.

“If the vehicle is shifted out of Park when the brake pedal is not depressed (and the ignition is in the Run mode) and/or the rear brakes are continuously illuminated it may increase the risk of a crash.”

A malfunctioning brake switch can be identified by the illumination of the manufacturer indicator lamp (MIL), an audible chime and illuminated brake lights.

FCA will contact owners of affected vehicles to organise free reparation at the nearest Jeep dealership.

In other recall news, Ford Rangers built from September 8, 2006 to August 1, 2011 – a total of 69,363 vehicles – were recently affected by the Takata recall fiasco. VIN list here.

MY OLD Holden one-tonner was built in 1977, though it’s had numerous changes through its life, with a different chassis, engine, gearbox and fresh paint job; the shiny new(ish) Commodore rolled off the line in 2011; and the rusty, neglected, fairly straight and mostly stock GQ Patrol first hit the dirt in 1989.

The last two vehicles will be picked apart to turn the Tonner into one wild 4×4. Initially, I was happy to purchase an LS1 or 2 from a wrecker, along with whatever box came with it, as they return good, cheap and reliable power, but an unexpected call from Jason at Total Care in Sydney changed everything.

“Mate, there’s a VE MkII Maloo R8 ute that has been in a rear ender and statuary written off just near our shop… ya want it, ya better be quick,” he said. “Shit yeah,” I shouted back. “LS3 and a six-speed auto with tiptronic-style shifting… jump on it, now.”

Wholly cow, my project 4×4 Tonner shot into the fast lane big time when I laid my money down for it. The Maloo only had minor damage to the rear end, but it was legally written off, so it couldn’t be re-registered.

Other than the stonking engine and six-speed auto, there were a stack of reasons why I jumped at this ute: having the complete vehicle gave me access to the wiring loom and all the smaller parts that make the complete conversion so much easier and cheaper, so I had no need to scour the wreckers or online sites, spending time and money on unseen parts.

Then there were the seats. My eyes lit up the instant I pictured the Maloo’s contoured leather sports seats bolted into the floor of the old Tonner. Perhaps the retractable seat belts, perhaps the huge HSV disc brakes, hell, I’d even consider whacking the dash binnacle in if it looked right in the old ’77 Holden.

Back to the engine, and I had no idea of the exact power outputs the 6.2 LS3 initially had, as there was word of a factory performance upgrade from the previous owner. It started, ran perfectly and sounded shit-hot with every blip of the right foot.

As for expected fuel economy of the behemoth guzzler, I didn’t give a stuff, to tell you the truth; all I could be sure of is that it’d return plenty of smiles per gallon. Thanks Jason, it pays to have extra ears to the ground when searching for car parts.

As with the Tonner, once I’d had my way with using all the parts from the Maloo, everything that wasn’t needed – the hard lid, sailplain, brakes (if I didn’t use them), wheels, exhaust system, doors, side skirts, dash, interior components, front subframe, grill, radiator and front end parts – would be sold off to recoup some of my upfront costs.

For the chassis, suspension and 4×4 system I wanted for my Tonner, I had the option of using Land Cruiser, Land Rover or Patrol gear.

Unlike how Arthur Haywood manufactured the real Holden Overlander back in the mid to late 1970s with a manufactured front chassis grafted onto the Holden unit and custom-fitting Dana diffs and associated gear, I wanted to utilise a complete ladder frame from a later model 4×4, together with coil springs, live axles and transfer case.

The GQ was an easy choice for many reasons. It’s not necessarily the strongest chassis around, especially compared to the Land Cruiser’s, but it can easily be strengthened. It also won’t return the best on-road driving experience, but it’ll be a huge step-up compared to running leaf springs as per the old Overlanders – and there has been a gazillion GQs traverse every corner of our wide, brown land without too many complaints.

What the GQ provides is an incredibly adaptable base that is easily modified from mild to over-the-top wild, not that I wanted that. Multiple factory diff ratios provide alternate final gearing ratios depending on tyre sizes used and, if I wanted, the GQ diffs, CVs and whole axle assembly could be swapped out for the slightly wider (overall) stance, as well as the strong CVs, found in the GU Patrol.

Why not grab a GU to start with? The GQ has no airbags, no stability control, no electronic gadgets to help drive or stop it, and no anti-intrusion bars in the doors. So the finished product will look like an old Holden one-tonner, but it’ll technically be registered as a Nissan Patrol (re-bodied).

Whatever the base vehicle is fitted with, the GQ Patrol must remain or be improved (safety inclusions, engine and so on). That means I don’t have to fit airbags or any of the above mentioned safety parts, as I would have to if utilising a GU Patrol. It also means I couldn’t use the old 308 Holden V8 because it’s older than the GQ Patrol; not that I cared, with the 6.2 LS3 now available to me.

Finding a GQ that was cheap, had a straight, non-rusted chassis, hadn’t been assaulted with radical off-road aftermarket gear, and hadn’t been thrashed senseless, was pretty easy – the easiest of the three vehicles to find, in fact.

GQs are a dime-a-dozen, depending if you want the much sought-after 4.2L diesel, the smaller 2.8L diesel, or the various petrol gas-guzzling variants. I picked up a 1989 4.2L petrol carby engine with an auto ’box, which was registered and running pretty well, and it was cheap as chips.

Sure, it had been off-road, but it didn’t seem to have been thrashed, and it had no rock rash on the panels or chassis. It had a few aftermarket items that could be sold off – TJM alloy bullbar, 33-inch muddies on steel rims, engine and gearbox, and most of the panels that were rust-free and straight – to help fund the whole project.

Plus, the rear top corners of the GQ were badly rusted, so it could even be flogged off to someone who wanted to twin-cab it.

PERFORMAX International will unleash its right-hand drive Tuscany Black Ops Ford F-250, an apocalypse-surviving behemoth capable of towing up to five tonnes, at the National 4X4 & Outdoor Expo in Brisbane this weekend.

With more than 25 years’ experience in the aftermarket industry, Performax International will reveal the ‘Black Ops’ version as the flagship model of the new Tuscany range. However, fans of the blue oval will know that F-Series Tuscany vehicles are also available in RHD format from Harrisons F-Trucks.

If you want something even more insane, check out this custom Black Ops F-250 that pulls like a freight train.

Carrying the 6.7-litre V8 common-rail turbo-diesel engine that’s good for 335kW and a mind-melting 1268Nm, the Black Ops version – based on the USA’s biggest-selling pick-up, the Ford F-Series Super Duty – cops a six-inch suspension lift, exclusive 20-inch wheels and 37-inch tyres, and all-black paintwork, badging and external hardware. That big V8 is combined with a six-speed automatic transmission and on-the-fly 4WD.

Standard features also include heavy-duty Tuscany performance-tuned shocks, dual steering stabilisers, and a Black Ops powder-coated bullbar with integrated LED lights.

The price it costs to stand out in a crowd with a Tuscany Black Ops F Truck will be at least $199,000 (plus on-roads). Performax offers a three-year, 100,000km warranty.

Performax International offers RHD versions of the Tuscany Black Ops F-150, the FTX F-150 and F-250, bright-yellow Tonka and GMC Concept One. The Queensland-based company also manufactures RHD Ford F-Series, Chevrolet Silverado, GMC Sierra, Toyota Tundra and Nissan Titan pick-ups.

TWO DAYS after the A/T 697 tyres were fitted to my 2005 Toyota Hilux, I left for an eagerly anticipated two-week sojourn of free-spirited touring and camping in the Outback.

After nights on sites in caravan parks at Cobar and Broken Hill, we turned right at Yunta in SA, dropped our tyre pressures, flicked our sticks into 4H and headed toward the Flinders Ranges and Lake Gairdner in South Australia.

As anyone who has been there will agree, this is soul-reviving country, which is why it’s on many Aussies’ gotta-go lists. And with its mix of conditions – bitumen, fast and slow dirt, corrugations and cattle grids – it’s also a trek that represents the varied terrain that an All-Terrain tyre will be expected to cope with.

The Duelers revelled in the conditions, with stable and precise control. Some people think tyres with a more open tread pattern are the choice for treks such as this, but the tighter tread of a well-designed All Terrain provides less squirmy handling and better puncture resistance over chunky gravel, and it puts more rubber in contact with the pavement when on-road.

Returning to the bitumen after days on dirt and nights under the stars, I noticed a gentle shimmy from my Hilux’s chassis/floor. Its source seemed to be the rear of the vehicle rather than being felt through the steering wheel.

A closer look when we arrived at Wilpena Pound showed some of the wheel weights had disappeared from the rear rims. Of course, running on dirt roads conceals all but the worst of imbalance in wheels/tyres, but the relatively smooth bitumen and higher speeds makes it known. The Bridgestone Select dealer at Port Augusta rebalanced the rear wheels using clip-on weights.

Since that trip to the South Australian Outback, the Bridgestones helped tow my VW Beetle to Queensland for a weekend motorsport event and then to Adelaide to deliver my now-sold Bug to its new owner, so they’ve racked up 16,300km in eight months… which reminds me, they’re due for another rotation.

I’m on a relatively small 225/75 16LT and, with its trek-ready equipment – bar, winch, dual-battery and under-vehicle protection – my Hilux weighs 2400kg. My driving doesn’t include much urban stop/start stuff that kills tyres on a dual-purpose, work/play vehicle such as mine, but I do plenty of on-road towing which works tyres quite hard.

At 16,300km there’s no chipping, saw-toothing or any other sign that these Duelers will do anything but wear evenly and, with 1.5-2.0mm gone from the original 9mm tread depth, they’re looking good for a life of 80,000km.

RATED

Available from: www.bridgestonetyres.com.au RRP: $269 (inc. fitment) WE SAY: A great long-term off-roading solution.

So you’ve dished out for a nice new (off the showroom floor or second-hand) 4X4, and can’t quite grasp why on earth so many folk are then dolling out more readies for ‘lockers’?

This article was originally published in 4×4 Australia’s July 2012 issue

Before we get too far into this subject, let’s define what we mean by lockers. We are not talking about centre diff locks that are paramount and all-inclusive in all-wheel-drive-type 4X4s.

No, we’re going to talk about cross-axle diff locks that literally lock one side axle to the other, effectively giving your vehicle a solid driving axle from left to right hand side – kind of like welding up your diff centres, not that we advocate CIG lockers.

These cross-axle diff locks can be placed in the front and/or rear diff to provide superior drive capabilities. In fact, a locker (at least in our book) is the most effective aftermarket piece of equipment you can add to your 4X4 to improve its off-road driveability.

Sure tyres and suspension are high on the list of must-haves, but a locker will help you further down the gnarliest of tracks. That’s not to say that modest touring 4X4s can’t benefit from lockers. You really don’t have to go too far off-road or down a slippery boat ramp, or across a boggy hole to benefit from their assistance. Having used lockers of all types in many different 4X4s, we’d consider a diff lock near the top of any list of add-ons.

“Why don’t manufacturers fit lockers as standard fare?” we hear you ask. Well, some do.

Nissan, back in the GQ’s heyday, had a manual cable-operated locker, the GU has it in some O/S models, some of Toyota’s Cruisers have electro-mechanical lockers, and we now have Mitsubishi offering them on Tritons and Pajeros, plus Land Rover shoppers can tick the locker box when buying a Disco.

On the whole though, most (if not all) manufacturers opt for electronic traction control – which is a whole other topic. So too is how a diff works, so in this yarn we’ll figure you are up to speed on that topic. If you’re not, though, refer to our March 2012 issue.

Before choosing a locker, you need to decide whether you want to go for an automatic or a manual type – making the final decision even harder. In part one of this two-part feature, we’ll concentrate on the manual-locking variants.

Manual (or selectable) lockers need input from the nut behind the wheel – that’s you. If you get stuck and forget to turn the thing on – that’s your fault. If you turn it on too late down the track and get stuck or forget to turn it off when the surface gets too hard (or firm) and you damage your tyres or driveline – that’s your fault again. The driver needs to be able to read the track and the situation and know when to activate and deactivate the locker(s) to get the most out them – kind of like changing gears.

Compared to an automatic locker in which you just steer and peddle while the locking and unlocking is done for you. A few advantages of manual lockers: when they’re locked, they are well and truly locked with no chance of them accidentally unlocking themselves.

With some types, you get an air compressor as part of the deal that can also be used for tyre inflation and perhaps running air tools. When the locker is not in use, your diffs are essentially an open diff centre providing reliable on-road driving performance.

The downside (compared to the auto versions) is they tend to be more expensive to buy and fit, have more moving parts, can have external air or electronic lines damaged and, as we’ve pointed out, only work as well as the driver allows them to.

WHERE AND WHY WOULD YOU USE A LOCKER?

Pretty much any off-road driving situation will be made easier with the assistance of lockers. The driver will experience the most benefits of a diff lock on rutted, rocky and uneven ground; less so on sand, ice and super-slippery surfaces. Same goes for steep slopes (up and down) – a locked 4X4 will outdo an unlocked one every time. Driving situations that see a wheel lifted off the ground will render unlocked (open-diffed) 4X4s next to useless.

An LSD-equipped one will be a little better, but the locked 4X4 will astound all onlookers as to how great your 4X4 is, or even how good a driver you are. Being able to move slowly through obstacles without damaging your 4X4 is also a great consideration.

Doing away with the need for ‘hero’ run-ups and launching the 4X4 into damage-inducing landings will easily save the price of a locker. Lack of track damage is a biggie too; being able to crawl through ruts without spinning wheels helps maintain our 4X4 tracks, so buying a locker could be seen as being green. Who’d have thought it?

FRONT OR REAR?

As far as manually-operated lockers go, they tend to reduce steering effectiveness if fitted to the rear and render steering almost nonexistent if activated in the front diff, more so when you are powering on which tends to pull you straight ahead. So, using them in a straight line is the go most of the time and then flick them off to turn. If you’re only putting one locker in (either front or rear), think about how good your rear LSD is (remember they do wear out), the type of four-wheel driving you do, the type of 4X4 you have and how much suspension travel it has.

So there you have it. Check out the contenders on the market and get locked to experience how a 4X4 should operate. Be warned, though, once you’ve driven locked, there’s no going back.

ARB AIR LOCKER

As the name suggests, the ARB Air Locker is air (or pneumatically) actuated via an in-cabin switch. Once the air compressor has built up pressure within the system, the Air Locker activates a locking mechanism within the diff centre that prevents the diff gears (and therefore the axle shafts) from rotating independently. On and off switching is almost instant for (independently switched) front and rear locks.

The diff carrier casing is a single-piece, nodular (ductile) iron unit that offers high rigidity and incorporates twice the standard number of pinion gears when compared to most OE centres. The included air compressor can also be used for tyre inflation and air tools. Only one air compressor is needed for front and rear lockers. When unlocked, the diff centre acts as a regular open diff.

ARB also offers diff covers that are superior in strength (to OE covers) and that will not only help protect the diff centres and Air Locker mechanism, but also to reduce the diff casing flex, which in extreme situations can be a cause of misaligned gears and gear failure. Front and rear ARB Air Lockers are available for almost every 4X4 sold in Australia.

For more information, visit www.arb.com.au.

TJM PROLOCKER

The TJM ProLocker is an air-operated locker that forces air into the diff, via an on-board air compressor and air line, which engages a locking ring over one axle gear. This in turn locks the carrier and pinion gears forcing drive to be sent to left and right axles equally.

The ProLockers feature a hardened, single-piece cross shaft to provide a high-strength basis and incorporate a piston-style actuator to effect the engaging and disengaging sequence. Once you’re through the obstacle, a flick of the switch will return your diffs to standard by allowing the pressurised air to be released through an exhaust port in the solenoid valve. The locking ring that joins the axle pairs together via the internal gears is released by an actuator, which allows the diffs to differentiate, then it’s drive-time as normal.

Front and rear lockers are available for an increasing range of 4X4s, including Toyota 100/200 Series LandCruiser and FJ Cruiser, Nissan Patrol and D22 Navara, Jeep TJ/JK Wranglers and Land Rover Discovery II, plus having that air compressor allows for use with tyre inflation and air tools.

For more information, visit www.tjm.com.au.

ELOCKER

Harrop, in collaboration with Eaton Corporation developed the Harrop/Eaton ELocker differential, which is an electromagnetic diff lock. It’s operated via a dash-mounted switch, which then locks the diff centre via a positive mechanical lock.

When unlocked, it acts as an open diff for easy on-road driving. When locked, it’s almost instantly locked to mesh its precision-forged gears for total solid drive through the axle set.

When the switch is activated, electric current is supplied to an electromagnet, which creates torque on a drag plate. This in turn activates a ramping mechanism, which then engages the locking mechanisms into the diff’s side gears, resulting in the locked diff centre. Once deactivated via the in-cabin switch, a series of return springs force the diff into its open (unlocked) state.

Front and rear lockers are available for a number of vehicles (including Toyota, Nissan, Land Rover and Jeep), with additional models being constantly developed and introduced. Also, being a four-pinion design, the ELocker will provide superior strength over the OE diff centre.

For more information, visit www.harrop.com.au, call 1300-HARROP, or check out Harroptv on YouTube.

OX LOCKER

The Ox Locker originates from the USA, but there is one supplier in Australia. The Ox Locker is a cable-operated locker, whereby the user manually shifts a lever (or gearstick) in the cabin, which simply slots a locking mechanism into the diff gears to supply total and equal drive across the axle sets.

With regards to the shifting lever, there are now three options: the simple old manual shifter which still employs a cable in a sheath (just like your old pushbike gear-change set), an air-actuated system, or an electronic shifter – both of which would make locking and unlocking faster. Obviously, with the two latter versions, you’ll need to budget for an air compressor or wiring loom to complete the installation. Each locker comes complete with a heavy-duty steel diff cover to allow space for the locker and to protect the whole kit.

The locker gears are manufactured with 8620 steel, as are the ring and pinion gears. Being a US-derived unit, the Ox Lockers are only available for US-inspired 4X4s. Chrysler/Jeep owners can smile, as can a few Dodge, Ford and Mazda drivers.

For more info, visit www.ox-usa.com or www.ozadventure.com.au.

MCNAMARA LOCKERS

The McNamara locker is a thing of the past – but in name only. Jack McNamara sold the rights and designs to the new owners at TJM (see TJM ProLockers above) who have since increased the range of vehicles these lockers can be fitted to – to bring them to the masses, rather than just the Land Rover models they were originally designed for. (McNamara lockers will also fit Toyota HiLux, Hiace, 4Runner and Bundera models.)

While Jack’s original lockers operated via air compressor activation or a vacuum taken from the engine manifold in a petrol, or alternator vacuum in a diesel, all achieved the same outcome – a locked differential at the push of a button.

One of the best things about large cars is their ability to effortlessly eat up the miles on a road trip.

Even though I generally travel solo, it’s still good to be in a big, comfortable cabin that’s loaded with features for long days behind the wheel. Add a grunting great V8 engine to the recipe, and you’re on a winner. That recipe pretty much sums up the Patrol Ti-L, and it made for the near-perfect vehicle for a trip from Melbourne to the Sunshine Coast back in January.

The outside temps were in the 40s, but the climate control kept things cool inside; although, the seat coolers could do with a bit more puff. So, with the iPad loaded with tunes, I headed north.

The Newell Highway is pretty mundane at the best of times and no better during the school holidays, but I was humoured by the number of Elvises I saw headed for the annual festival in Parkes. For the most part, though, it’s just sit back and enjoy the ride.

There is a detour I like to take east from Narrabri through to Bingara and Tenterfield, which gave me a chance to leave the blacktop behind and kick some dust up behind the Patrol. These are pretty good dirt roads and you can get along on them just as swiftly as you do on the highway. Yes, it is a bit slower, but the both the views and terrain are far more interesting. Northern NSW is the most beautiful part of the east coast, and you reach nirvana when you strike the coast near Byron Bay.

The Patrol handled all these conditions with ease: it was surprisingly nimble in the dirt and the stability control wasn’t too sensitive as to be a nuisance. This is opposed to the catastrophe warnings when you’re in town, which are as keen as a Hawaiian missile alert system – there are more beeps and bells coming from the dash when driving in the suburbs than an EDM rave party.

The Hydraulic Body Motion Control (HBMC) system amazes with the way it keeps the big, heavy Patrol flat and planted on the twisty mountain ranges as you near the coast. It needs to be experienced to feel just how good this system is.

The Patrol’s size also works well for roadside kips. With the second and third rows of seats folded I can lay my swag out alongside the fridge in the back and grab some zeds whenever needed. There are not many wagons, aside from a Troop Carrier, where I can do that.

Once in Queensland I did a beach run up Rainbow. The V8 bellowed through the soft sand and purred along the hardpack to Double Island Point. I selected ‘Sand’ mode on the terrain dial to ensure I got through the soft sand, although I probably didn’t need to.

The drive back to Victoria was on Highway 1 – roadworks, traffic and all – but it was the way I had to go due to the schedule. Luckily the Patrol is comfortable and easy to live with behind the wheel.

After almost 5000km across a week, the beast drank 13.71L/100km. Interestingly, the average fuel use indicated on the dash is quite generous compared to the actual measures used. I reset it at each fill and it was usually running in the 12s, but then worked out to mid-13s at the pump.

The best I saw was on the last leg of the trip from Albury to Melbourne, with the dash saying low-11s, yet even that worked out to 13.21L/100 when calculated. Still, they are pretty good numbers for a car this size with the performance available; although, I was thankful for the 140-litre tank that extends the time between fills although I do miss the speed of a high-flow pump.

It’s back to town-driving for the next few weeks, before we load up for an extended trip to the Victorian High Country with some mates.

4×4 Shed Log: 2017 Nissan Patrol Ti-L Current mileage: 6076km Date acquired: Dec 2017 Price: $88,990 + ORC Mileage this month: 4950km Average fuel consumption: 13.71L/100km

The south-east corner of Queensland is fortunate to have some of the best and most accessible 4X4-only coastal hideaways in Australia.

This article was originally published in 4×4 Australia’s July 2012 issue

While the sand islands of Moreton and Stradbroke are familiar to many off-road enthusiasts, Bribie – the most northerly of the three Moreton Bay islands – remains a bit of a mystery to most visitors to the region.

Situated 65km north of Brisbane via the Bruce Highway, Bribie has thankfully remained a relative backwater compared to the high-density tourist developments that have sprung up along the Sunshine Coast further to the north. Separated from the mainland by a narrow ribbon of water called Pumicestone Passage, the island is approximately 34km long and about 8km at its widest point.

Bribie is the smallest of the three Moreton Bay islands and the only one you don’t need to board a barge to reach. While many people were happy when the bridge from Sandstone Point to the island was completed in 1963, a few older residents who remember quieter times would prefer to turn back the clock to the pre-bridge days.

Prior to European settlement, Aboriginals were thought to have lived on the island they called Boorabee for thousands of years. Abundant bush tucker – kangaroos, emus, goannas and possums in the thick forests, and plenty of fish, crabs and other seafood along the coast – meant the place was a true sub-tropical paradise for the island’s original inhabitants.

Early European settlers began arriving on Bribie Island in the 1840s to exploit its abundant natural resources. Fishing was the main business, especially the large schools of mullet netted along the shoreline and sent to the fledgling settlement of Brisbane to the south. The harmless dugong was slaughtered in huge numbers for its oil and blubber and before long these once-common marine mammals were virtually extinct.

Introduced diseases along with shooting by European thugs decimated the native population as well; by 1891 no Aboriginals were reported living on the island. Today, Bribie Island has a population of about 16,500 – most of whom live in the southern end of the island.

Nearly half of the 14,800ha island is now under the control of the Queensland National Parks and Wildlife Service. Rangers based at White Patch, on the south-western side of the island facing Pumicestone Passage, patrol the park on a daily basis and rigidly enforce the driving rules and camping permits.

A thorough knowledge of correct sand-driving techniques is important when using on the island’s ocean beach and deep sandy inland tracks. Try to keep your driving on the eastern beach to within two hours either side of low tide to avoid excessive wear and tear on your vehicle by having to drive on soft sand.

Every year on Bribie several four-wheel drives become stuck and swamped by the incoming tide, which usually spells the end of your precious 4X4.

With birds such as the pied oystercatcher nesting in the fore dunes is also not an good idea to drive high on the beach as their nests are easily destroyed. Lower your tyre pressure to between 18 and 22psi and keep it that way until you exit the national park.

Driving too fast along the eastern beach can bring grief. Tides can cause the lay of the beach to rapidly change, often resulting in wash-outs that were not there the previous day. Hit one of these at speed and you will flip your vehicle. The speed limit of 50km/h is strictly enforced by the island’s police, along with other road rules such as the wearing of seatbelts.

Every vehicle entering Bribie National Park needs a current access permit clearly displayed on the windscreen. These permits are good for either a week or a year and can be purchased online and picked up at a number of spots, including Gateway Bait and Tackle (1383 Bribie Island Road) or at Bribie Passage Kiosk at Sandstone Point.

Permit tags for camping can also be picked up at these two shops, but always book online before you leave as there are only a limited number of spots and these are quickly taken up during school holidays and long weekends.

Being so close to Brisbane and other large population centres, Bribie receives big numbers of daytrippers. Many other people choose to put up at one of the caravan parks or motels where they can enjoy a hot shower and a few other home comforts.

Visitors who camp in the park, however, will be rewarded with some of the best sunsets and sunrises that you will see anywhere, plus the chance to have close-up encounters with the park’s wildlife.

There are two camping areas on the western side of Bribie, facing Pumicestone Passage, plus another one on the east coast at Ocean Beach which is the largest and most popular. My favourite is Gallagher Point, three kilometres north of the ranger station at White Patch.

With just six numbered sites and no facilities, it’s the most private and smallest of Bribie’s camping areas and a great place for watching sunsets and fishing. Mosquitoes here can be vicious so make sure you take plenty of insect repellent.

Carrying ample fresh drinking water is a must when visiting Bribie as there is no drinking water available on tap anywhere in the national park.

Mornings at Gallagher Point can be particularly beautiful when calls from honeyeaters and other small birds filter through the surrounding tree canopy. The six-kilometre sandy inland track that winds its way through the bush from Gallagher Point up to Poverty Creek Camping Area can be quite deep in places, so don’t stop or you could become bogged.

Poverty Creek Camping Area is much more open than Gallagher Point and has an adjoining area for big groups or camper-trailers. Facilities include picnic tables, fireplaces and micro-flush toilets. The collection of firewood on Bribie is prohibited; if you want a small fire you must bring in small, sawn timber off-cuts with you. Many visitors with young children like Poverty Creek for its large grassy areas on which kids play, as well as shallow protected waters for them to swim in.

Facing Pumicestone Passage near the northern end of Bribie Island, Lighthouse Reach is only about 10km south of the popular beaches of Caloundra on the Sunshine Coast. There is a large shelter shed with a picnic table here that is popular with fisherman in small tinnies who can easily wade ashore through the shallow waters to use the facilities.

The sandy banks off the coast are excellent for fishing, with good catches of whiting, bream and flathead being caught throughout the year. About 100m from the picnic area is the spot where the old Bribie lighthouse once stood.

Visitors will have better luck exploring the heritage-listed remains of the gun emplacements and searchlight buildings that were constructed about 2km east of the old lighthouse during World War II. With two huge six-inch guns guarding the north-west channel, it was hoped Fort Bribie would stall the feared Japanese invasion.

It’s only 200m from the Fort Bribie Walk parking area to the deep sandy entrance track onto Ocean Beach. Extending for 19km south to Freshwater Creek, this glorious expanse of golden sand is by far the most popular part of the Bribie Island holiday experience.

If you visit Bribie on a weekend during the height of summer you’ll probably have to share it with hundreds of other visitors but if you are there midweek during winter you might just be lucky enough have the beach to yourself.

Travel Planner

WHERE Bribie Island is 65km north-east of Brisbane.

WHEN TO GO It’s an ideal destination throughout the year.

WHAT TO BRING If you are camping bring adequate drinking water, sawn timber off-cuts for campfires, and insect repellent.

FOOD AND FUEL Food and fuel are readily available in the southern part of Bribie outside the national park boundary.

PERMITS Vehicle access and camping permits are essential when visiting or sleeping in the national park.

IMPORTANT CONTACTS For national park information and camping bookings, phone 1300 130 372 or visit www.derm.qld.gov.au. For driving and camping permits, call Gateway Bait and Tackle on 07 5497 5253 or Bribie Passage Kiosk on 07 5497 5789.

MAPS Hema South-East Queensland.

From TJM’s bullbar to Yakima’s bicycle carriers, this week’s gear features everything a 4×4 enthusiast would need to furnish their rig from nose to tail.

TJM Signature Bar for the Volkswagen Amarok TDV6

The VW Amarok TDV6 is proving popular with off-road tourers (with good reason!) and this has been recognised by TJM with the release of its all-new Signature bar, for the 2017-onwards TDV6 Amarok. The bar features a large, 76mm diameter centre loop and two side loops of 63mm diameter that, in conjunction with those beefy bumperettes, provide loads of protection. And it all combines to look pretty awesome, too, thanks to the entire bar’s high polish finish.

The bar is designed to maintain optimum airflow to the engine cooling systems and includes two LED indicator/park lights, LED fog lights and two aerial tabs. The airbag-compatible bar can fit a winch rated up to 9500lb, it has two integrated recovery points (8000kg rating), and you can fit driving lights of up to 220mm in size. Options include a winch and wiring loom kits for both halogen and V6 bi-xenon headlights.

Website: www.tjm.com.au

MSA 4X4 Explorer Storage Drawer System: Volkswagen Amarok TDV6 (AdBlueand non-AdBlue)

MSA 4X4 has released a new Explorer Aluminium Storage Drawer system to suit the 2017-plus Amarok TDV6 that runs AdBlue. Believe it or not, the AdBlue addition to the ’Rok necessitates a tweak to the design and build of the drawer system to ensure it meets ADR compliance for that particular model.

The 1350 double-drawer system includes left and right drawer modules, L/R wing and fit kits, the double-drawer join kit, double trim and the floor extension and, as expected, is built to MSA 4X4’s exacting standards to ensure optimum storage capability without compromising vehicle/occupant safety. The MSA Explorer Storage Drawer system is light and strong (up to 250kg of gear per pair), thanks to its aluminium construction and comes with a lifetime guarantee. This set-up is also available for pre-AdBlue Amarok models, at the same price.

RRP: $2899 Website: www.msa4x4.com.au

Cel-Fi GO

The Cel-Fi GO is designed to boost data speeds and lift voice quality on your mobile phone when out in remote areas. This unit (authorised by Telstra for use on its mobile network) works with Telstra’s 4GX and Next G networks. The Cel-Fi GO is claimed to not interfere with mobile networks or other users when it is in use, which is different to a regular vehicle repeater. It does this via monitoring power levels of nearby cell towers and adjusting its own output to suit. Because the unit operates within a set frequency band, this also helps eliminate potential interference. The Cel-Fi GO offers up to 70dB of gain with boost coming on once the signal dips below -80dBm on the 3G network, or -96dBm on the 4G network). It also includes a WAVE (Bluetooth) app for iOS, Android and PCs.

RRP: From $1047 Website: www.powertec.com.au

EFS Xtreme for the Toyota LC200 series

The suspension gurus at EFS have developed new 45mm big-bore front struts and rear shocks for Toyota’s 200 Series. The strut features a 65mm outer body diameter, is a twin-tube design, includes a dynamic motion control valve, bonded rubber bushes, multi-lip seals and a tough 2mm wall. It has been specifically developed to suit and control the LC200’s heavy weight, which is most noticeable when towing or off-roading where you need a large volume shock to keep the big rig tracking true. The EFS Xtreme kit for the LC200 is designed for both standard-height and lifted Cruisers and can be paired with EFS’s coil springs.

Website: www.efs4wd.com.au

Terrain Tamer/RM Williams ute bag

One of Australia’s highly regarded off-road companies has joined forces with this country’s premier outback clothing and apparel brand to produce this tough 60-litre ute bag. The team at Terrain Tamer used its extensive knowledge of what works and doesn’t when it comes to outback travel and combined that with R.M. Williams’ apparel expertise to ensure this bag – featuring robust leather straps, rugged poly/cotton canvas material, heavy-duty zip and a bombproof design – will be up for being thrown in the back of your 4×4. Large enough for a week away, the bag’s design means there’s next to nothing that can go wrong with it, so you can expect many years of worry-free, gear-carrying service.

RRP: $240 Website: www.terraintamer.com

Yakima Longhaul

Taking bikes on holidays is often a right royal pain. Yakima’s LongHaul is a four-bike, hitch-mount (50mm) carrier designed for vehicles, camper trailers and caravans, and it’s easy to fit. Weighing in at 14.5kg, the LongHaul can lug four bikes (max weight of 17kg per bike) and will hold them securely thanks to Yakima’s SuperCush ZipStrip cradles. These, along with the anti-sway cradles, ensure the bikes are secure and don’t bang into each other.

The LongHaul’s folding arms are easy to use and allow the rack (when folded) to remain on the hitch without getting in the way. There are two locks – the HitchLock secures the rack to the hitch, while the LockDown cable locks the bike(s) to the rack – both of which can be locked using the one supplied key. Best of all, the LongHaul includes Yakima’s ubiquitous inbuilt bottle opener – say no more.

RRP: $399 Website: www.yakima.com.au

Narva SeeEzy LED rechargeable under-bonnet lamp

Working on an engine or other under-bonnet components often means doing so in limited light. Head torches and inspection lamps can help, but we reckon this lamp from Narva, featuring three 5W LEDS that offer a 6000K (white) light output, is a top solution. The SeeEzy is powered by a lithium-ion battery (recharged via USB) with a claimed 6-15 hours of running time (output dependent). Users can select from one, two or all three LEDS for output, providing 350, 675 or 1000 lumens respectively.

The three LED housings can be adjusted to swivel up to 40°, ensuring the light is illuminating the working area. The aluminium, ABS and polycarbonate construction ensures the SeeEzy is robust, while the adjustable padded arms can be extended from 1200 to 1750mm, allowing fitment to any number of vehicles.

Website: www.narva.com.au

A neat new bullbar for the facelifted Toyota Prado, and map updates for the Hema HX-1 Navigator highlights this month’s rundown of new 4×4 gear.

ARB Summit Bullbar for the Toyota Prado

As soon as Toyota’s facelifted Prado hit the market, ARB had a revised Summit bar available. Due to the revised model’s new front end, the Summit bar had to be totally redesigned by ARB’s engineers to ensure it met the company’s exacting standards and, of course, all ADR and crash safety standards for the vehicle.

The revised bar includes all the usual goodies – ARB’s multi-fold upswept, tapered wing design, tough steel construction, airbag compatibility, split pan design for optimum airflow and strength, etc. – and has provision for mounting of two aerials, OE parking sensors and fog lights, and it also includes twin Hi-Lift jack points. You can fit a heavy-duty winch to the bar, and there is provision for fitment of ARB’s Intensity LED lights or IPF lights. The bar comes in powdercoated black, but can be colour-coded.

RRP: $2298 (Aust. east coast metro) Website: www.arb.com.au

Hema HX-1 Update

Hema’s popular HX-1 Navigator has received new map content and a new Explorer Map update that offers a raft of improvements to the user interface for off-road use. The latest version includes updated road network mapping, thanks to 22,000km of track data collected from the past year’s Hema Map Patrol expeditions. Also included are park boundary changes, Indigenous Protected and Native Title areas, and new hydrographic and topo data.

On-screen visibility of 4×4 tracks has been improved, current vehicle speed can now be displayed, and there’s a temperature warning to ensure your HX-1 doesn’t overheat. Add in a storage monitor and larger location tracker and waypoint buttons, and you’ve got a significant update.

Website: www.hemamaps.com.au

Australians on the Western Front 1918: Vol 1

David Cameron regales readers with the story of Australian troops on the Western Front during The Great War (WWI). Cameron uses info gleaned from soldiers’ letters and diaries to reveal how these brave men halted – and then pushed back – the German army’s advance during March and April, 1918. Towns forever linked with the Aussie troops – Dernancourt, Villers-Bretonneux and Hazebrouck – saw fierce action as the Diggers threw back the Germans and saved the Channel Ports, which eventually led to the collapse of the offensive.

Cameron further expands the story of the Australian troops’ involvement here, detailing their use as ‘shock troops’, while explaining how these actions affected (at a later date) the broader strategic aim of the Allied troops. Volume 2 (still to be published) continues this story, detailing the huge British offensive of August 1918 and the key role played by Australian soldiers.

RRP: $35 Website: www.penguin.com.au

Ironman 4×4 Battery Tray for the Ford Ranger PX/PXII

With new 4×4 engine bays becoming increasingly crowded with components, it’s not always easy to fit accessories under the bonnet. A second battery is a prime example of a touring accessory that takes up a fair bit of engine-bay real estate. Ironman 4×4 has a solution for owners of Ranger PX and PXII vehicles in regards to fitment of this second power source.

The Ironman 4×4 battery tray is designed to fit under the driver’s side rear passenger seat, inside the cabin. The battery tray is built tough from 2mm powder-coated (black) steel and suits a Fullriver DC40-12 sealed battery. Battery trays are essential for any dual-battery set-up, and this unit’s robust mount arrangement offers assurance that the second battery will stay put and protected.

RRP: $140 Website: www.ironman4x4.com

Clearview Cable Saver

A fridge-freezer is a must-have 4×4 accessory and, fitted to a slide tray, brings easy access and the full convenience of a home kitchen to your vehicle. Well, that is until you slide the fridge out and run the fridge-slide bearing runner over your fridge power cable, jamming it, and risking damage to your cable – or you could sever it completely. Thankfully, the clever folks at Clearview have a solution: the Clearview Cable Saver eliminates any chance of your cable(s) being damaged by the bearing runner, by keeping said cable up and away from the runner.

The Cable Saver simply screws into the rear of your fridge slide’s base and then the power cable is looped over/through it. The cable saver measures 560mm at full height and its ‘tail’ (upper section) can be trimmed to allow for your particular height requirements.

RRP: $50 Website: www.clearviewmirrors.com.au