We were powering up the Kuranda Range, a steep winding road inland from Cairns in far north Queensland. A bloody great dual-axle trailer complete with a not-so-small tractor hung on the back of the V8 petrol-powered Cruiser.

This article was originally published in 4×4 Australia’s October 2010 issue

“It’s times like these I wish I had a supercharger under the bonnet,” Warwick explained. “In fact, my 76 Series turbo V8 tows this rig better.” I was a little surprised by that, but the 4.5-litre petrol engine, while similar in power output (202kW for the petrol compared to 195kW for the oiler) only develops 410Nm of torque compared to the V8 oiler’s impressive 650Nm. Yep, that made a lot of sense.

Still, we were cruising pretty effortlessly and quietly, with hardly any noise impinging on the quiet ambience of the cabin. And while there isn’t a blower under the hood, this Cruiser answers a lot of questions when you want to improve on what is a pretty good package straight out of the box – in either petrol or diesel form.

As TJM’s northern Australia manager, Warwick Grimwade does a lot of miles between his home base in Cairns and Mt Isa, Darwin and up to the top of Cape York. Places that most four wheelers are lucky to get to once in their life are Warwick’s home – and work – turf. His truck needs to fill many niches: show pony at 4X4 shows or when it is parked outside TJM Cairns; a strong, reliable, comfortable cruising wagon when on the long runs across the Gulf or up to the Cape; and a tough, no-nonsense workhorse when hauling heavy loads up the range to his Tablelands farm, as we were now.

Wish lists aside, the only mod done to the engine is a three-inch mandrel-bent exhaust to help the exhaust gas flow a little quicker. At the other end of the combustion cycle, an Airtec snorkel helps feed clean air to the engine.

A Long Range Automotive (LRA) 170-litre long-range fuel tank has also been fitted. LRA has a couple of models for the 200 Series. This particular 170-litre unit uses the standard filler and requires no modification to the exhaust system. This tank combines with the 95-litre factory tank to give a total of 265 litres.

A T13 steel bullbar and side airbag-compatible side-rails help protect the vehicle and its inhabitants from animal strike – a common experience in western and far-north Queensland.

An Ox electric winch is tucked into the bullbar and while you could opt for any of the Ox winches up to a mammoth 12,000lb unit, the 9500 is the most popular. Weighing in at less than 40kg, this winch is powered by a 4kW series-wound motor and drives through a three-stage planetary gear set. The Cruiser has a TJM Red Centre battery management system to ensure the batteries are kept ready for any eventuality.

A pair of Britax Xray Vision 220 HID driving lights also grace the bar, one a pencil beam, the other a wider spread beam. With a die-cast alloy housing and stainless-steel fittings, they seem to be handling all the corrugations and rough roads Warwick meats out to them.

Up top is a full-length alloy roof rack with wind deflector and mesh floor, with a Foxwing awning mounted on the side. Designed by Oztent Australia in collaboration with Rhino Rack, these awnings are a unique design that will fold out quickly and easily to shade both the side and rear of your vehicle.

If they have any drawback it is the real need to tie them down properly, even for just a short break – a gust of wind can easily flip the awning over and break a bracket or two. Warwick knows!

Down the back end, a Kaymar bar carries a pair of spares, while inside there’s a Black Widow drawer system along with a cargo barrier to protect occupants from any flying objects in case of a sudden, catastrophic stop.

A remote-microphone GME TX3440 UHF radio lurks behind the dash with only the mike visible. We’ve used these radios in the recent past and, with their long list of hi-tech features and performance, they’re bloody good units.

In the quieter ambience of the Cruiser cab (compared to the mud-tyred vehicle I tested the 3440 in) the volume from the speaker was adequate, even without a remote speaker. Still, it would be something I’d probably opt for.

Each of the front seat headrests has a built-in Option Audio (optionaudio.com.au) DVD player so both backseat passengers can watch their choice of DVD at the same time. I can almost hear parents rejoicing everywhere! Each unit has a seven-inch screen, built-in IR and FM transmitters, wireless headsets and optional inputs from SD cards or via a USB port. These replacement headrests are simple to install and easy to use.

The seat covers were ones I hadn’t seen before and were made from neoprene that any diver or surfer would be familiar with. These new, Aussie-made waterproof covers are called the Wet Seat and are available through TJM stores. They are even side-airbag friendly.

Importantly, they are made from 2.4mm neoprene, are abrasion resistant, chemical resistant, simple to fit and comfortable. They are available in a couple of colours and styles and are basically a universal fit for bucket seats that have a removable headrest. Lycra headrests are supplied as standard, although you can get tailor-made neoprene ones as well.

Helping keep things a little tidier in the cab is a set of Sand Grabber floor mats, a pretty essential item, I reckon, when you work and play on Cape York.

Tyres are 285/70R17 Mickey Thompson Baja ATZs, a darn sight better in all ways than what comes standard on the Cruiser I reckon, including load carrying – important when hauling heavy trailers.

This day jaunt was the first time I’d ever driven on the ATZ four-rib design for any length of time. In comparison to the ATZ five-rib, this has a more open tread pattern, making it more of a mud-type tyre than its close cousin.

As well, the compound used to make the four-rib is more attuned to resist chipping on gravel roads, so this tyre is really meant more for off-road work than the ATZ five-rib, but is not as aggressive as the Mickey Thompson Baja MTZ. The price is pretty similar for both ATZ tyres so the choice should be made on what sort of driving you tend to do.

Hauling such heavy loads, Warwick has opted for DBA slotted and ventilated discs all-round to improve braking performance. But it is the suspension that has come in for some special treatment, given the range of jobs it has to do.

Of the choice of three replacement springs TJM has on offer, this Cruiser wears the heaviest coils it has got. At the back end there is a set of Polyair bags to assist the springs. These are excellent for varying loads.

XGS Gold edition shocks and struts feature on the back and front respectively. These are TJM’s premium shock absorbers and feature German-quality Teflon bushes, seals and valving, a 36mm high-flow piston, a tough, hard-to-bend 18mm hard-chromed shaft, high-grade damper oil, a 2.5mm outer tube wall and a host of other features. The struts on the front also have a multi-adjustable spring seat, for the optimum set-up.

After we dropped the heavily loaded trailer at the farm we went in search of a few dirt roads and some more challenging stuff. We didn’t find any mud but the tyres did their job well on gravel roads and corrugated tracks as well as in soft sand.

On sand, they bagged well and while they are mainly a two-ply tyre (some sizes are three-ply) they have thicker plies than many other makes, so will resist punctures just that little bit better. The compound resists gravel chips, too.

The XGS shocks gave the Cruiser a comfortable, compliant ride that I found soaked up the bumps and corrugations no matter what the conditions while keeping body roll in check when pushing hard on the blacktop. And they were far from new, having been pounded up and down the Cape York road already on a couple of occasions.

In all, this 200 Series LandCruiser has been improved out of sight from the original. It is an absolute delight to drive and ride in but if there is anything I’d do, I’d change the paint job. And maybe opt for a blower!

New Cruiser Bar

The LandCruiser now sports a new bullbar, TJM’s latest T13 steel Outback bar, which is suitable for any 200 Series. This unit is a much smarter looking bar than the previous T13 bar, and looks a million dollars with its good looks and colour-coding. The new bar is airbag compatible and ADR compliant, has integrated fog lights and indicator lenses, reinforced T-slot hi-lift jack points (a bloody good idea) and can accommodate a wide range of low-mount winches. Importantly, for those of us who like a big set of driving lights, the latest T13 bar can handle lights up to the size of the large Britax Xray Visions, which are 220mm in diameter.

TJM Cairns

With a large workshop and a great accessory display area, TJM Cairns has everything you require when you are in north Queensland, heading for the Cape or the Gulf. The store has been around for just over 25 years and was started by Rod Spinks and his working partner. In the early 90s, Rod started expanding into Townsville and then in 1996 started TJM Mt Isa. In 2003 he brought out TJM Darwin and, in 2008, TJM Mackay. TJM Cairns services a big area, from Cardwell north into the Torres Straits and west to the Gulf. Phone (07) 4047 8900.

2008 Toyota 200 Series petrol V8 LandCruiser Owner: TJM Cairns Engine: 2UZ-FE 4664cc DOHC V8 Power: 202kW at 5400rpm Torque: 410Nm at 3400rpm Transmission: A750F Five-speed automatic

List of modifications Engine: Beaudesert exhaust Suspension (front): IFS with TJM XGS Gold Series coil springs and multi-adjustable spring seat strut combinations Suspension (rear): Live axle, four-link trailing arm with TJM XGS Gold Series coil springs and shock absorbers and Polyair bags Wheels & Tyres: Standard Cruiser wheels with Mickey Thompson Baja ATZ tyres 285/70R17 Exterior modifications: TJM T13 steel Outback bullbar; side-steps; OX 9500 winch; LRA 170-litre fuel tank; Britax 220 HID driving lights; TJM full-length roof rack; Foxwing awning; Kaymar dual swingaway spare wheel carrier and rear step/tow bar; DBA slotted disc brakes; Airtec snorkel Interior modifications: Black Widow drawer storage system and cargo barrier; GME TX3440 UHF radio; Option Audio DVD players for rear-seat passengers; Wet Seat seat covers; Sand Grabber floor mats

INDIAN automaker Mahindra & Mahindra Limited could well be the saviour of the traditional four-wheel drive. And by ‘traditional’, we mean really traditional: a separate chassis, live axles at both ends carried on leaf springs, and part-time 4×4. You simply can’t get more traditional or old-school than that.

The vehicle in question, known as the Roxor in the USA, is very traditional as it has much of the style of the original WWII Jeep, the vehicle that spawned the 4×4 world as we know it today. After all, the very first Land Rover, Toyota Land Cruiser and Nissan Patrol were all inspired by the original Jeep.

But the Roxor as it will probably be known when it arrives in Australia in 2020/21, is not a recent creation of Mahindra – Mahindra has had Jeep in its DNA from day one.

Mahindra was founded immediately after WWII off the back of assembling war-surplus Jeeps from knockdown kits supplied by Willys-Overland, and by 1968 Mahindra was manufacturing Jeep look-a-likes from 100 per cent Indian content. Examples of these early Mahindra ‘Jeeps’ were introduced to Australia in 1990 as the Bushman and the slightly cheaper Stockman, and they were powered by a naturally aspirated 2.1-litre diesel with – wait for it – 46kW and 120Nm.

The latest iteration of these early Mahindra ‘Jeeps’, the Thar, was introduced onto the Indian market in 2010 and is the basis for the Roxor; although, the Thar has independent front suspension with torsion bars, while the Roxor has a leaf spring live axle. Somewhat ironically the Roxor built under licence in the USA from knockdown kits imported from India. In the USA the Roxor is only for off-road use (sold under the same regulations as farm-use side-by-side ATVs) and is not road legal.

Here in Australia Mahindra previously looked at introducing the Roxor, but Australian Design Rules meant it could only be sold as a farm vehicle, a market already covered by the mPACT, a side-by-side ATV sold here by Mahindra. That’s the history; the future is a new-generation Roxor that will be road-legal in Australia and should arrive in the next two or three years.

At this stage it’s uncertain what engine it will use, but it probably won’t be the current Roxor 2.5-litre diesel, at least not in the current state of tune that limits it to 46kW and 195Nm due to regulations covering farm vehicles in the USA.

What we do know is that the Roxor sold in Australia will retain the defining elements of the current Roxor, including the Jeep-like styling. It will also be built on a separate chassis, have leaf-sprung live axles at both ends, and employ part-time four-wheel drive.

The wheelbase will be 2440mm, while the overall weight will be down around a very handy 1400kg. Front and rear lockers, excellent ground clearance, and steep approach, rampover and departure angles should help make it an off-road weapon. The Roxor will most likely also come with factory body and running-gear options, such as a lift kits and bigger wheel/tyre packages.

In other Mahindra news, the current Pik-Up ute will be replaced by a new-generation vehicle around 2021. This will be part of a new global push by Mahindra, with a new platform designed to satisfy the latest safety and emission standards.

This new platform will also underpin the Scorpio 4×4 wagon, which is also slated for Australian release around that time. The current Scorpio sells in India and elsewhere but not in Australia.

The Pik-Up will also gain the option of an automatic gearbox next year, which will no doubt boost sales in a market where the preference is now for automatics over manuals. The gearbox is an Aisin six-speed similar to that used in Toyota Hilux, Prado and Fortuner, and the Isuzu D-MAX and MU-X.

WHO IS MAHINDRA?

MAHINDRA is a giant global conglomerate headquartered in India employing more than 200,000 people in more than 100 countries. Among other things it’s the world’s largest producer of tractors (by volume) but makes trucks, buses, motorcycles and scooters. It has interests in things as diverse as aerospace, defence, clean energy and information technology. It’s a company on the rise.

INDIAN automaker Mahindra & Mahindra Limited could well be the saviour of the traditional four-wheel drive. And by ‘traditional’, we mean really traditional: a separate chassis, live axles at both ends carried on leaf springs, and part-time 4×4. You simply can’t get more traditional or old-school than that.

THESE hallowed pages are no stranger to the occasional snowball. Hell, we’ve been personally responsible for more than a few over the years ourselves.

They start out as a reasonably sedate project, something designed for camping trips, light wheeling and maybe yanking the occasional trailer around… until it all gets out of hand. If most of our builds are snowballs, Ant’s killer Patrol is an avalanche.

What started out as a mild-mannered farm truck is now packing a 450 per cent torque increase, sports car-trumping speeds and off-road ability that’d rival anything this side of a mountain goat.

If Ant’s bearded mug looks familiar there’s a good reason. One of his 4x4s graced the January 2018 cover: a Duramax-powered PX Ranger – yeah, you read that right.

This time he’s brought out the big guns, his ’01 GU coil-cab pounding out a mind-melting 2000Nm and 836rwhp thanks to yet another 6.6L V8 Duramax swap; although, this one’s tuned to within an inch of its life.

In stock form the bent-eight will put to shame anything offered within the Australian market. However, what does it take to make it punch out more than double the power and torque?

First things first, you rip it down to a bare block. The stock pistons and con rods were binned. In their place are forged rods from Carillo, which are topped off with ceramic-coated pistons from Mahle Motorsports designed to handle 1000hp.

From here an ATI balancer was fitted at one end, with a Wagler billet flexplate at the other. An aggressive camshaft was slotted between the two banks of pistons; although, with an altered firing order it’s designed to improve longevity, not just punch out more power. The stock heads were also shelved, and atop the Duramax are a set of CNC-ported offerings from Socal Diesel stuffed full of oversized valves.

Finally, a 12mm injection pump was strapped to the oiler, with 150 per cent oversized injectors satisfying the powerhouse’s insatiable thirst for diesel.

The turbo was upgraded to a billet 72mm VGT offering, breathing deep through the five-inch snorkel and airbox fabbed-up in-house at Ozmax Conversions, with an Ozmax front-mount intercooler between the turbo and intake.

The whole affair is reigned in with a DSP5 tuner, allowing Ant to select anything from a mild tune right through to the balls-to-the-wall power tune – “I lined up against a 600rwhp FPV F6 Typhoon and blew the doors off it,” he laughs.

With three times the torque of a 79 Cruiser flowing through the Patrol’s veins, a standard transmission would last about 30 seconds before turning itself inside out. Backing up the Duramax is none other than the venerable six-speed Allison transmission.

In typical Ant fashion it’s had somewhat of a tickle, and by somewhat of a tickle we mean it’s a fully built item from Limitless Diesel. It’s sporting everything from billet shafts throughout to a race-ready shift kit, clutch packs and billet baskets.

From here, power feeds through to an Ozmax Conversions transfer case adaptor into the stock Patrol transfer case. With the transfer case sitting 50mm rearwards to suit the engine, both front and rear driveshafts needed to be custom-built from heavy-wall chromoly, to suit the new lengths.

Up front the factory diff runs an Eaton ELocker wrapped around 4.11 cryogenically treated diff gears. Longfield 300M chromoly axles and CV joints have been slotted inside to send power to the front wheels.

In the rear a locker simply wasn’t an option. “When you’re pushing this much power a locker in the unlocked position only sends power to one wheel, it just can’t handle the torque,” Ant told us. Instead, he’s installed the stronger H260 rear diff and then yanked it apart and shimmed the LSD.

He’s also cryo-treated the axles and gears, too: “While I was getting the diff stuff cryo’d I did the gears and chain from the stock transfer case, too. It doesn’t need it, but why the hell not?”

To make the goliath engine fit in the comparatively small Patrol, Ant knocked together custom mounts from front to back, then extensively massaged the firewall to clear the dump pipe without running a body lift. Despite all that, Ant tells us that’s only half the battle.

“Getting the engine in is the easy part,” he said. “The wiring, intercooler piping, coolers and airbox all took far more work.”

With most of the Patrol’s weight over the front axle, Ant’s gone for an unusual, albeit successful, approach to his suspension. Up front are Fox 2.5 body remote res DSC shocks, with the rear copping smaller-diameter 2.0 remote res Fox, all from Down South Motorsports.

“With the weight difference, the larger body shocks in the rear would have actually made it ride worse,” he told us. “As it is, it’s unreal. You can hit anything flat-out in it.”

Of course, it’s not all about shocks, either. Up front the diff is kept in place by a set of Ozmax long arms, at 350mm longer and with a Cruiser bush end they’re able to take full advantage of the big shocks and 3.5-inch-taller coils. The rear is running 300mm longer lowers from Down South Motorsport, with heavy-duty adjustable uppers helping correct pinion angle after the two-inch King flexxy coils went in.

PSR adjustable Panhard rods front and rear keep it all centred, with a matching tie rod and drag link up front. Ant’s swapped out the stock front guards for a set of Kevlar replacements that sit two inches wider, with an opening that’s also two inches wider. It provides ample room for the 37 x 12.5-inch Goodyear Wrangler MTRs to stuff up into at full articulation. They’re able to run at insanely low pressures, too, thanks to 17 x 9-inch -30 Allied Rattler beadlocks at each corner.

While the tube bar work front to back might look comp-ready, Ant’s built the tray with his furry friends in mind. A removable frame clips onto the tube frame work, which is then wrapped in a canvas canopy to provide shelter for the dogs and a dry spot to stuff a swag or two for camping trips.

Inside, the madness doesn’t stop. Ant’s opted for the base model DX for its rugged vinyl flooring and manual wind-up windows. He’s then proceeded to deck it out head to toe in off-road goodies.

The pews have been replaced with leather reclining Recaro bucket seats, with an Intervolt dual-battery system tucked in behind. Storage is taken care of by a Department of the Interior roof console with a Bluetooth-enabled XRS UHF from GME sorting out comms.

Eagle-eyed Patrol owners will notice the steering wheel as not being a typical DX tiller, either. Ant swapped it for the wheel from an imported WC34 Nissan Stagea. In the process he’s picked up steering wheel gear selectors, which, when paired with the Allison trans, let him row through the gears while holding on for dear life.

Despite being essentially a road-registered off-road racer, the big GU has pounded out the kays doing daily duties. A capable workhorse, reliable enough to head off on remote camping trips, that’ll then run with a Lamborghini Aventador? This might be the ultimate 4×4.

Just don’t ask how much it cost.

Giggle Gas

“ONCE you’ve owned one you could never go back to a normal winch ever again.” A big claim from Ant, but when you find out what winch he’s packing it starts making a whole heap of sense.

Nestled inside the front bar is what remains of a Warn 8274, more commonly known as a high-mount. Ant’s swapped out the mediocre standard motor and strapped on a twin motor set-up from UK-based Gigglepin. The billet upper let Ant replace the stock 4.6hp motor with two 9hp units, modified versions of the 6hp Warn XP motor.

At the flick of the switch the twin 9hp units are pushed to their limits with a Red Winch “Supercharger”, kicking voltage up from 12V to 24V. Drive passes through 63 per cent quicker gears, before making its way through the DeltaTek air-free spool, where 80 metres of 13mm Dyneema rope are wrapped around the 76mm-wider drum… What? You didn’t think Ant would run an Alibaba special, did you?

LAND Rover has revealed a new limited-edition two-door Range Rover, dubbed the SV Coupe, at the recent Geneva Motor Show.

This luxo off-roader is powered by a grunt-laden supercharged V8 petrol donk, and it will be hand-assembled at Land Rover Special Vehicle Operations’ Warwickshire Technical Centre, with a limited production run of 999 vehicles globally.

There will be 20 SV Coupes arriving in Australia early in 2019 with – take a deep breath – an expected asking price of “in the vicinity of AU$500,000 … pricing will be confirmed shortly”, according to Land Rover Australia.

IT’S THE BUSINESS

So what do you get for the money? Well, it’s an SVO vehicle, so this Rangie ain’t shy in the sheer grunt department: 416kW and 700Nm of supercharged 5.0-litre V8 petrol engine backed by an eight-speed auto ensures the SV Coupe is the fastest-ever full-sized Range Rover, knocking off 0-100km/h in 5.3 seconds and capable of a 266km/h top speed.

Impressively – for owners who are game – the SV Coupe retains the Range Rover off-road DNA, with the vehicle featuring a two-speed transfer case, Terrain Response 2, an active locking rear differential, wading depth of 900mm and a 3500 maximum towing capacity. Off-road stats also impress: approach angle is 31 degrees, breakover 26.5 and departure 25.

However, bushability is reduced somewhat by the available wheel sizes; the four alloy wheel options start at 21 inches and go through to (for the first time with Range Rover) 23 inches. These monsters are wrapped with Pirelli Scorpion Zero All Terrain 275/40 R23 rubber. The SV Coupe also has adjustable on-road height, dropping automatically by 15mm above 100km/h.

AN ICON REVISITED

Land Rover is spruiking the SV Coupe as ‘the world’s first full-size luxury SUV coupe’, with the two-door design and floating roofline harking back to the original two-door Range Rover, according to Gerry McGovern, Land Rover’s Chief Design Officer.

“The Range Rover SV Coupe is a celebration of the Range Rover bloodline,” McGovern said. “With a dramatic two-door silhouette, this breathtaking four-seat coupe alludes to its unique heritage whilst being thoroughly modern and contemporary.”

The SV Coupe shares just the bonnet and lower tailgate with its four-door stablemate; the exterior panels (aluminium) and front and rear bumper bars are exclusive to this new model, as is the two-part grille and the frameless power-close doors. Yes, that’s right, power-close doors. Your doorman may need to find a new gig.

If you look closely enough, the swooping roof looks quite similar to that of the Range Rover Sport (and for those with a good memory, that of the 2004 Range Stormer concept). If this is the case, it could point to some panel sharing to cut costs on what is a short production-run – and thus very expensive – model.

Other unique styling and design points include a four-seat interior, panoramic roof and eight body colours (in gloss and satin), four of which are new to the Range Rover line, including Liquesence (a liquid-metal finish). There are a further four duo-tone gloss Contour Graphic options and 16 optional SV Premium Palette colours. For those after a more unique SV Coupe, SVO does offer bespoke personalisation, with access to 100 additional paint colours and a range of finishes.

The interior features all the goodies you’d expect including heated/cooled 20-way adjustable front and 10-way adjustable rear seats, covered in a leather that, according to Land Rover, is a “specially selected semi-aniline leather from a single tannery established in 1905”, as you’d expect, of course.

The InControl Touch Pro Duo includes a 10-inch display, 12-inch driver display, 10-inch control panel and a 10-inch full colour HUD. The stereo is next level: a 1700W, 23-speaker Meridian 3D Signature Sound System (with dual-channel subwoofers) ensures you’ll hear every minor key change the next time you’re poodling around, feeling chuffed with SV Coupe ownership and pumping out the Rolling Stones’ “Satisfaction”.

IN DEMAND

As mentioned earlier, final pricing has not been confirmed, but, alluding to Land Rover Australia’s hint, there’s no getting around the fact that it will take a very hefty chunk of cash to place your posterior on that semi-aniline leather driver’s seat. Unsurprisingly, there’s already plenty of interest here, according to James Scrimshaw, Land Rover Australia Product Public Affairs Manager, who said: “Dealers do have quite a few interested Range Rover owners who are very keen on getting more information on the SV Coupe.”

If you’re keen, that early 2019 Aussie sale date gives you at least some time to save, flog off that spare kidney, or – heaven forbid – reduce the household staff even further.

On a more serious note, the SV Coupe’s limited production run, the incredibly high spec level, performance and off-road capability, and the fact only 20 will arrive here, means we expect this thing to sell out as quickly as it covers the quarter-mile.

Your best bet to avoid disappointment is to head to www.landrover.com.au and register your interest.

HERE’S are six reader-submitted 4x4s picks that was recently featured on the February issue of 4×4 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.

We feature a bunch of readers’ rigs in the magazine each month, where we award one lucky punter with a $200 voucher to spend at Piranha Off Road.

1991 NISSAN GQ PATROL: ANDREW CHAPMAN (4×4 Australia Readers’ Rigs Winner of the Month)

The original engine was a TB42 petrol, which has now been swapped over for a 5.7L LS1 V8. It has a five-inch Tough Dog lift, custom bar work, winch, spotlights, LED headlights, UHF radio, custom audio, rear drawers, 33-inch Maxxis Mudzilla tyres, and a PatrolDocta four-inch airbox and snorkel.

1989 NISSAN GQ PATROL TD42T: JUSTIN BARBARY

Features include: three-inch lift, 35-inch BFG muddies, Runva winch, Raslarr front and rear bars, sliders, rear diff locker, with many others modes including interior things. Great car, has taken me on many hard tracks and adventures.

2016 MITSUBISHI TRITON MQ: JASON FERRARI

I drove my MQ away on February 1, 2016. As of today it has 76,000km on the clock. It’s been to Queensland, NSW, Victoria and South Australia. It features TJM gear.

1995 NISSAN GQ PATROL: MICHAEL CHAPMAN

The love of my life is powered by a highly modified TD42 pushing close to 200rwkW. It also has a three-inch Dobinson lift, 33-inch BFG KM2s, all custom barwork, dual-battery setup and, soon to come, a front Harrop ELocker.

2016 TOYOTA HILUX SR: MAX FEDCESEN

Features include Matrix 11-stage shocks (front and rear), PSR adjustable UCAs, Phat Bars’ braced diff drop, front/engine/transfer plates, rock sliders, a custom rear bar, front ELocker, Axis front bar, and a Rhino Pioneer rack. Some 35s and regear to come, and maybe another crawl box.

2015 ISUZU D-MAX LSU SPACECAB: MARK MCEVOY

We bought it with the tub and canopy for the purpose of towing our 24-foot Evernew caravan around Australia. Due to weight, we had it converted to a six-wheeler in Toowoomba, where they also did the tray. Lots has been spent modifying this vehicle to suit the purpose. It has a two-inch lift (Kings Springs) with Bilstein shocks all around, an HPD catch can, ECUwest remap, Redarc EGT/boost gauge, ARB recovery points, Outback roof console with a GMW UHF, and ScanGauge 2. This vehicle is great to drive and is impressive in the dunes and when towing. We have driven the D-Max with caravan in tow from Tasmania to Toowoomba, to Melbourne, up to Port Hedland and now back to Perth, WA. We intend to leave Perth and head to Karratha.

Many of us will know blokes who scowl and mutter across the campfire about Toyota’s decision to discontinue the 80 Series Land-Cruiser.

This article was originally published in 4×4 Australia’s November 2010 issue

Launched 20 years ago and replaced more than 10, the 80 Series was at first regarded with suspicion: the rounded new body hid a lethargic engine, and its new coil-sprung suspension had a big question mark over it compared to the previous tried ’n’ true leaf springs.

But later, fitted with a gruntier, 4.5-litre twin-cam four-valve petrol six that offered V8-like outputs of 158kW and 373Nm – or the option of two 4.2 diesels – Toyota’s 1990s LandCruiser became one of the most highly-respected vehicles in the company’s history. Which brings us to Simon Carter’s 80 Series LandCruiser.

Eighteen months ago he grabbed an already legendary vehicle and made it even better with a bunch of sensible but serious mods aimed at making it an even more useful vehicle in the bush. And he didn’t spend a motza doing it, either.

Simon shopped smart and tracked down a LandCruiser with a lot of extra specialist hardware installed – not bad work for a bloke who was shopping for a Nissan!

Since then, he’s just added a few tweaks of his own after making sure he was in the right place at the right time with the right amount of cash.

“I was looking at Nissan Patrols,” Simon says. “I was steering clear of diesels but wanted something that was on LPG so it wasn’t too expensive to run.

“Then I found this Toyota – it ticked all the boxes [with accessories and equipment], but wasn’t on LPG and it was an auto. I wasn’t all that keen on autos, but it had too much gear on it for me to ignore.”

After all, LPG could be fitted later and an automatic trans is an asset in some off-road situations, as well as being easier to live with around town. The Cruiser was being sold with a brand new Engel fridge and a second set of wheels and tyres thrown in, too, which sweetened the deal.

From nose to tail, this tourer wants for little, with an enviable list of mechanical and camping/touring modifications. The body has been lifted 50mm over its chassis and the suspension is taller, too, thanks to taller coils, Tough Dog dampers and some Snake Racing extra-length swaybar hardware.

The Cruiser came equipped with a dual battery system, but the second battery was initially installed in the cabin so Simon relocated it to the engine bay with Piranha hardware. There, it not only frees up interior space for carrying gear and for sleeping, but can better assist the first battery in powering the Warn winch that lives in the modified ARB bar.

A Safari snorkel keeps water out during creek crossings, as do extended breathers for both ARB Air Locker-equipped axles. The front axle has also been converted to free-wheeling hubs using Mark’s Adaptors hardware.

“I think there might be a crawler gear in the transfer case, too,” reckons Simon. “It really is good in first gear, even with the auto and larger tyres.”

The Air Lockers’ compressor (installed under a front seat) was a bit dodgy when Simon bought the Cruiser so was replaced with a new ARB one that – of course – makes air available for tyre inflation. The Cooper STTs are brand new; Simon was happy with his previous Coopers but downsized from 305 to 285 to eliminate the larger tyres’ occasional scrubbing against the mudguards.

TJM is the sticker on the rear bar/tyre carrier, with a Hayman Reece towbar under it. Simon doesn’t often tow, but the relocated spare wheel is necessary to allow space for an LPG tank.

A little known outfit, roofcage.com, provided the roof cage for when Simon needs to carry extra equipment or fuel. Simon also added the Ironman awning, the Kaymar jack and shovel holder and upgraded the stereo to one that is iPod compatible.

There’s Uniden and GME communications gear, and the standard Toyota seats, although not too bad in an 80 Series, feel like milk crates compared to the two Aussie-made butt-hugging Stratos 3000 buckets that now take pride of place up front. MSA canvas covers, featuring integral map pockets, protect them.

Out back, Simon’s additions include a few more 12V outlets for powering accessories and a 1000W Jaycar inverter so he and daughter Madison – also a keen outdoors person – can charge and run computers, cameras and other 240V gear without too much hassle.

For many of the boys’ weekends, Simon sleeps in the Cruiser so wanted the top of his drawer system to be flat (Toyota’s factory-fit rear-most pews have been removed). When Madison comes along for the weekend, she gets the cabin and Simon rolls out his swag.

For that extra touch of luxury after a long, dusty day of driving in the bush, Simon has installed a Twine shower system under the bonnet. It’s obvious this vehicle has most of the ingredients to be a terrific tourer. Except one: the high-height body.

“When I got it, it had no swaybars and wobbled all over the place,” recalls Simon. “I went to a wrecker and put those back on because I reckon it was unsafe.”

Simon has installed a Tough Dog steering damper and wants to upgrade the Cruiser’s four other Doggies, too: “I want to install the nine-way adjustable ones. Because it’s so tall, I want to tighten it up on-road and have the option to keep it soft when it needs to be.”

Having another daily-driver means the Cruiser is garaged most of the time, ready for weekend camping trips without the compromises of marshmallow manners, excessive tyre wear or thirsty fuel consumption around suburbia. But despite Simon’s best intentions, circumstances have kept him within the confines of Sydney suburbia for the time being.

“Mick [a mate] and I were supposed to be gone by now,” Simon says of his intended across-Oz trip. “But I have to finish my house first!”

Going on Gas

Simon has recently joined the ranks of those making the day-to-day running costs of the (let’s be man enough to admit it) heavy and cumbersome 80 a little easier on the hip pocket.

The system Simon chose is a Parnell VSI dual-fuel, electronically controlled, multi-point sequential vapour injection system. Mimicking a vehicle’s standard EFI system, VSI (vapour sequential injection) systems cost more than old-tech LPG installations that simply dump the gas into the intake at one point, but by all accounts the result is worth it.

Gas injection systems provide better mixture control, fuel economy (usually around 10 percent), driveability and reliability – especially a reduction in damaging intake manifold backfires that can be expensive to deal with.

At the time of his installation, Simon pocketed the $1750 Australian government grant toward the $4200 cost of the conversion. The grant is gradually being reduced towards its termination in 2013 but will remain at $1500 until the end of June 2011.

1994 Toyota LandCruiser 80 Series Owner: Simon Carter Engine: 1FZ-FE 4500i in-line six cylinder DOHC Power: 158kW at 4600rpm (standard) Torque: 373Nm at 3200rpm (standard) Transmission: Four-speed automatic

List of modifications Engine: Sequential multi-point LPG gaseous injection system Suspension (front): Pedders coil spring (100mm longer than standard) with Tough Dog dampers; relocated upper shock mounts; Snake Racing extended swaybar links; caster bushes in lower control arms; Tough Dog RTC steering damper; Snake Racing track bar Suspension (rear): Pedders coil spring (100mm longer than standard) with Tough Dog dampers; relocated upper shock mounts; Snake Racing extended swaybar links and adjustable Panhard bar Wheels & Tyres: Enkei wheels with Cooper STT 285/75-16 Exterior modifications: ARB front and rear Air Lockers; part time 4WD/freewheeling front hub conversion; 50mm body lift; modified ARB bullbar; Warn winch; Lightforce Blitz driving lights; ARB sidebars; Safari snorkel; roof cage with Ironman awning; TJM rear bar with spare wheel mount; Hayman Reece towbar; Kaymar jack/shovel holder; LED rear work/camp light; dual battery system with Piranha isolator; Twine shower system; diff breathers Interior modifications: MOMO steering wheel; Stratos 3000 front seats; MSA canvas seat covers; Milford cargo barrier; Engel and Bushman fridges; 4 x 12V accessory sockets; Jaycar 1000W inverter; GME and Uniden UHF radios; Alpine iPod-compatible head unit and amplifier; 4 Focus speakers and 12-inch sub; ARB on-board air compressor; home-made drawer/storage system. For camping: Garmin GPS; Bushman exhaust jack; Honda generator; hi-lift jack

WAY back in 2001 when I was Deputy Editor of 4X4 Australia, then-Editor Michael Taylor informed me we were going to include every new 4×4 in that year’s 4×4 of the Year test.

He asked me to compile a list of eligible vehicles; they had to be all-new 4x4s or significantly revised 4x4s that were launched the previous calendar year. There ended up being 23 vehicles on that list, from the Nissan X-Trail and Ford Escape through to the Nissan Patrol and Toyota TroopCarrier. And we were going to test them all.

We arranged for all 23 vehicles to be dropped off at the Melbourne 4×4 Training and Proving Ground at Mount Cottrell, and then Michael told me he was off to the North American International Auto Show in Detroit, so I would have to conduct that year’s 4X4OTY test without him. But I digress…

You see, back then, 4X4 Australia tested every new 4×4, whether it had low-range gearing or not. Even vehicles with limited off-road capability such as the Audi Allroad Quattro were tested.

At the time we thought there would be some reader interest in this growing part of the market segment. We called such vehicles soft-roaders, as we had yet to adopt the American term SUV. For the record, the granddad’s axe GU Patrol won the gong that year.

The following year, Michael was gone, and I sat in the Editor’s chair. We decided to stick with the ‘let’s test every 4×4’ plan, as we were the only 4WD magazine in the country with the resources to conduct such a test. When we sat down and made a list of eligible vehicles, this time there were only 17 of them. What a relief!

But the year after that there were 31 of them. It seemed every manufacturer was getting in on the soft-roader act, including Holden with its diminutive Suzuki Ignis-based Cruze, but we’d planted our flag in the sand and pushed on…

Now testing 31 vehicles in a week is no easy task. We came up with a plan that would see vehicles gradually eliminated over the first three days at the Melbourne 4×4 Training and Proving Ground, and then we sat down and decided on a shortlist of six vehicles that would go on to be subjected to further testing in and around the Victorian High Country.

Obviously, no soft-roaders made it through to the final six; the judging criteria are biased to favour vehicles with off-road capability. After all, the magazine is aimed squarely at 4×4 enthusiasts, not drivers of the Holden Cruze.

As the years wore on, more and more soft-roaders hit the market and it got to the point that a new one was being launched just about every other week. We couldn’t keep up … and there was not much point in doing so. We knew most of our readers couldn’t give a toss what the new RAV4 was like to drive, so we made a call: no more soft-roaders in 4X4 Australia.

Fast forward to 2010 and along comes the Volkswagen Amarok, a vehicle that proves a two-speed transfer case isn’t necessary for genuine off-road capability. Volkswagen had changed the rules.

The other day I headed down to Tassie to drive the new Jeep Compass Trailhawk. There’s no denying the Compass is a soft-roader in just about every sense, with a car-like monocoque body structure, fully independent suspension and, like the Volkswagen Amarok, no low-range gearing.

But there is a caveat: it’s a Trailhawk model that Jeep insists is ‘Trail Rated’, making it a compact 4×4 with genuine off-road capability. The Jeep Compass Trailhawk doesn’t have low-range gearing, but you can lock it into the 20.4:1 first gear and it will climb with surprising ease in steep country. And the mode-selectable electronic traction control is great at arresting wheel spin when the Trailhawk cocks a wheel in undulating terrain, which is just as well because it has a distinct lack of droop travel.

Is the Trailhawk capable enough off the road to be included in next year’s 4X4 of the Year? Probably not, but it blurs the lines between soft-roader and off-roader.

FOR THOSE looking for that ultimate long-distance, remote-travel vehicle, EarthCruiser may just have the answer, with the release of its new expedition model which combines a Mercedes-Benz Unimog U430 with the EarthCruiser Explorer XPR440 off-road motorhome.

The 2018 EarthCruiser packs in pretty much everything you and your companions will need to disappear off the grid or tackle that long-dreamed-of African overland adventure.

Just a few examples of the long list of remote-travel specific features include a claimed fuel range of up to 3500km thanks to its 800-litre tank, the ability to quickly (read: 30 seconds) swap the steering wheel and pedals between left- and right-hand drive (you know, just because it can. Jokes aside, for that global expedition, this is brilliant), excellent approach, ramp-over and departure angles, an 860-litre water tank, run-flat tyres, central inflate/deflate set-up, and a hydraulic jacking system that will lift the wheel/tyre off the ground for you to then change. Yep, it’s definitely a one-of-a-kind adventure vehicle.

Impressively – and belying its somewhat beefy appearance – the Explorer XPR440 only measures 4400mm in length, so this rig is not only uber-capable but surprisingly compact. There’s also the XPR380 variant, measuring 3800mm, to allow for storage of a motorcycle or bicycles out back.

Other tweaks available for buyers pre-purchase include weatherproofing for both extreme cold and exceedingly hot climates. The coil-spring suspension and disc brakes, along with ultra-low-range gearing, up the durability levels, while the 212-litre fridge – and its 68L fridge/freezer backup – should ensure limited visits to the local supermarket for supplies. If you somehow get stuck in this thing, you have the luxury of front and rear 24V 20,000lb winches for recovery.

As an extreme remote-area family tourer, the EarthCruiser fits the bill very well. There is seating for five, the option of a queen or twin beds, an additional two sky beds and – yes! – an exterior-mounted barbecue.

For added assurance when exploring those remote corners of the globe, standard fitment also includes telematics with satellite tracking and monitoring, and you can check exactly where the vehicle is positioned on the track – or what dangerous wildlife is circling – via the five external cameras that are claimed to offer 45 days real-time recording.

Interestingly, this footage can be viewed globally; so, yeah, great for distant family members to keep an eye on your travels. It’s also a great option for giving the parents-in-law the occasional fright. Not that we’d condone that.

EarthCruiser’s experienced team has been building tough remote tourers (based on not only MB chassis, but also those from IVECO and Fuso) for a number of years now, and this new model continues the brand’s trend of churning out what most of us can only dream of owning: the ultimate four-wheel escape machine.

Go to their website for all the info on the new XPR440 and XPR380.

THE Toyota Hilux has surged ahead of the Ford Ranger on the 4×4 sales charts, after the Japanese brand shifted 3257 units in February.

So far in 2018 Toyota has sold a total of 6137 Hilux 4x4s; while 5990 Ford Ranger 4x4s have flown off the showroom floor. The Mitsubishi Triton rounds out the big three, with 1634 4x4s sold in February and 2947 units sold so far this year.

In a consistent trend, the SUV and LCV segments again showed growth. Compared to February 2017, upper large SUV sales increased 12.9 per cent, and LCV 4WD sales are up 17.9 per cent.

So far this year the new car market is experiencing a 6.1 per cent growth in sales compared to the same time last year. Tony Weber, the chief executive of the Federal Chamber of Automotive Industries (FCAI), puts this down to strong value and increased competition among brands.

“Consumers are supporting the value propositions that the brands are offering,” Weber said. “To have the market already running 6.1 per cent ahead of last year’s record total indicates that consumer confidence is still strong and all those elements which underpin our economy remain in position.”

On the overall sales charts the Hilux (4×2 and 4×4 variants combined) sits atop with 4426 sales. The Ranger (4×2 and 4×4) remains in second with 3544 sales. They are followed home by the Toyota Corolla (3270), Mazda3 (2935) and Mazda CX-5 (2191).

The two lions stalked through the bush, tailing the Series One Land Rover as if it were prey.

This article was originally published in 4×4 Australia’s March 2010 issue

As soon as the man opened the driver’s door they were on him, clawing and pummelling him to the ground, smothering his body with their sheer bulk, and cloaking him with their luxuriant manes. Extricating himself from the tangle of tawny fur and claws, the man called out: “How was that? Did you get a nice picture?”

Meet Kevin Richardson: film director, documentary maker, keeper of African predators, passionate Land Rover owner – and honorary lion.

After spending a few days with this South African at his private lion park, near Johannesburg, I’ve decided he’s not just a keeper of these majestic animals, he’s a part of their pride. “People are always trying to pigeonhole me,” Kevin explains, over coffee at his beautiful lodge on the banks of the Crocodile River.

Roothy visits Front Runner Jo’berg factory

“I’m not a lion trainer – like in a circus – but my lions will usually do what I tell them to, because they want to. I’ve studied zoology, but I’m not a zoologist, either. I’m a keen student of animal behaviour and love watching them and taking notes, but I’m not a researcher or behaviourist.”

Type Kevin Richardson and lions into an internet search engine and you’ll quickly be directed to some amazing video footage of him and the special relationship he has developed, not just with the lions in his care, but hyenas, jackals, cheetahs, leopards and even a South American jaguar.

If there was a textbook on how to live and work with big cats and other dangerous predators, Kevin would be guilty of breaking every rule within it.

“I’m stubborn,” Kevin says. “I don’t do things just because that’s the way they’ve always been done. My methods are different.”

While other animal trainers use a stick, whip or an electric cattle prod (also known as a shock stick) Kevin uses nothing but love, interaction, and play to develop long-term relationships, often from birth, with the animals.

His unconventional attitude is also part of the reason why he jumped through hoops to get his hands on a Series One Land Rover.

Kevin has a massive passion for older vehicles; his 1969 Triumph Bonneville motorcycle holds equal pride of place in his garage alongside the other fine example of vintage British automotive engineering.

“I love old things. My Triumph is a fantastic runner, and I love the workmanship and the design of the Series One. Everything about older vehicles is great.”

That’s not to say Kevin lives his life in the slow lane, though. He also races superbikes, flies an aeroplane and a microlight and, of course, he plays with lions for a living.

When Kevin was growing up in suburban Johannesburg, there was little, other than an interest in birds, bugs, reptiles and household pets, that may have given a clue to his future career. He studied physiology at university and ended up working in a gym, helping to prepare hospital patients for surgery by strengthening their muscles and joints, and rehabilitating those who had been recently discharged.

One of his clients was successful businessman, Rodney Fuhr, owner of the Johannesburg Lion Park, and a passionate wildlife conservationist. Fuhr had funded researchers in Botswana and Zambia and wanted to fund documentaries and a feature film about lions.

An invitation to Kevin to visit the park resulted in the young man getting to know two young lion cubs, Tau and Napoleon. Kevin was allowed to play with the cubs, and spent more and more time with them and other predators in the park.

While their keepers told him never to sit in the presence of growing cats – or turn his back on them – Kevin found that playing with them on the ground, at their level, rolling, clawing and sometimes even biting them back, helped him relate to them far better.

He also refused to go in with a stick. “I mean, if a fully-grown lion wants to eat you, what use is a stick?” Kevin says.

His unconventional methods at the park, where he eventually ended up working full-time, were mirrored in his search for a car.

“I contacted a guy called Rob Leimer, well known in South African Land Rover circles, and asked him if he knew anyone who had a Series One for sale,” says Kevin. “He told me I’d probably have no chance, though he did tell me about a guy in Muldersdrift who owned one.”

Kevin contacted the man who, rather bizarrely, said: “I’m not going to sell it, but you can come and have a look at it if you like.”

It was love at first sight for Kevin, but the lion keeper had to have his kid gloves on for this one. “The poor guy had been keeping the Land Rover for his son, but the boy grew up and went out and bought a Volkswagen Golf GTi; I think the old man disowned him,” Kevin recalls.

But the man had a list of questions for Kevin; an approach which made him think that the owner might choose to sell after all. “Why does a young guy like you want a Series One? It’s not the sort of car you can race around in every day, you know,” was the first question. And there were several more.

“Do you realise what the upkeep on a vehicle like this is? Where are you going to keep it? Is it for the lion park? You’re not going to bastardise it and turn it into a tour vehicle, are you?”

The vehicle had been his wife’s father’s car and he had inherited it. For years it had been the family’s daily runabout. It’s the luxury Series One; with tropical roof, leather panels in the doors and footwells, and a floor-mounted headlight dip switch. On its grille is an Automobile Association of Southern Rhodesia badge – itself collectable – and on the bonnet is an original, barely-used Dunlop Rhodesia 6-16 tyre.

“After three meetings the guy finally decided he may like to sell it to me, and asked how much I’d offer him. I had no idea what to say,” Kevin says.

A fellow lion keeper, a few years older than Kevin, told him to come up with an odd figure, to make it sound like he had scraped together every penny he owned – which wasn’t actually far from the truth. Kevin took the advice – which was spot-on. His offer was accepted. “He just wanted to be sure it was going to a good home,” Kevin says. “Though he did make me sign a contract saying I’d give him first option on buying it back if I ever decided to sell it.”

A friend sourced a pair of South African National Parks stickers for the doors. While not authentic, they match the sand-coloured paint and look perfectly at home when Kevin motors into his lions’ enclosure.

Kevin is putting the finishing touches to his first feature film, White Lion, a dramatic story about a young cub growing up in the African bush. When he finishes the movie, he plans on carrying out his own restoration of the Series One, stripping it right back to bare metal and starting all over again to ensure it remains pristine.

For now, the Land Rover gets a regular workout up and down the steep, rocky sides of the Crocodile River valley on the short but challenging drive from Kevin’s lodge to the expansive enclosures where his lions, hyenas and leopards live.

“This is a bush vehicle and the bush is where it belongs.” Kevin states.

So it looks like the old man’s buy-back contract isn’t going to be needed any time soon.