With a legacy dating back three-quarters of a century, the Jeep is one of the world’s most iconic vehicle platforms.
From the US government’s initial call for a four-wheel drive light personnel carrier in 1940 to pioneering the Rubicon Trail in the 1950s and setting the standard of 21st century off-road capability, the seven-slot grille has a place, not only in the hearts of Americans, but with backcountry enthusiasts the world over.
During the recent recession when the brand was struggling financially, it closed its museum and, unfortunately, liquidated its inventory. It was an economic necessity at the time, but gone was one of the most comprehensive Jeep collections on the planet.
All is not lost: a few years ago the guys at Omix-ADA (Rugged Ridge/Alloy USA) began acquiring rare models with a plan to create a museum of their own. During the past decade they scoured the World Wide Web in search of well-preserved models ranging from prototype Ford GPs and Willys MAs, to CJ-7s and Jeepsters.
Prior to the passing of Jeeping legend Mark A. Smith, they purchased much of his collection with the promise that the fleet would stay together, have a permanent home, and be shared with the public. If restoration was required, they approached each undertaking with an end in mind: to bring it back to near-assembly-line condition.
Fortunately, the Omix-ADA warehouse is stacked to its 50-foot ceiling with thousands of new and old stock parts. Need an OE 1946 Willys 2A hood or XJ body panel? No worries, it’s probably in stock.
We took a tour of their 250,000-square-foot facility and were beside ourselves with the number of vintage OE parts they carry. As with all articles of antiquity, classic Jeeps should be shared with future generations. Upholding their promise to Mark, and feeding their passion for the seven-slot grille, the collection was assembled and given a dedicated portion of their building.
I recently joined Dave Logan, Omix-ADA’s sales training manager and Jeep aficionado, in Suwanee, Georgia, for a comprehensive tour of the museum. Here are some of my favourites.
MILITARY MODELS
1941 BANTAM BRC Bantam Motors was the first manufacturer in the running for what would be a very lucrative US Government contract. It won the bid for its Blitz prototype, but lacked the production capacity and financial liquidity required to support the needs of the government.
Bantam’s initial design was shared with Willys Overland and Ford, who went to task to not only replicate but improve upon the design. Bantam produced several thousand BRCs for the Lend-Lease program, supporting the allied forces in Europe prior to the US entering the war.
Number built: 2605 (estimate) Engine: Continental BY4112 4-cylinder Output: 45hp, 86lb-ft torque Transmission: T84D 3-speed manual Transfer case: Spicer 18 Axles (front, rear): Spicer 40, Spicer 40 Wheelbase: 79 inches Length: 127.25 inches Weight: 2100 pounds
1941 FORD GP Ford also answered the call for a ¼-tonne all-wheel drive. Its offering was the GP. It was not selected, but some of its features made their way to the final production model. It included a Ford truck instrument cluster and pintle tow hitch, and it could be started with a hand crank.
Number built: 1500 (estimate) Engine: Fordson N 4.4-litre 4-cylinder Output: 45hp, 84lb-ft torque Transmission: Ford GP-7000 Transfer case: Spicer 18 Axles (front, rear): Spicer 25, Spicer 23-2 Wheelbase: 80 inches Length: 127.85 inches Weight: 2150 pounds
1941 WILLYS MA The Willys MA, which was preceded by the prototype Quad, became the primary light personnel carrier during WWII. It’s said the Go Devil engine, which produced 33 per cent more horsepower than Ford and Bantam’s offerings, was the primary reason Willys was awarded the contract. By the end of the war more than 350,000 MBs (MA’s successor) had been built.
Number built: 1555 (estimate) Engine: Go Devil 2.2-litre 4-cylinder Output: 60hp, 105lb-ft torque Transmission: T84J 3-speed manual Transfer case: Spicer 18 Axles (front, rear): Spicer 25, Spicer 23 Wheelbase: 80 inches Length: 132.75 inches Weight: 2315 pounds
1942 WILLYS MB It’s said World War II could not have been won without the Willys Jeep. The MB followed the prototype MA and served in all theatres of the war including Europe, the Pacific and North Africa. It would eventually be fitted with small machine guns as a long-range desert reconnaissance vehicle, and it would even be fitted with a propeller and converted to an amphibian.Production years: 1941-45 Number built: 361,399 Engine: Go Devil 2.2-litre 4-cylinder Output: 60hp, 105lb-ft torque Transmission: T84J 3-speed manual Transfer case: Spicer 18 Axles (front, rear): Spicer 25, Spicer 23 Wheelbase: 80 inches Length: 132.75 inches Weight: 2315 pounds
1943 FORD GPA AMPHIBIOUS The Ford GPA Amphibious was a marvelous idea that simply didn’t work. Based on the GPW chassis, it was encapsulated with a steel hull so it would float, given a PTO-driven propeller and rudder out back so it would move, and be called a boat.
Unfortunately, thousands of young soldiers piled into GPAs with rucksacks, arms, and ammunition only to find the vessel could barely stay afloat. It sat low in the water, and anything more than light water would flood the cockpit and send it to the bottom of the sea – which is where most GPAs found a final resting place. This rare example was part of Mark A. Smith’s collection.
Number built: 12,778 Engine: Go Devil 2.2-litre 4-cylinder Output: 60hp, 105lb-ft torque Transmission: GPW 7000 3-speed manual Transfer case: GPW 7700 Axles (front, rear): FPW 4001, GPW3001 Wheelbase: 84 inches Length: 181.8 inches Weight: 3400 pounds
1944 FORD GP “SAS” During World War II, Ford built the GPW under license by Willys Overland. Specifications were technically the same, allowing for interchangeability of parts in the field. Specific for the campaign in North Africa, vehicles were stripped of all non-essential parts to allow them to carry additional fuel, water and ammunition.
Known as the Long Range Desert Group, which was made up of New Zealanders, members of the British SAS (Special Air Services) and volunteers from Southern Rhodesia, they performed deep-penetration reconnaissance missions and monitored enemy transport caravans. On occasion, they would slip into an Axis airfield under the cloak of darkness and set the crosshairs of their Browning and Vickers machine guns on parked enemy aircraft, wreaking havoc and disabling or destroying dozens of planes.
Production years: 1941-45 Number built: 278,000 Engine: Go Devil 2.2-litre 4-cylinder Output: 60hp, 105lb-ft torque Transmission: GPW 7000 3-speed manual Transfer case: GPW 7700 Axles (front, rear): GPW 4001, GPW 3001 Wheelbase: 80 inches Length: 132.75 inches Weight: 2315 pounds
1951 WILLYS M38 The M38 entered the scene in 1950 with the build-up for the Korean War. Considered a light tactical vehicle (based on the CJ-2A), it included a pintle tow hitch, one-piece windshield, larger tyres, 24-volt electrical system, and more durable suspension and frame.
Production years: 1950-52 Number built: 45,473 Engine: Go Devil 2.2-litre 4-cylinder Output: 60hp, 105lb-ft torque Transmission: T90 Transfer case: Spicer 18 Axles (front, rear): Spicer 25, Spicer 44 Wheelbase: 80 inches Length: 133 inches Weight: 2750 pounds
1952 WILLYS M38-A1 THE M38-A1 was the first Jeep to have rounded fenders and hood. It was designed for military use and served as the standard light personnel transporter through the Korean and Vietnam wars.
Production years: 1952-71 Number built: 101,488 Engine: Hurricane F-head 4-cylinder Output: 72hp, 114lb-ft torque Transmission: T90 3-speed manual Transfer case: Spicer 18 Axles (front, rear): Spicer 25, Spicer 44 Wheelbase: 81 inches Length: 138.5 inches Weight: 2660 pounds
CIVILIAN MODELS
1946 WILLYS CJ-2A Following WWII the American public, ready for some rest and relaxation after years of war, embraced the Willys for its ability to access backcountry camp, fishing and hunting spots. It was light, capable and became synonymous with overland travel.
As greater America realised the utility of the Jeep as a farming tool, dozens of implements were designed, attached and run off a PTO from the transfer case.
This well-preserved example includes a Ramsey winch, Westinghouse PT-1 air compressor, 200amp welder, side-arm mower, Canfield tow boom, Newgren buzz saw, and a Novi governor to adjust engine and PTO speed. It also featured Canfield overload springs and dual wheels fore and aft. It is a rare sighting in the Jeep world.
Production years: 1945-49 Number built: 214,760 Engine: Go Devil 2.2-litre 4-cylinder Output: 63hp, 105lb-ft torque Transmission: T90 manual Transfer case: Spicer 18 Axles (front, rear): Spicer 25, Spicer 41 Wheelbase: 80 inches Length: 122.75 inches Weight: 2137 pounds
1947 WILLYS CJ-2A FIRE TRUCK THE Howe Fire Apparatus and Boyer Fire Apparatus companies converted a small number of Willys CJ-2As into fire trucks. With four-wheel drive and a diminutive size, the 2A could access wildland fires in terrain that thwarted conventional fire trucks of the day. This example (a Boyer conversion) was part of Mark Smith’s collection in Georgetown, California.
Production years: 1945-49 Number built: Unknown Engine: Go Devil 2.2-litre 4-cylinder Output: 63hp, 105lb-ft torque Transmission: T90 3-speed manual Transfer case: Spicer 18 Axles (front, rear): Spicer 25, Spicer 41 Wheelbase: 80 inches Length: 122.75 inches Weight: Unknown
1949 WILLYS VJ JEEPSTER
In an attempt to attract a younger demographic, Willys Overland developed the sporty VJ Jeepster convertible sedan. Early versions were equipped with the standard Go Devil engine, but in 1950 the company offered the Hurricane F-134 and Lightning L161. It was only available in two-wheel drive and did not gain traction (pun intended) with the general buyer. The VJ was phased out in 1951.
Production years: 1948-51 Engine: Lighting 148-cubic inch 4-cylinder Output: 70hp, 118lb-ft torque Transmission: T96 Axles (front, rear): Dana 23 Wheelbase: 104 inches Length: 174.8 inches Weight: 2392 pounds
1959 FC-150 The FC, or Forward Control, is a bit of a unicorn in the Jeep World, in that the cab sits directly over the motor and the motor sits between driver and passenger. There were numerous versions offered (FC-170, FC-180, FC-180 DRW and so on) but, for various uses, the common denominator was that they all had a utility bed out back.
The much-loved FC was put into service as farm trucks, tour buses and even motorhome conversions. Driving one is like operating a school bus, but you’ll receive loads of looks, smiles and raised thumbs.
Manufacturer: Willys Motors, Kaiser Jeep Production years: 1957-65 Number built: 16,251 Engine: Hurricane 134-cubic inch 4-cylinder Output: 75hp, 114lb-ft torque Transmission: T90 3-speed manual Transfer case: Dana 18 Axles (front, rear): Dana 25, Dana 44 Wheelbase: 81 inches (this vehicle) Length: 147.5 inches Weight: 3273 pounds
1960 WILLYS DJ-3A SURREY With a frilly ragtop, side-steps and pinstriped seats, the Surrey was ready for mint juleps and leisurely drives on a Sunday afternoon. It was designed with the hotel and resort client in mind, trotting guests from the hunting lodge to sundowners by the lake. As such, many were shipped to Hawaii and the Caribbean for the aforementioned high rollers and use as rental cars.
Production years: 1959-64 Number built: 1100 Engine: Go Devil 2.2-litre 4-cylinder Output: 63hp, 105lb-ft torque Transmission: T90 3-speed manual Axles (front, rear): Dana 27 Wheelbase: 80 inches Length: 136 inches Weight: 1819 pounds
1964 CJ-5 The CJ-5 was essentially the civilian version of the M38 A1 military Jeep. With a 29-year tenure, it claimed the longest production of any vehicle. It was available with a variety of engines, transmissions, transfer cases and axles, as well as in models such as the Renegade, Golden Eagle, Tuxedo Park and Super Jeep.
Manufacturer: Willys Motors, Kaiser Jeep, AMC Production years: 1954-83 Engine: Hurricane 134-cubic inch 4-cylinder Output: 75hp, 114lb-ft torque Transmission: T90 3-speed manual (this vehicle) Transfer case: Dana 18 Axles (front, rear): Dana 25, Dana 44 Wheelbase: 81 inches Length: 135.5 inches Weight: 2469 pounds
1966 WAGONEER The SJ Wagoneer, successor to the Willys Wagon, appeared in 1963 and was the first luxury four-wheel drive wagon, or SUV, offered by the company. During its two-decade production run it was fitted with everything from the Tornado inline six-cylinder to a 401 cubic-inch V8.
A manual transmission was available in some models, but more common was the Turbo-hydramatic 400 and Torqueflite 727 automatic. This particular vehicle was purchased from the second owner with only 17,830 original miles.
Manufacturer: Kaiser Jeep Production years: 1963-83 Number built: Unknown Engine: Vigilante 327-cubic inch V8 Output: 250hp, 340 lb-ft torque Transmission: THM400 3-speed automatic Transfer case: Dana 20 Axles (front, rear): Dana 27A, Dana 44 Wheelbase: 110 inches Length: 183.7 inches Weight: 4514 pounds
1967 CJ-6 The “6” was the long-wheelbase version of the CJ-5 (adding approximately 20 inches). The US Forest Service and foreign enthusiasts gravitated toward the CJ-6 more than domestic buyers. This example, which is in stellar condition, was used as a volunteer ambulance in Troy, Michigan. It has the original tyres, an optional Ramsey PTO winch, and the odometer reads a scant 14,000 miles.
Manufacturer: Kaiser Jeep Production years: 1955-75 Number built: 50,172 Engine: Hurricane Output: 75hp, 114lb-ft torque Transmission: T90C 3-speed manual Transfer case: Spicer 18 Axles (front, rear): Spicer 25, Dana 44 Wheelbase: 101 inches Length: 155.5 inches Weight: 2431 pounds
1971 “HURST EDITION” COMMANDO With the muscle-car generation’s foot firmly on the skinny peddle, and Commander sales falling off, AMC joined forces with Hurst Performance Products to inject some adrenaline into the Jeeping world. The Hurst Edition features a custom hood scoop (yes, designed with a swale in the middle) and GTO-style tachometer, Dual Gate shifter, custom Goodyear tyres, roof-top luggage rack, and a stylish (for the day) graphics package. The example here is one of only 100 built.
Production years: 1966-71 Number built: 57,350 Engine: Dauntless 225-cubic inch V6 Output: 160hp, 235 lb-ft torque Transmission: THM 400 3-speed automatic Transfer case: Spicer 20 Axles (front, rear): Spicer 27, Spicer 44 Wheelbase: 101 inches Length: 168.4 inches Weight: 2966 pounds
1973 CJ-5 “SUPER JEEP” The Super Jeep, offered in 1973, was the result of a shortage of the classic 70s-style aluminium slot mag wheels needed for Renegade models. It featured a groovy graphics package, white soft top and custom upholstery. Only 300 were built.
Manufacturer: AMC Production years: 1955-83 Number built: 300 Output: 125-150 hp, 220-245 lb-ft torque Transmission: T15 Transfer case: Dana 20 Axles (front, rear): Dana 30, Dana 44 Wheelbase: 83.5 inches Length: 138.9 inches Weight: 2469 pounds
1983 CJ-8 “SCRAMBLER” The CJ-8 was technically a stretched CJ-7. It featured a removable half cab and a short pick-up bed out back. The Scrambler designation was derived from a model that included a graphics and wheel package. In South America it was sold as the CJ-8 Overlander, which included a full-length hard top.
Manufacturer: AMC Production years: 1981-86 Number built: 27,792 Output: 115 hp, 201 lb-ft torque Transmission: 4 or 5-speed manual, 3-speed automatic Transfer case: Dana 300 Axles (front, rear): Dana 30, AMC 20 Wheelbase: 103.5 inches Length: 177.3 inches Weight: 2650 pounds
Smack bang in the middle of NSW’s Kings Highway (B52) is Clyde Mountain, which forces road travellers down a slow, steep and winding descent.
On the left, passengers are faced with a sheer rock face through which the road has been carved; on the right, the driver is separated from a frighteningly steep valley of eucalypts and towering tree ferns by a narrow car lane. With a series of switchbacks and safety ramps, this route requires a steady hand at the wheel and a decent set of brakes.
However, the last time we navigated the route we were in a fully loaded Hilux that was pulling a camper trailer, and we found ourselves bearing down on a learner driver on a blind corner who was travelling well below the speed limit. With no safety ramp in sight, our options were limited: run into the slow-moving family sedan; use the cliff wall as a secondary brake; veer into oncoming traffic; or emergency brake… hard. We opted to sacrifice the brakes. We achieved a safe outcome, but it didn’t take long to realise the result of our evasive action was overheated brakes.
The first sign was that several of our wheel-nut indicators had melted; the second warning was the perceptible brake shudder that ensued once they’d cooled. We could simply machine them down, but, after having served us for more than 200,000km, we opted to treat the Hilux to a brake upgrade.
In circumstances like these we usually find a conversation with mates is a recipe for success. So, we dropped in on a few mechanics and rally driver mates – we all know that competitive drivers abuse their brakes. Their advice was consistent and, first up, we were told to get some Bendix 4WD/SUV brake pads. Then they told us to partner the brake pads with some Disc Brakes Australia (DBA) 4×4 survival slotted rotors for the front, and then finish it all off by upgrading the rear drums to discs.
Happy that we were getting the same advice from different quarters, we figured that, before we parted with our hard-earned cash, it was important to find out why everyone seemed to be reading from the same brake boffins’ storybook. The answers were pretty compelling.
BEND IT LIKE BENDIX
Bendix is an old hand in the brake industry, having manufactured in Australia since 1955, which makes it Australia’s premier manufacturer of brake pads. Today, Bendix Brakes is Australia’s largest manufacturer of friction material.
The benefits of Bendix 4WD/SUV brake pads centre on performance and endurance. Our mates reckon Bendix are top-notch for their effectiveness, and we’re assured that, with no bedding-in required, they’ll withstand the heat build-up caused by frequent braking during city driving, as well as the demands of towing and off-roading.
As testimony to the strength of Bendix, none of our gravel-pounding buddies had seen these brakes fail. While the technical explanations for the brakes’ high performance started getting a bit deep, it’s got to do with innovations in technology and new friction materials that Bendix accesses by virtue of its affiliations with Honeywell, one of the world’s largest aerospace companies. Now, we’re not rocket scientists, but it did sound reassuring.
GOOD MATES
When it comes to stopping power, there’s no one size fits all. Brake pads need to be mated with compatible rotors, and we were pleased to find that Bendix brakes match well with DBA’s 4×4 Survival series slotted rotors.
Slotted rotors have increased cooling capacity than most OME, which gives them an edge in situations where hard braking is likely to occur in short bursts.
The major advantage of DBA rotors is the ability to absorb and dissipate heat more evenly, and to sustain higher temperatures for longer than their competitors. The strength of the DBA rotors derives, in part, from a ‘kangaroo paw’ rotor ventilation system designed and manufactured in Australia. This design consists of 144 diamond- and teardrop-shaped pillars and columns spaced between the rotor surfaces, which assist to dissipate heat and increase the rotors’ capacity to resist warping.
According to the marketing spiel, these rotors are up to 20 per cent cooler than straight-vane rotors. A quirk of the design is that it mimics the paw print of the kangaroo – hence the name.
The curved slots in DBA rotors dampen vibration, which promises to reduce noise and provide a smoother braking experience. There are also more exit points for the slots to release the gases created by braking, which enhances pad-to-rotor friction. In short, DBA slotted rotors promise high performance in continuous heavy braking situations such as driving down a mountain or when towing – exactly what we were looking for.
After a bit of sniffing around, we found DBA’s 4×4 Survival series of rotors come in two models: the entry-level T2 slot design is targeted towards the daily driver who fancies a bit of towing and off-road action on the side; and the more advanced T3 slot design is for serious off-road or heavy towing applications.
What makes them different? For one, the two models have different slot designs. And, when we talked to DBA, we learned the T3 series is also heat-treated differently in manufacture to contend with the pressures of excess heat associated with heavy braking in motorsport, or when dealing with loaded vehicles such as four-wheel drive tourers.
On balance, we were recommended the T2 as our best option. Now we just had to order the Bendix brakes and DBA rotors.
THE VERDICT
Once fitted, we tested our new brakes in a range of conditions: unloaded, part-loaded and fully loaded and, regardless of the circumstance, the upgrade clearly resulted in more powerful braking. Combined with the REDARC Tow-Pro Classic Electric Brake Controller, our rig with camper trailer attached was stopping in half the distance we’d previously achieved, which was seriously impressive.
Our co-driver, who deals with her fair share of dicey drivers on the morning commute, reckons the new brake set-up has already saved her bacon – having been cut-off just a few days after the upgrade, the renewed stopping power saved her from a potentially expensive metal-on-metal incident.
Confident in the new set-up, we set off on an 8000km trip from the Murray Mallee to the Cape and a return along the eastern seaboard, with a few side-trips thrown in. We’ve also hit the B52, including the Clyde Mountain, to enjoy a few weekends fishing by the beach. And, you know what? There’s been no sign of distorted or melted wheel-nut indicators.
The Bendix-DBA combo has our crew’s seal of approval, and we’ll be running with this set-up for a while to come. Now… maybe it’s time to talk to the mob from DBA about a rear brake upgrade so we can be rid of those notoriously bad Toyota rear drums.
A good days’ drive from Sydney or Brisbane, Narrabri looks like any farming shire, but dig a bit deeper and you’ll discover the region is full of hidden treasures.
Covering nearly 15,000km², the Namoi Valley has a rich and colourful past. Traditional owners of the land, the Kamilaroi and Gamilaroi tribes, named the town Forked Waters because of the three waterways that split the town. History has it known that John Oxley passed through here back in 1818 and, soon after that in 1834, a settlement gave new life to the area.
There are generally two camping options within the Narrabri area: at the hot baths or lakeside. This allows travellers to set up a base camp for daily trips and then hit all the hot spots in the mountains.
The most significant landmark in the shire is Mount Kaputar National Park, just 40km to the east of Narrabri. This ancient area of rainforest pockets and rock formations was created 20 million years ago when two massive volcanos upheaved the land and rocked the mid-west, pushing Mount Kaputar skyward.
Now you can walk the trails, bird-watch, camp and bike-ride in the park. There are two designated camping options in the park: Bark Hut and Dawson Springs.
Bark Hut, positioned midway up the mountain, is large enough for trailers and features barbecues and toilets, and it is close enough to most of the walking trails. If you’re after the bee’s knees of camping areas head to the top of Mount Kaputar to find Dawson Springs, which is a magical spot with coin-operated hot showers, toilets, fire pits, barbecues and access to walking trails.
The top of the mountain is 1520 metres above sea level, so come prepared in the cooler months. The walking trails are amazing, and NPWS have put in viewing platforms, steps with handrails and formed paths; some are even wheelchair-friendly. The views vary from stunning sunsets across the Narrabri plains, to the volcanic plugs across the Nandewar Range.
After exploring the heart of Mount Kaputar National Park, head to the northern side of the park to the stunning Sawn Rocks. These basalt pipe-shaped rock columns are 40 metres high and are the result of slow lava flow during volcanic eruptions. There’s no camping here, but it’s a perfect spot to spend a few hours exploring and appreciating how these rocks weren’t carved by chisel. A 10-minute walk leads to a viewing platform, which provides awe-inspiring views looking up at the rock face.
With Mount Kaputar in the rear-view mirror, an exciting place to camp and explore is Yarrie Lake, just 30km west of Narrabri on Yarrie Lake Road. This 3km-diameter natural mass of water is a playground for campers, bird lovers and locals. Some reports say this circular piece of water was created by a meteor that hit the earth thousands of years ago and, since then, locals have cleaned out the reeds to create this haven.
Camping on the western side will have you paying fees, but you get flushing toilets, hot showers, a fire, picnic shelters and clean water. The eastern edge of the lake is free, but there are no facilities. It’s a great spot for kayaking, fishing, throwing a yabby pot in, or wandering the lake to count the endless species of birds.
Setting up a base camp here will allow you to head back into town for supplies and also check out the other wonders of the area. Only 10km away is the CSIRO Australia Telescope National Facility, which is open daily, free to enter and an amazing place to satisfy your curiosity of the universe.
Upon entry to the facility are old steel structures that look like skeletal remains of a bygone era. In the main area, five telescopes tower above and point skyward in search of radio signals from outer space. A sixth telescope is located a few kilometres away and, working together, form a massive antenna. Hands-on displays, photographs of solar mysteries, and a display centre filled with scaled models of the site, should enhance your visit and hopefully solve any unanswered questions.
If your bones are beginning to ache, head 70km west from camp to the Pilliga Artesian Bore Baths. The original bore, sunk back in the early 1900s, discovered that the minerals contained in the water had a therapeutic effect on the body, and artesian water flows into the pool at a constant 37°C all year ’round.
Camping is permitted here, but it’s just a big, open paddock with basic toilets – you can occasionally pick up a bag of firewood supplied by a local. Camping fees are payable at the local shop. During the cooler months, camping space is at a premium, as grey nomads hit the area during their tours of the mid-west.
Recent improvements have been made, with barbecues, several shelters, showers and parking now available for day trippers. The excess water from the hot baths has created a nearby billabong, and a wetland walk has been carved to allow an array of birdlife and other animals to gather. There’s not much at Pilliga these days but a general store, a few houses and the pub… there’s always a pub!
If you’ve travelled this far to reach the hot baths, a great side trip is into the mystical Pilliga Forest that starts just south of the Pilliga. Reports suggest this is where large footprints and sightings have been made of the infamous Pilliga Yowie. While we didn’t see any signs, it is a very quiet forest where the roads and landscape all look the same. If you delve into the forest, grab a pamphlet from the Pilliga shop before you head deep to the salt caves as there are more than 2500km of roads and most are unnamed.
Rumour has it these caves were once very deep and that wild animals gathered to lick the salt columns and local Aboriginal women collected the salt to cure meat. Nowadays there are several walks around the cave and up to the Pilliga firetower, which provides spanning views across the forest. Nearby at the salt caves is the Aloes Picnic Area, which has toilets, free barbecues and shelters positioned among casuarina trees.
Deeper into the forest is the Pilliga Forest Discovery Centre, which features interactive displays created by local indigenous artists. A forest walk leads through diverse flora into the valley, where plants and animals thrive. With views across the gorge, active displays in the information centre, picnic facilities and much more, it’s a must-do when in the area. It’s only a 90-minute drive back to Narrabri when on the Newell Highway.
Who would have thought a mid-western town could hold so much diversity and history, with stunning locations, volcanic rock formations and much more.
TRAVEL PLANNER
Located Narrabri is located in mid-west NSW, around 530km north-west of Sydney and 580km south-west of Brisbane. The local indigenous meaning is ‘forked waters’ as there are three waterways that converge here.
Camping There are a host of camping options within the shire depending on what you’re after. Narrabri has several great caravan parks, a host of motels and cheap camping at the local showground. If you prefer a little more solitude, head farther out of town to locations like Mount Kaputar NP, Yarrie Lake, the Pilliga Hot Artesian Bore Baths, or into the Pilliga NP.
Attractions After exploring the township and riverside walks, there are attractions for everyone within a 50km radius. Head to the east and spend several days in the stunning Mount Kaputar NP, where the walking trails range from easy to hard and provide views of volcanos and million-year-old rocks. To the west, head out to the Pilliga NP and visit the sculptures in the scrub, relax in the Pilliga Hot Baths, enjoy a peaceful few days on the Yarrie Lake, and then head to the CSIRO’s Australia Telescope.
More Info The best source of information is all found online. For all relevant information regarding local attractions, camping and events, visit their website here. The Narrabri Shire Visitor Information Centre is located on Tibbereena Street beside Narrabri Creek, and can be contacted on (02) 6799 6760.
Toyota Australia has issued a recall for 17,554 Hiluxes and 2526 Fortuners produced between June 2015 and December 2015, due to an airbag sensor fault.
This recall, completely unrelated to the Takata airbag fiasco, is caused by two separate manufacturing issues, which can see the insulation layers of the IC chips possibly peel over time and create an open circuit in the IC chip. This could deactivate the side/curtain shield airbags and/or the front airbags.
To rectify the issue, Toyota will begin to contact the owners of affected vehicles in the coming days. Once the replacement part is available in Q2 of this year, owners will be advised to take their Hilux/Fortuner to their preferred Toyota dealer for free reparation.
Initial inspection – to see if the sensors need replacing – should only take 30 minutes. Should the sensors be faulty, repair time will vary between one and seven hours.
Toyota Corolla and Prius models produced during the same period have also been affected by the recall.
Affected owners can contact the Toyota recall campaign helpline on 1800 987 366.
AUSTRALIAN brand EFS has just released its newly developed EFS Xtreme 45mm big bore front struts and rear shocks for the Toyota 200 Series Land Cruiser.
The 200 Series is one of the biggest and heaviest wagons on the Australian market, so, with this in mind, EFS developed a strut to suit and control the heavy mass.
A large volume shock with the right valve improves control of a vehicle of this size, especially when towing and touring.
Designed for standard height and raised height applications, the struts and shocks are easily paired with EFS’s range of raised-height coil springs.
RRP Front Struts: $299.00 incl. GST (each) Rear Shocks: $255.00 incl. GST (each)
Specs
– 45mm big bore piston valve – 65mm outer body diameter – 20mm hardened chrome shaft – 2mm HD wall thickness – Quality multi-lip seals – Twin-tube design – Dynamic Motion Control valve – Bonded rubber bushes – Low-pressure nitrogen gas-charged
This is the fourth year Tough Dog 4WD Suspension has been the major supporter of 4X4 Australia’s 4X4 Of The Year (4X4OTY) award and the third time we’ve brought one of the company’s modified dual-cab utes along on the weeklong test.
We’d previously tested Tough Dog’s Toyota Hilux and Nissan Navara, but this year, Simon Vella, Tough Dog’s general manager and the man in charge of Tough Dog suspension development, brought the company’s modified Ford Ranger. This rig was equipped with a Tough Dog suspension set-up designed to carry a 0-300kg load in the rear, while the front-end set-up was equipped to handle the weight of a steel bullbar.
RANGER REAR SPRINGS
Tough Dog offers three rear suspension packages for the Ford Ranger: 0-300kg, constant 300kg, and constant 500kg. The Ranger we tested on 4X4OTY was equipped with the 0-300kg rear leaf spring pack, which features a linear spring rate for improved ride quality, with a light load compared with the variable spring rate of the OE Ford suspension.
“We don’t run a second stage on the leaf pack,” explained Simon. “We run a primary pack only, so there’s no flat leaf on the bottom.”
The Tough Dog leaf pack is made up of single-cambered diamond-cut leaves that are specifically rated up to 300kg of constant load. The reason for eliminating the second stage (or load helper springs) is to keep the ride quality at an absolute premium. “When you drive this Ranger, even with the big wheels and tyres fitted to it, it’s plush and comfortable and not jarring at all,” Simon said.
Unless you’re carrying a constant 300kg or higher load in the back, there’s really no need to fit a load-helper spring.
“When you introduce a secondary leaf on the bottom, when the primary springs come down and rest on that, the rate then starts to climb rapidly because you’ve hit a piece of flat steel,” explained Simon. “You can camber that leaf downwards, but only by so much before it becomes impractical (such as impeding ground clearance).
“With nearly all the 0-300kg dual-cab suspension systems we’ve developed over the last 10 years, we’ve deleted the load leaf because it doesn’t really serve a purpose. A lot of people who buy a dual-cab ute, they’re just going to chuck up to 250kg in the back, maybe a couple of dirt bikes, so there’s no real need to put a secondary leaf in the bottom.”
Simon pointed out that the Tough Dog 0-300kg kit is still capable of carrying a load of 500kg or more, but drivers who always have a 300kg-plus load in the back are better off opting for either the constant 300kg kit or the constant 500kg kit. “With our constant 300kg and constant 500kg suspension kits, we then put a load leaf in,” he said.
Other features of the Tough Dog leaf spring kit include urethane bushes and friction pads between the leaves.
RANGER REAR DAMPERS
Complementing this Ranger’s rear leaves are a pair of nine-stage 40mm bore adjustable shock absorbers.
“With our adjustable shock absorbers, you’re essentially getting nine shock absorbers for the price of one,” Simon said, who encouraged the testing team to play around with the damper settings as road and track conditions changed.
The Ranger was only carrying a light load in the tray (around 200kg) on test and we kicked off on setting two, which provided a comfortable ride and good control on the highway. As road conditions deteriorated we upped the damper setting to five, which was achieved via a simple and easy-to-access rotary dial at the base of each shock absorber. This provided a noticeable increase in damping effect that improved control over bumpy terrain. While also resulting in a firmer ride, the lightly laden Ranger still felt comfortable over crook and bumpy back roads.
When we hit the rough and rocky off-road tracks around Eldee Station, we backed off the shock absorbers to setting two, which offered much more ride compliance. So how do the Tough Dog adjustable dampers work?
“You’ve got an inner working cylinder, where the piston runs up and down,” explained Simon. “That working cylinder, what replenishes it with oil is a valve that opens and closes. When the shock absorber closes the valve shuts and forces the oil through the piston, and then when it extends the valve opens, and between the outer tube and the inner tube a vacuum sucks the oil back inside again.
“By turning the adjusting dial, it turns a worm drive that restricts the oil flow…”
So when you turn up the dial, it increases both compression and rebound damping. “Around 80 per cent rebound and 20 per cent compression,” said Simon. “So if you take it to setting five, or up to setting seven, you can really feel the difference; it starts to feel quite firm.”
RANGER FRONT-END
The front of the Tough Dog Ranger runs struts with 40mm foam cell shock absorbers. Tough Dog offers two front spring options for the Ranger and as this vehicle was equipped with a steel bullbar and driving lights, but no winch, it was equipped with the lighter option.
“It has a 40 to 50mm lift to suit a steel bar,” Simon said. “There are two front spring options. The first rate suits a vehicle with weight up to a steel bar, like this one here, and then we do a spring to suit a heavy bar with a winch.”
“It’s got 40mm foam cell shock absorbers, which are a similar design to the rear foam cells, the only difference being that the front shock absorbers don’t have an external valve, so they’re not adjustable.”
The springs and dampers can be purchased as separate items or the struts can be supplied completely assembled, which makes them a lot easier to fit to the vehicle.
To account for the lift in ride height, the Ford Ranger also has a centre bearing kit. “We’ve fitted a spacer to the centre bearing to bring the angle of the shaft back down so that it doesn’t vibrate,” explained Simon, adding that as soon as a Ranger has been lifted by an inch or more there will be significant driveline vibration unless it’s equipped with a centre bearing kit.
THE CHOICE IS YOURS
No matter what you use your Ford Ranger for (or any vehicle for that matter), and what load you carry in it, Tough Dog will have a tailored suspension system to suit your needs.
The Tough Dog website has a suspension configurator where you simply select your vehicle make and model, choose from the listed load options and select the most suitable suspension kit. The website also includes complete pricing details and you can order your suspension kit online and have it delivered directly to your nearest Tough Dog dealer.
The lighting market is flooded with cheap gear slathered with marketing jargon. It makes it hard to decipher if something is at the front of the field or if it’s just another dodgy product in a shiny box.
One thing that’s hard to fake is ‘Made in Australia’. It’s this tag on the box of the Ultra Vision Nitro 140 Maxx (140W) that immediately told me they’re not only going to be built well, but have serious R&D put into making sure they work effectively.
Wiring up the LED driving lights was a simple affair. When bought in a pair, Ultra Vision includes a full wiring harness with everything you need to get the lights up and running. There’s plenty of length on all the cabling, as well as quality insulation, conduits and even Deutsch connectors on every plug. From start to finish it took me less than an hour to get them on and running, and most of that time was spent figuring out the high-beam switching. There’s no H4 adaptor so you’ll need to do a little thinking, but it’s relatively basic stuff.
That same attention to detail has extended through to the construction of the lights themselves. Ultra Vision has made them as shallow as possible to allow easier fitment inside bullbars. However, the overall diameter is still a typical 230mm. They come standard with polycarbonate lenses to protect against stone chips and wayward rocks, while the 4mm-thick stainless-steel brackets lock the lights off rock steady.
We noticed some bounce in the lights along corrugations, but we were able to track it down to the factory nudge bar and not the lights themselves. The brackets also include multiple mounting holes, so you can lock them off with a few extra bolts if you have any issues.
There are 19 individual LEDs fitted in each light, sucking a maximum of 8.8amp in current draw, and the result is simply astonishing. We ticked the box for the “WiDr” pattern, which pushes out 10,600 effective Lumens per lamp, with a reach of 1 Lux at 1000m (“Combo” pattern pushes this to 1 Lux at 1200m) but greatly increases usable light in the sub-100m reach.
There are no noticeable hotspots, with an even and usable light until the light gradually fades off at the 1000m mark. At 100km/h it’ll give you 37 seconds to spot animals ahead, so it’s more than enough for just about any situation.
At $695 a piece these lights are no doubt pricier than entry-level items, but they are toe-to-toe with the biggest names in the industry in terms of performance. The outer ring can also be custom colour-matched to your 4×4 for those extra style points.
RRP: $695 each We say: Top quality, comfortable light temp, sturdy construction. Available from: Ultra Vision
Land Rover’s new Discovery represents a major technological revolution for a model range that dates back to 1989. In fact, this is only the third all-new Discovery in all that time, the last being the Discovery 3 in 2004.
But while this is a revolution for Discovery, it’s not new for Land Rover, as the technology in question is a hand-me-down from Land Rover’s premium brand Range Rover and comes in the form of a lightweight aluminium monocoque. Compared to the outgoing Discovery, which was a steel separate-chassis design, the weight savings are as much as 480kg.
The new Discovery comes with the choice of three engines in all four equipment grades, and all come with a mind-boggling array of options more likely to confuse rather than satisfy. In a first for Discovery, not all models come with dual-range gearing – dual-range is not available at all on the least powerful and least expensive engine, the Td4.
That means the next engine up in price and power, the Sd4, is the least-expensive starting point for a ‘proper’ off-road Discovery.
TOURING
As with the lightweight aluminium monocoque, the Sd4 engine is a technological next-step design. Amazingly, despite being a four-cylinder of just two litres, it produces 177kW and 500Nm, numbers that would look more than handy from a 3.0-litre diesel. More amazingly, the engine delivers on this promise – and then some – and is both flexible at very low revs and zippy up top. At all other times it’s simply effortless and has no trouble propelling what is still a very big vehicle.
This 2.0-litre four comes from Land Rover/Jaguar’s new high-tech Ingenium engine family and employs two different-sized sequentially arranged turbos that are instrumental in producing the Sd4’s ‘big-engine’ performance.
The Sd4 is also a relatively quiet engine and notably smooth for a four, while the slick eight-speed auto, with its tall higher ratios, adds to the overall refinement of the powertrain.
At highway speeds there’s also very little wind or road noise and the Discovery has all the poise of a luxury 4×4. Figuratively close your eyes and you could well be in a Range Rover… The only niggle is the ride, which could be better on some surfaces and better on the 19s fitted to the lower spec models rather than the 20s of this HSE.
If there’s a lot of luxury about the Discovery there’s a bit of sportiness, too, especially for something so big. For that, thank its trim weight, independent suspension, low on-road stance and nicely tuned electric power steering.
TRAIL DRIVING
The Discovery’s fully independent suspension gives the sort of wheel travel you’d expect of a good live-axle design, and it comes with the added bonus of height-adjustable air-spring suspension, either standard or optional across the range. This allows you to raise the vehicle up to 75mm above the default ride height of 208mm to 283mm, with more available above that should the vehicle ground out. The height-adjustable suspension also means an impressive 900mm wading depth.
Despite a driving position that’s not as commanding as Discovery 3 and 4, this new Discovery with its clearance, wheel travel and clever 4×4 system makes easy work of the trails; the major hitch being the W (270km/h) rated tyres with their thin and vulnerable sidewalls.
Better news comes in the excellent underbody protection and the fact that many key components, such as suspension sub-frames, are still made from steel, part of the 15 per cent of the Discovery that’s not aluminium.
SET-PIECE HILL CLIMB
The Discovery’s long list of options include a self-locking rear diff, Terrain Response 2 and All Terrain Progress Control, which is similar to Toyota’s Crawl Control and works up or down hill as a type of off-road cruise control… all you have to do is steer. These options were all fitted to the Sd4 and, with the inherent advantage of its long wheel travel and generous clearance, it’s no surprise the Sd4 was totally untroubled on our set-piece climb.
CABIN AND EQUIPMENT
The new Discovery has a spacious cabin despite being slightly narrower, lower and less airy than Discovery 3 and 4, even if it’s a bit longer. As a driver you also sit lower and seemingly farther back. Despite the narrower cabin, the second-row seat is comfortable for three adults and adjusts back and forth so you can optimise legroom verses rear luggage space.
All Discovery models from entry level up are strong on safety gear, but if you want more luxury you’ll have to bypass the two lower-spec models and move straight to the HSE, or throw lots of options at an S or SE.
PRACTICALITIES
The Sd4’s 77-litre fuel capacity is small, so it’s a good thing the engine is economical – fitting a long-range tank may be difficult, even if the V6 Discovery has eight litres more fuel capacity.
As mentioned, the W speed-rated tyres are a liability off-road, but the good news is that this new Discovery wears a one-size-taller tyre for any wheel size, which opens up the replacement tyre options considerably (even LT tyres), despite 19s still being the smallest factory wheels.
Better news is the Sd4 has excellent payload and towing capacities; while a lack of aftermarket support, at least at this stage, is a negative.
SUMMARY
The Discovery’s significant weight savings is key to its wider performance ‘envelope’ in terms of what a 4×4 family wagon can do on and off the road. But it’s not perfect, with the all-too-familiar Discovery shortcomings of fuel range and wheel/tyre specification only addressed in part.
2018 LAND ROVER DISCOVERY Sd4 HSE SPECS: Engine: 2.0-litre 4-cyl bi-turbo diesel Max power: 177kW at 4000rpm Max torque: 500Nm at 1500rpm Gearbox: Eight-speed automatic 4X4 system: Dual-range full-time Kerb weight: 2109kg (five seat) GVM: 2940kg (five seat) Payload: 921kg (five seat) Towing capacity: 3500kg GCM: 6640kg (five seat) Fuel tank capacity: 77 litres ADR fuel claim: 6.3L/100km Test fuel use: 9.8L/100km Touring range*: 735km Price: $93,550 (+ORC)
*based on test average, tank capacity claim and a 50km safety margin.
The MU-X is Isuzu’s D-Max ute made into a 4×4 wagon, thanks to little more than fitting a new body – a job made relatively simple by the separate-chassis construction – and changing the rear suspension from leaf to coil springs.
The booming ute market has led to a rich crop of such vehicles and, given utes are built with simplicity, strength and durability at their design forefront, the resulting wagons also inherit these admirable 4×4 qualities.
This is the second time the MU-X has made the 4X4OTY shortlist, the last time being four years ago when it first appeared off the back of what was then the new D-Max.
The MU-X returns to the 4X4OTY fray with engine revisions largely brought about by compliance to the latest round of ever-stricter emission laws, in this case Euro 5. This brings the addition of a diesel particulate filter but also a new low-inertia variable-geometry turbo and more sophisticated higher-pressure common rail injection, which combine to boost the maximum torque from 380Nm to 430Nm, even if the 3.0-litre four-cylinder’s peak power remains unchanged at 130kW. A new Aisin six-speed automatic (replacing the previous five-speed) completes what is effectively a new powertrain.
At the same time, the MU-X has undergone a significant revamp of its sound and vibration isolation measures, and it has refreshed interior and exterior styling.
TOURING
Thanks to these changes, the MU-X is a much improved touring vehicle. It’s noticeably quieter and more refined than before, and the extra torque means the engine produces more power at lower speeds and is more flexible than before. It also carries the taller top gear that the new six-speed automatic brings, courtesy of its extra overdrive ratio, without fuss.
Pedal-to-the-metal, as when overtaking, the MU-X isn’t anything special (as you’d expect of its 130kW) but it’s otherwise effortless and relaxed and rarely has to work hard to get the job done.
As ever, it’s thrifty on fuel. Comfortable ride, too, from a suspension set-up that’s nicely sorted, even if the live axle at the rear can’t help but make its presence felt on some rough roads and corrugations.
In this company (not that we are comparing the vehicles directly) the MU-X also stands out as being the only vehicle with part-time 4×4. While this is easy enough to use, it lacks the convenience and safety of full-time 4×4 on varying (dry to wet; sealed to unsealed) road conditions.
TRAIL DRIVING
The MU-X’s robust ute-based underpinnings are reassuring once you hit trails – and they need to be, as the clearance isn’t it all it could be. This is especially noticeable on descents, when the front suspension is compressed and it can easily belly out.
Still, the MU-X is an effective and easy-to-drive vehicle on the trails thanks in part to its simple 4×4 system – once you have it in four-low there’s nothing else to fiddle with – even if it can start to struggle a bit when things get gnarly. The engine’s air intake is via the inner guard, which is reassuring, and there are solid recovery hooks back and front.
SET-PIECE HILL CLIMB
The MU-X’s tendency to struggle in tougher off-road conditions was laid bare on our set-piece hill climb. It was the only one of the finalists that couldn’t get up the hill on a direct line. In fact, it didn’t even get past the first bit of rough track where all the other vehicles walked through with ease.
With a bit of effort it got to the top of the climb, but more by driving around the obstacles rather than through them. The problem is a lack of wheel travel, which is an issue with this MU-X, the pre-update MU-X and the closely-related Holden Colorado 7 and Trailblazer.
Even the two utes from which these wagons are derived (the D-Max and the Colorado) suffer in the same way. Across all these vehicles there’s also no rear locker or an electronic traction control system that’s effective enough to make good this shortfall.
CABIN AND EQUIPMENT
Perhaps it is its ute background showing through, but the MU-X feels a bit ‘low rent’ inside, even if the cabin is comfortable enough in all three rows of seats: the driver gets by without steering-wheel reach adjustment; the second row can take three adults, but is better for two adults and a child in the centre; and the third row has room for adults, even if it is a bit of a squeeze.
A generous equipment list extends to leather, electric-adjust seats, smart-key entry and start, and rear DVD on the top-spec models, while the mid-spec model has sat-nav, climate control and side-steps, but no leather.
PRACTICALITIES
It’s a good thing the MU-X is thrifty, as the 65-litre fuel tank capacity is on the smaller side; although, fitting a long-range tank isn’t a problem. Likewise, there’s reasonable aftermarket enhancement for the MU-X, given its popularity.
The MU-X runs 255/60R18s, which is one size smaller than the Prado. Larger Prado/Hilux tyres (265/60R18s) can be fitted of you want, or you can swap to 17s to open up the tyre choice even further.
SUMMARY
Above all, the MU-X comes across as a very honest four-wheel drive that does all that is asked of it. It does all of this in a simple and robust package that has already earned a strong reputation for reliability and low running costs.
2018 ISUZU MU-X LS-U SPECS: Engine: 3.0-litre 4-cyl turbo-diesel Max power: 130kW at 3600rpm Max torque: 430Nm at 2000-2200rpm Gearbox: Six-speed automatic 4X4 system: Dual-range part-time Kerb weight: 2097kg GVM: 2750kg Payload: 653kg Towing capacity: 3000kg GCM: 5750kg Fuel tank capacity: 65 litres ADR fuel claim: 8.1L/100km Test fuel use: 9.9L/100km Touring range*: 606km Price: $52,400 (+ORC)
*based on test average, tank capacity claim and a 50km safety margin.
US AUSSIES love things big: deserts, beaches, bananas and utes. It’s the reason Ford’s Ranger has been a runaway success from the older PJ and PK models.
Big styling, the largest engine in-class and a body that dwarfs almost all its peers; it’s also the reason WA native Ant first got behind the wheel of a first-gen PX1 Ranger. “They’ve got heaps of room inside,” he told us with an unmistakable West Australian drawl. “They’re an awesome car to drive; they perform off-road and have a strong driveline.” The only problem is, despite the 3.2 Duratorq motor being the largest in its class, it’s not exactly renowned for its reliability.
More 4×4 gear guides
“We started playing with the performance side of things,” Ant said. “Larger turbos, larger injector nozzles, tuning, etc., but being a PX1 they were quite dulled down on engine safety systems. I went through three motors, two turbos and a transmission.”
Where a normal punter might take the chance to slap a motor in it and jump ship to something else, Ant figured he’d double down and build one of the most bad-ass Rangers we’ve ever seen.
You see, despite Ant currently swinging the tiller on a Ranger, he’s actually built himself a cult following for his Duramax kits and conversions at Ozmax.
When your play toy is a Duramax GU, your wife’s runaround is a Duramax GU, and you suddenly find yourself with an engineless Ranger and a heap of Duramax engines looking for a home, it becomes pretty clear what needs to be done.
For those unfamiliar with the Duramax range of engines, they’re the holy grail of diesel V8s, with 6.6 litres (402 cubic inches) capacity, iron blocks, alloy heads, four valves a cylinder, and a whopping great turbo nestled in the V. The engines are built in Ohio with a joint venture between Chevrolet and Isuzu and power everything from Chevy Vans right through to huge medium-rigid trucks from GMC.
In their lowest standard tune they pushed out 250hp and 624Nm – just a hair under the twin-turbo LC200 – right up to 397hp and 1037Nm in later years. Put simply, it’s one of the biggest and baddest engines you can buy, and it’s purpose-built to haul anything you can put behind it.
Despite all that Ant reckons it’s almost perfect for converting into the comparatively pint-sized Ranger. “It was actually pretty straightforward,” he said. “They’re a common swap into Patrols, but this was actually a lot simpler.”
To kick things off Ant ditched the idea of mating the bent-eight to the Ranger’s box. It simply couldn’t cope with a more than a 100 per cent jump in torque. The old 3.2 came out, as did the factory six-speed and transfer; in their place went a huge six-speed automatic transmission from US-based Allison Transmission and a New Process NP263 transfer case.
Due to the IFS arrangement, Ant was able to use the existing sump, helping to simplify the process. Then it was on to making it run.
“The communications system on the PX1 Ranger isn’t that smart,” he told us. “We wired the Duramax ECM in as a stand-alone unit then sent a few signals into the stock set-up so the speedo and tacho still work. As far as the stock electronics are concerned, there’s still a 3.2 under the bonnet.”
While the standard diffs are more than up to the task, Ant had a positive side effect swapping out to the new transfer case and control unit. “It now functions a little like full-time 4WD. If it senses slip between front and rear, it’ll kick itself into 4×4.”
Ant explained that drive-in, drive-out conversions with all the parts supplied would roughly be a $30K job; although, he’s blown away with the results, averaging around 13.2L/100km around town and up to 17.2L/100km towing his 3400kg boat.
At twice the capacity of the stock 3.2L, the Duramax puts out an ungodly amount of power, too. Ant was able to run the Ranger up to 468rwhp and a mind-melting 1320Nm on a recent dyno-tune; that’s a 180 per cent gain in usable torque.
“You can’t even tell the boat is there,” Ant said with a laugh. “It’s 8.3 metres long. I lined up against a bloke in an LC200 with a tinny and blew the doors off him.”
The big concern of any engine conversion like this is weight distribution; throwing an extra few hundred kilos over the front axle can not only knock around springs and shocks, but drastically affect handling.
“It actually only dropped 10mm on the standard springs,” Ant said. “The 3.2-litre and six-speed is a heavy combination, and the NP263 transfer case is magnesium which keeps weight down with the conversion.”
With goals of a pre-runner-inspired build, Ant figured the Ranger could do with a tickle underneath. It’s running heavy-duty XGS two-inch-lifted springs up front to deal with the slight weight increase over stock, and they’re wrapped around Ironman Foam Cell Pro shock absorbers. The rear has a matching combination; although, there’s a 50mm body lift, bringing the overall ride height up and allowing Ant to slot the big Allison automatic in the transmission tunnel without any body modifications. A set of Total Chaos upper control arms were also given the nod to get the alignment back into spec.
As Ant built the Ranger to be more of a pre runner-cum-tow tug, the heavy-duty barwork is left to the twin Patrols in the garage. Instead, the PX1 is sporting a clean de-badged look with a bunch of colour-coding, a huge four-inch snorkel, stock barwork front and rear, and 35-inch tyres in the guards.
Ant’s rubber of choice is the ever-popular Nitto Terra Grappler, which gives the perfect combination of soft sidewalls for beach work and longevity. He’s wrapped them around 16-inch Brutes from Allied Wheels.
On the inside are a handful of off-road modifications; although, with the Duramax Ranger set up for touring, Ant’s opted for the bare necessities for beach fishing runs with mates. There’s an Aeroklas canopy covering the rear end, while a brake controller teams up with sat-nav inside. Hidden inside the glovebox is a UHF, while the aerial is also hidden to finish off the clean look.
There are plenty of people who’d throw the catalogue at a 4×4 before being happy, but Ant’s a prime example of a new breed of off-roaders. A purpose-built rig for getting out there and doing the job, a bunch of style thrown into the mix, and a driveline that puts a grin on Ant’s face from ear to ear every time he stomps on the loud pedal.
Bee-cee-what now?
In years gone past, the hardest part about an engine conversion was physically fitting it in. In some circumstances you’d need an adaptor, which added expense and an extra step but wasn’t an insurmountable problem.
When engines became electronically controlled things got a little more complicated and required extensive wiring, but they could essentially be standalone units – yank out the existing engine wiring and ECU (engine control unit) and put the new stuff in.
Things are now a little more challenging. The original offender was electronically controlled transmissions running their own ECU and needing to communicate with the engine’s ECU. In short, some transmissions simply couldn’t be paired with some engines, even if you could physically connect them.
To make things even more complicated, most current-generation 4x4s run what’s known as a BCM, or Body Control Module. They’re essentially an ECU that controls anything that needs controlling. Headlights, air-con, windows… even shifting the transfer case from high to low range. Conversions into modern 4x4s need to not only power themselves but trick the stock setup into working as well. It’s the main reason modern engine conversions are getting harder and harder.
