FINDING the perfect camping vehicle is almost impossible. There are always trade-offs and always something that could’ve been done differently or better.
This was first published in 4×4 Australia’s August 2012 issue.
Having said that, we reckon Alan and Soraya’s Ryrie’s cab-over Land Rover 101 is near perfect for two-up touring, whether that be for a weekender or that long-dreamed-of lap of our great country. Sure, it looks like a brick outhouse but that makes it more practical for fitting everything inside, on top and underneath; bugger the looks.
But, hey, beauty is in the eye of the beholder and I for one actually dig this look. It has character, manliness and practicality all rolled into one big chunk of 4X4. Now, this 101 is a far cry from the ones that originally patrolled various countries around the globe.
Not only is it adorned in a non-standard deep burgundy colour (much brighter than drab army green), it features major driveline components from a few other makes and models that are a far cry from Land Rover HQ.
For starters, the original petrol-guzzling Range Rover-sourced 3.5-litre alloy V8 has been swapped for a frugal 3.5-litre, four-cylinder, intercooled turbo-diesel from a Mazda truck. Onto this has been grafted (via a Samurai conversion kit imported from the UK) a Range Rover LT95 dual-range transfer case (fitted with high-speed gear ratios) and manual four-speed gearbox.
Wow, that makes a difference to the running costs as well as on- and off-road driving. Alan tells us his Wombat (as he affectionately calls it) can nudge along easily at 100km/h.
While the mesh grille behind the bullbar can be removed to reach certain components, most of the engine is accessed from within the cab, once the heat and soundproofed centre console is removed – the engine sits right between driver and passenger.
The standard radiator is retained with a little extra ducting to help with its cooling. The front and rear diffs are standard Salisbury units packed with 4.6:1 ratio gears, while the rear has had a McNamara manual diff lock added.
Manoeuvring the big 101 (which refers to a wheelbase of 101 inches) is via a large diameter steering wheel, although that job has been made easier with the fitment of a GQ Nissan Patrol steering box and custom-made steering arms. Long, supple, front and rear leaf springs provide an excellent and comfortable ride on all surfaces, according to Soraya who rides in the passenger seat.
To provide a little extra comfort, Land Rover Defender bucket seats have been installed with an extension on the lower seat section on the passenger side – Soraya has longer legs than Alan. Silverstone MT 117 285/85R16 tyres on steel 16 x 6.5-inch rims provide an excellent off-road biased tyre, while standard drum brakes have been retained and do a fine job of holding back this big rig.
A steel bullbar provides protection for the front end and a perch for the Cibie Super Oscar spotties and radio aerial. There are also the final hooks of a Norwegian Nokken R1BJ centre-mounted PTO winch resting on the passenger side within the bullbar.
This PTO/capstan-type set-up can (with a fair amount of work) be re-routed via a series of standard underbody pulleys to pull from the rear with its 65m of cable. Some 101 mid-mounted PTOs had the ability to drive a separate output shaft at the rear of the vehicle, which then drove a trailer that had its own driveshaft and differential.
This provided an articulated 6X6 vehicle, but unfortunately didn’t make it into full production. At the rear, twin wheel-carriers have been grafted under the body utilising LandCruiser wind-up mechanisms. That allows for easy access to the heavy rim and tyre combination.
Above the spare wheels sits an aluminium storage box, work light, reversing camera and 9kg LPG bottle. Three batteries power the 101: a 135 amp unit with a 100 amp alternator to start the engine and run general lighting, and two deep-cycle crankers via an 80 amp alternator for the on-board 110-litre Waeco fridge/freezer and extra power needs.
Two 50-watt roof-mounted solar panels also help keep the batteries topped up, which is especially useful when camped in one spot for extended periods. Inside is neat, tidy and 100 percent practical. Once the roof is popped there is plenty of headroom.
The L-shaped lounge converts to a double bed and there are drawers and under-bed storage. A conventional oven with gas cooktop and a microwave oven ensures the couple won’t go without a feed while on the road, and a digital TV keeps them up to date with the latest news and entertainment.
Underneath are two 80-litre fuel tanks, and a 70-litre water tank which is plumbed via an electric pump up into the stainless-steel sink in the camper. Up in the camper body, once the top is popped, meshed windows are accessed by unzipping the soft PVC sidewalls to allow flow-through ventilation.
Alan and Soraya have had many far-reaching travels in their 101 and wouldn’t trade it for anything. Perhaps, after all, some vehicles are made just right – after hundreds of hours modifying and tinkering. Ugly maybe, but definitely perfect for this couple.
ONE OF the perks of this job is that we get to visit some pretty awesome places to drive some great cars and check out cool products.
The first drive of the Mercedes-Benz X-Class in Chile, and attending the SEMA Show in Las Vegas, are two features in this issue that are great examples of that. They can be at overseas locations such as these, or even within Sydney, Melbourne or Brisbane.
When we go to these events or launches, the car company or product distributor will pick up the bill for the travel and accommodation because, let’s face it, we don’t have the budget to travel to these things. So we weren’t surprised to find the same applied for an invite to a product launch in Victoria that we received at 4×4 Australia this week.
What was a surprise though, was where the invite stated, “There will be no cash payment for attendance”. Excuse me, do people expect to be paid to attend a product launch and review it? So I questioned the sender of the invite and was told that yes, “some influencers have that expectation”. Well I’ll be!
The influx of so-called influencers among the established media on launches and drive programs is becoming more prevalent as each launch comes along and, I guess, it’s just a sign of the times. But the idea of being paid by the supplier to be there is totally alien. How can anyone be expected to do an independent review of the product if they are being paid by the supplier?
I’m proud of the fact that we can do independent evaluations of products and vehicles for 4X4 Australia magazine. I get paid a wage regardless of who’s products I’m looking at, what I say about it, and if they advertise in the magazine or not. Sure, I’m more likely to look at a product from an advertiser than one from those who don’t, but if I see something that I like, regardless of where it comes from, I’m happy to share it with you. Likewise, I’ll criticise it if it is deserved. I’m not a business owner, I work for wages, so I can give an honest review.
It seems not everyone plays by the same rules.
FOR many, building the ultimate tourer is a gradual process. It requires long hours spent in the shed and a progressive flow of money to fund all those aftermarket goodies.
This article was first published in 4×4 Australia’s May 2012 issue.
Our modification journey was no different, although a decision to cut loose from work and spend a year travelling around the country compressed the time frame a tad. The foundation for the project was a 2005 Nissan Patrol wagon powered by the ZD30 direct-injection 3.0-litre turbo-diesel engine.
Despite being a little dated in design, the Patrol is a great long-distance tourer or weekend warrior, with generous family proportions, rugged underpinnings and the availability of plenty of aftermarket kit. The ZD30 mill powering the bulk of the GU Series does an admirable job of lugging all that weight around, even in standard trim.
The trick is knowing how to enhance the performance without compromising the long-term ownership potential. In the search for a reputable performance workshop for the job, I contacted Ray Miller at Turbo Engineering in Melbourne, who has been working on performance dyno tuning for 38 years.
The initial way to tickle up the performance is to fit an aftermarket performance chip; yet few have the skills and tools necessary to fine tune or remap the chip to suit specific modifications. A dyno run was performed to check the stats against manufacturer claims and to use as a base for comparison.
The first area of concern was boost management, with the dyno showing boost spikes up to 24psi. The ZD30 has a reputation for boost spikes which the engine management system is slow to control, particularly after bolt-on performance additions.
Ray fitted a manual system, which presets the boost to a maximum 18psi. This provides a more linear boost curve which improves performance and manages exhaust and cylinder temperatures. To monitor the vital signs, exhaust gas temperature (EGT) and boost gauges were fitted.
EGT readings are critical; with 550-600°C the maximum recognised safe operating temperature for this motor. While the Dtronic chip adds more fuel, a Taipan XP three-inch, mandrel-bent system helps the engine breathe. In some models, the dump pipe gains a ceramic coating to keep super-heated exhaust gases out of the engine bay, leading to better combustion.
A high-flow cat, Vortex muffler and rear resonator ensure the spent gases exit quickly without creating excessive droning. Back on the dyno, Ray remapped the chip to match our modifications. Power and torque lifted across the rev range, with the biggest gains down low. He’s still not happy.
Ray explained he normally gets a much bigger bow in the performance gains, blaming suspect injectors for the low fuel-flow rate. With new injectors fitted, a subsequent run on the dyno and a tweak with the laptop yielded a further eight kilowatts at the rear wheels and 91Nm. Higher numbers are achievable with a better flowing air filter, but I’m happy with the finer weave of the genuine filters.
A Safari snorkel with ram air mount draws cleaner air from up high. Nissan’s tiny air-to-air intercooler was replaced with a substantially larger Cross Country 4×4 unit that uses a quality PWR core and laser-cut components, with smooth tig welds inside and out.
The bigger intercooler adds a claimed surface area gain of 80 percent and a flow area gain of 150 percent. A 10-inch underslung fan draws cool air through the bonnet scoop and intercooler, reducing plenum temperatures by a claimed 100°C. The fan runs all the time, although a temperature probe is built into the core to option a temperature switch if desired.
Out on the road, performance improvements are significant, particularly with our Track Trailer Topaz off-road van in tow. Turbo lag is reduced, spooling up much quicker. Second gear sees a pleasing surge of power that keeps on coming as you row through the gears.
It’s amazing what an extra 16kW and 169Nm at the rear wheels can do for towing performance, particularly considering it’s lugging around a gross combined mass of around 5.8 tonnes.
Peak power and torque gains aside, the real story is where those numbers come into play, with the dyno results showing low-down power and torque up by 80 percent and mid-range up by 34 percent; ideal for towing duties.
A Provent 200 air-oil filter protects the mass airflow sensor from being coated in oil mist, courtesy of the crankcase baffle, which can skew readings affecting air and fuel ratios. A Redarc Low Coolant Alarm is plumbed into the top of the radiator, emitting a warning alarm if the pin loses contact with the coolant.
With the damage that loss of coolant can cause, I’m surprised these low-cost units ($182 plus fitting) aren’t fitted in all vehicles. A dual-battery system featuring an Optima D27F and Orbital battery works hand-in-hand to power the electrics. A maintains the second battery at 100 percent charge via a three-stage charging system.
It also isolates the second battery from the starter, ensuring there are always plenty of amps available at cranking time. The boys at Elizabeth Auto Electrics fitted the charger with heat-shielding chequerplate. The circuit was modified with a momentary switch, facilitating jump-start and winching assistance using both batteries.
Due to the added weight of the new touring accessories, a set of DBA 4×4 Survival slotted rotors mated with genuine Nissan pads were fitted. These rotors are specifically designed for 4X4 applications and towing heavy loads with an improved ventilation design.
The rears are not interchangeable, but a quality, softer aftermarket pad is the best option. Outback, a colour-coded Kaymar rear bar and dual-wheel carrier take care of protective duties, providing an integrated 3.5-tonne tow bar, work light and LED tail lights.
The bar is a single piece unit, maximising strength and minimising vibration. Complementing the rear bar, ARB colour-coded bar-work adorns the front and sides of the truck. A Warn 12,000lb winch sits up front, called into duty on the rare occasions the Maxtrax needs assistance.
An ARB high-performance wiring loom provides plenty of current for the upgraded IPF 170/100W high/low bulbs. However, the serious illumination happens on high beam, when the IPF900 Extreme Sport HIDs are called into action. With dual-spread beams, these deliver an intense spread of white light.
A Long Ranger 145-litre main tank replaces the Patrol’s 95-litre, extending the touring range. If needed, a further 80 litres can be carried on the Topaz in jerry cans. ARB Old Man Emu (OME) Nitrocharger Sport coils and shock absorbers keep everything in shape while providing a 50mm lift.
A pair of heavy-duty 400kg constant-load coils was specified for the rear, and heavy-duty coils for the front. The coils are matched to Nitrocharger Sport shock absorbers. A steering damper, castor-correction kit and wheel alignment complete the suspension fit-out.
Signifying the importance of buying a fully-engineered suspension system, the OME kit flexes well off-road, as well as providing superior load-carrying capabilities. On ARB’s recommendation, a visit to ATOC Auto in Melbourne helped reinforce the rear coil seats, a known weakness in GQ/GU Series Patrols.
Vehicles subject to high load conditions are particularly vulnerable; the ATOC kit is a great preventative measure. A set of Cooper STTs matched to 17-inch Nissan alloys on both the truck and the Topaz keep the ship on course.
The STTs’ three-ply sidewall, good blacktop performance and excellent grip off-road, without resorting to a Centipede-style grip, deliver the goods with all the traits of a tough touring tyre. An R&R Beadbreaker tool is carried to assist with tyre repairs but, in testament to the quality of the STTs, hasn’t been required.
On the rare occasion the ruts exceed wheel travel, an ARB high-flow air compressor activates the ARB front Air Locker, to work in tandem with the Patrol’s limited rear slipper, to keep the wheels turning while maintaining forward progress. A portable ARB twin-motor compressor assists with tyre inflation.
Clearview mirrors replace the Patrol’s standard fare, dwarfing them by comparison and providing an impressive view of what’s happening behind. They also fold parallel to the vehicle for tight tracks. All eight seats have been turfed to maximise comfort and storage potential.
The front buckets were replaced with a pair of Stratos pews. Anita’s dodgy back has scored her a 3000 LTSS suspension seat, which massages out any vibration and bumps transferred through the truck’s ride. I settled with a 3000 LS Sports seat with body-hugging bolstering and seat base extension, perfectly complemented by the Stratos seat rails, which slide back much further than standard.
A Redarc remote-head brake controller fits neatly behind the dash, leaving only a small knob installed in a switch blank; a much better solution than those other bulky units which only intrude on cabin space. You can alter the braking severity on the move via the adjusting knob or apply the brakes independently of the towing vehicle, eliminating trailer sway.
An ECUTalk Consult LCD display is fitted on the centre console. This diagnostic and monitoring tool for Nissan vehicles reads values from the vehicle’s ECU. The reading I pay closest attention to when towing is the coolant temperature, particularly considering the standard temperature gauge never moves.
Using the user-definable alarms, I’ve set an alarm on the coolant temperature readout at 99°C. With the boiling point of coolant around 116°C, there’s still some room above the alarm, although I’d be looking for a place to pull over and take a rest if it ever sounded.
As far as the engine error code reading, I’ve only had to clear it once and that was during extreme testing and not within the bounds of normal use. Still, it’s a great feature to be able to read, translate and clear without going to a dealer. Another inexpensive but incredibly useful tool (around $230 and easily fitted).
In the rear, an Outback Storage system with floor extension and front-mounted barrier allows the fitment of a 78-litre ARB fridge/freezer in the rear and stackable boxes elsewhere, restrained by Outback’s cargo tie-down points. The no-tools design of the front-mounted barrier is a winner, with easy removal to stow long items.
Just unwind the hand-operated dials to remove the barrier. Beneath the floor extension, heavy recovery gear and tool boxes are secured, keeping a low centre of gravity, as well as storing other valuables out of sight.
An ARB Touring roof-rack sits up top, sporting a Foxwing awning, ARB Simpson III rooftop tent and Maxtrax affixed with the new keyhole mounting kit. Communications are managed through a GME TX4500 UHF radio mounted in an Outback roof console, fitted with LED cabin lighting, map-reading lights and a handy map locker.
With the UHF speaker mounted up high in the roof console, transmissions are much clearer, especially during high-speed off-road excursions. A GME AE4705 6.6dBi high-gain aerial graces the bullbar to extend the communication range out in the desert, while an AE4013 2.1dBi aerial mounts to the same spring base for improved performance in mountainous terrain.
A GME AT6DB 6.1 dBi mobile mast and an Iridium 9555 provides a communications option outside the mobile network. While touring, a Spot Satellite Tracker pings our location via satellite every 10 minutes so family and friends can keep up with us via a link to Google Maps.
An in-dash VMS Touring 7506 keeps us on course with OziExplorer, Mud Map and Moving Map applications. The VMS system has iPod connectivity, integrated Bluetooth for phones, AM/FM radio, MP3 Player/USB support and a CD/DVD player – all wrapped up with a touch-screen display.
Dual VMS reversing cameras provide a view of what’s happening behind. An iPad supplements navigational needs, its 10-inch screen providing additional real estate to view the maps. With our 12-month trip now complete, it is hard to digest all the amazing places we visited and all the good bits of gear that made touring that much more pleasurable.
Nailing a favourite accessory is a much harder task, as everything adds value in some way. However, we’d highly recommend all these upgrades from all the above aftermarket suppliers.
OVER the years I’ve managed to kill an injector pump and, in a separate incident, a set of injectors; all because of crook fuel I’d picked up somewhere on my travels.
Luckily it was on my old Patrol and the repair bill was only a few grand… if you call that lucky. Now with modern high-pressure injectors, throw-away injector pumps and complicated fuel systems, you can expect to spend a lot more, with a replacement injector for the V8 Cruiser costing in the vicinity of $350 for just one… and there are eight of them. Don’t even ask about a replacement injector pump, but we’ve heard horror tales from Outback shops of repair bills in excess of 20 grand because of contaminated fuel.
Water in the fuel, which is common enough, isn’t the only issue. Believe it or not, there’s fungus and bacteria which thrives in diesel fuel, especially warm diesel fuel, where any water condensation speeds up the growth of these fuel bugs. Then, of course, there is any particle matter that gets into the fuel system from old jerry cans, worn 200-litre drums, or junk from the local fuel station’s underground tank. It’s easy to see why an extra fuel filter in the system is a good idea.
Ask anyone in the diesel repair business and I’m sure you’ll get the same answer. I didn’t need to go to that trouble so, before I started clocking up kilometres in the Cruiser, I had the crew at Outback 4WD fit a Flashlube diesel filter to my fuel system.
Terrain Tamer supplied the mounting kit, all the fittings and the Flashlube filter, which is the heart of the system. This filter is a 30-micron unit designed to trap water and any other sediment before fuel passes through the factory-fitted filter, which is rated around five micron. Because today’s diesel engines pump a lot of fuel to the injector pump to keep it cool, with about 80 per cent of the fuel (warm fuel at that) being returned to the fuel tank, it is extremely important the vehicle is fitted with the correct extra fuel filter.
And don’t believe your vehicle manufacturer’s representative when they tell you the OE filter system is good enough on its own, as hundreds of examples exist to prove them wrong, no matter the make or model of your 4WD.
Once you have the kit from Terrain Tamer, any good handyman with the right tools can fit the unit, as it comes with a set of fitting instructions and all the brackets, hoses and connections required. The mounting bracket fits readily on the driver’s side of the engine bay’s inside panel, using existing screw mounts and requiring only minor shifting of other equipment.
The extra hoses are then routed around the engine bay to the original fuel filter and inlet hose. Probably the biggest issue is bleeding the fuel system after fitment of the filter so that the engine runs properly.
If unsure on how to do it, take it to your favourite service centre. Having a similar extra fuel filter system on my Patrol for a number of years – and the fact I’ve never had a fuel problem since fitment – I highly recommend these units. In fact, you’d be crazy not to fit one.
THE IVECO Daily 4×4 and I are pretty well-acquainted.
I’ve done more than a few kays in the previous generation and found it to be a pretty capable mudslinger, albeit one that is less at home on the road than other 4×4 light trucks out there – this truck has a definite off-road bias. There was, however, a cheap feel to the interior, as well as a few rattles and squeaks.
An update last year saw the arrival of a new Euro 6 3.0-litre powerplant, a new cab and fresh interior. The previous generation used EGR alone to battle diesel emissions; this new version uses both SCR (it takes Adblue) and EGR. I’m not a fan of EGR at the best of times, much preferring the mechanical simplicity of SCR.
However, in Euro 6 guise, the SCR system does the bulk of the heavy lifting, leaving the EGR system with a much reduced flow rate. We recently tagged along with one of Daryl Beattie’s Adventure Tours across the Simpson Desert.
My main job on this trip was to steer the big Eurocargo 4×4 that serves as a mothership for the guided dirt bike tour; while everybody else was doing their best to break their bones on bikes, I was wrestling with 13,500kg of off-road truck.
After three days at the wheel of the Eurocargo, and for something different, I managed to snaffle the keys to the little Daily and pointed it east towards Big Red. After the truck, the Daily 4×4 felt like a sports car. Admittedly the Daily didn’t really have any load on board, but this was the first time I’d had a chance to drive the updated 4×4 in an off-road setting.
The restyle of the Daily has made a huge difference inside and out. The interior plastics, while still hard and commercial, have much more of a quality feel. Outside, the IVECO has lost the wonky bug-eyed look of the previous model.
As you’d expect of a truck, the Daily features old-school live axles front and rear and sits on parabolic leaf springs all ’round, making it extremely capable off-road – it flew up the dunes. Light tare weight and a decent set of 37-inch mud terrain tyres combined with low tyre pressures really made it feel at home in the desert.
She’s pretty rough on-road without a load on the back, though. The Daily has high, intermediate and low range, but in this terrain there was rarely any need for anything other than high range with the centre diff locked. It uses a 3.0-litre turbo-diesel engine and makes 170hp (125kW) and 400Nm.
The updated powerplant has a habit of being a little laggy even though peak torque is from 1250rpm, but keep the tacho needle at around 3000rpm (peak power) and the turbo spinning and it will have a fair old crack at most things. For the most part the IVECO engine is pretty unstressed, but the biggest advantage of the Daily is that it has a gear for all occasions.
In the desert, though, the Daily provided a relaxed drive. A couple of times I grabbed the rear diff lock to make cresting some of the dunes a little more dignified; otherwise it was a walk in the park. After running amok in the desert sand and clay pans for a few hours, I crested a dune to find Big Red awaiting me.
I nailed the go-pedal under the gaze of the waiting bikers on top of the famous dune and, to my embarrassment, I didn’t make it to the top first go. I could see the nervous look on the face of IVECO’s Joel Reid as he watched me make another attempt.
If I hadn’t managed to get this tough off-roader to the top they may still be searching for my body. It came down to speed and tyre pressures, and the Daily scrabbled to the top of the dune. The close-gated gear shift in the Daily made it very easy to slip into the wrong gear when trying to grab a cog in a hurry.
The Birdsville Pub was a welcome sight after a few days in the desert. I’ve had a couple of big nights in the Birdsville Pub in the past, but this one took the cake. I’d go into more detail but, hey, what happens on the road, stays on the road.
THE BIG BANGER
The Unidan-bodied Eurocargo 4×4 makes an imposing sight sitting on its military-spec Michelins. Daryl’s first truck was an ex-ADF Unimog, but even after a few modifications the Benz proved troublesome in terms of reliability and maintenance.
The Eurocargo may not have the portal axles of a ’Mog, but in the desert it handled the dunes well. Running down Binns Track from Ooraminna Station to Mt Dare saw the big truck easily sit on the speed limiter for much of the trip. Bulldust holes may swallow the average fourby, but the Eurocargo just ploughed on through.
The Tector engine has a nice, low, flat torque curve, which has peak torque on tap from just 1200rpm. Ultimately that results in less gear grabbing and an easier job in the dunes. Dune descents in the Simpson were a bit more of a challenge as the stair-cased ruts left by previous vehicles made the truck rock violently.
Slow and steady was the order of the day to keep the Eurocargo upright. This truck is also equipped with an Air-CTI central tyre inflation system as well as a massive set of King shocks. Both these features were standouts, the shocks especially.
With 1400L of water, 600L of diesel and 500L of petrol, as well as luggage, camp gear, a kitchen, fridges, freezers, spares, a workshop and a spare Honda CRF450 on board, the IVECO’s suspension copped a fair old pounding. The shocks did their job and stood up to the task admirably, though.
DARYL BEATTIE ADVENTURE TOURS
For those who like a squirt in the dirt on two wheels, Daryl Beattie Adventure Tours offer trips along some of Australia’s most iconic off-road routes. These tours are fully catered and supported. A fleet of Honda CRF450s provide transport with Daryl in the lead on his Africa Twin.
I’ve got to say that the food was exceptional as well. It may have been the setting, but I still reckon that chowing down on one of the best steaks I’ve eaten, beside a fire under an outback starshow with dingoes howling over the dunes, was a highlight of the trip. DBA offer tours of the Simpson, Cape York and the Canning Stock Route. There’s also a Simpson Tour on offer that starts from the Finke Desert Race.
IVECO Daily 4×4 Dual Cab Chassis specs: Engine: 3.0-litre turbo-diesel (Euro 6) Power/Torque: 125kW (170hp) @ 3000rpm/ 400Nm @ 1250rpm Transmission: Six-speed manual Drive: Constant 4×4 with high-, intermediate- and low-range Diff locks: Front-Centre-Rear GVM: 4495kg
THE G300cdi Professional is an easy car to live with in town, in the bush or in the desert, but how does it fare on a long touring drive?
A trip to Silverton to witness the final stages of the Outback Challenge would provide the answers. Plus, taking the G-Pro would ensure we had the vehicle to reach the Challenge’s remote stages. Melbourne to Broken Hill direct is a tedious 900km haul up the highway.
There are more interesting dirt-road routes to take if you have time on your side, but when you need to get up there to see the stages that night, the highway it has to be. If you find long highway drives a chore, then the G-Pro really won’t be your friend. The lack of any floor coverings or sound deadening in the Professional versions of the G-Wagen means that interior noise levels are quite high.
Both engine and road noise infiltrate the cabin more than they would in any other modern 4×4, and holding a conversation at highways speeds means you need to speak loudly. You could turn up the volume of the audio system, but the set-up is pretty basic in the Pro.
With just a pair of tinny speakers and no USB or MP3 provisions, it’s far from what you’d expect in a new car. I had to dig out some CDs to play on the trip, something I haven’t done in a decade! And, if the ambient temperature is hot, you’ll find even the A/C cooling fan is loud as well.
Performance from the 400Nm 3.0-litre V6 and five-speed auto combination isn’t great either, particularly when you’re trying to push such a brick through the air at 110km/h. It feels like you’re always pressing the pedal to the floor just to keep up the speed, but you’ll want to back-off the go-pedal to quieten things down a tad. It’s these things that led us to choose the G350d over the G300 Pro in the December 2017 issue.
This performance, along with the gearing of the five-speed auto, led to fairly heavy fuel consumption figures, with the G averaging 16.0L/100km for the trip. Yes, it’s an off-road brick, it wears LT construction, all-terrain tyres, and it has a roof rack, but this was a relatively unladen trip. Get off the beaten track, though, and the G-Pro comes in to its element.
The Outback Challenge is held on remote private properties around Broken Hill and the Corner Country, and the station tracks are rugged, stony and dusty, but they posed no obstacle for the G. In these conditions it pays to engage the centre diff lock, as this disengages the electronic traction control which becomes a hindrance more than a help when tyres start to slip. Washouts were no problem, and getting off the tracks for photography often meant engaging the rear diff lock for added security.
The only complaint about driving the G-Pro on rough tracks is the hard lid on the centre console.It houses the ECU and electronics and it can’t be opened. The lid is adjacent to your left elbow and, when bouncing around and working the steering wheel, it’s unforgiving to one’s elbow. Despite its shortfalls I still love driving the G300 Pro – I love its authentic off-road design and its off-road ability. There’s room for improvement, but the G is a true off-roader in an era of lighter-duty pretenders.
COMPETITION CLOSED.
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SEX sells. The reality is: we like sexy-looking things.
When a new 4×4 is released we typically don’t take note of a 0.1mm thickness increase in the sheetmetal, a revised suspension bush design, or injectors with an extra five per cent of life. But that sexy new front end? Oh boy, do we notice that.
With that in mind it shouldn’t be surprising that Long, the owner of the immaculate-looking LandCruiser 200 you’re eyeing off right now, took a slightly different approach to building his war wagon… a slightly sexier approach. “I didn’t want another old-man-looking car,” he told us with a laugh.
And when he had to balance supercar good looks with family practicality, one of the sexiest 200s in the country was always going to be the logical conclusion. “I needed a bus,” he went on to add. “I’ve come from a line of wild seven-seat Patrols including big diesel builds and even a VL Turbo-powered 3.0-litre petrol, so needed all the room for the kids when I was upgrading.”
Boring wasn’t going to cut it on the outside or under the bonnet, so it didn’t take long for Long to take to the engine bay with dreams of glory. The first step on the path to 1000Nm was letting the big 4.5-litre V8 twin-turbo breathe easier. A Radius Fab air-box and intake pipe replaced the often restrictive factory set-up, with the whole lot plumbed to the business end of a Fabulous Fabrication snorkel.
The other end of town is taken care of by a custom exhaust system from the guys at Spot On Performance & Fabrication. They pieced together a full twin-exhaust system all the way from the factory turbos right back to the rear bumper, where twin tips give that distinct LC200 burble.
Long took the Cruiser to the guys at G&L Performance who remapped the factory ECU, getting the bent-eight to power down with 970Nm at the rear wheels on a dyno run.
The factory injectors struggle to cope with the fuel requirements now, so Long is on the hunt for a set of uprated injectors that’ll work with the 2017 build, before fitting a front-mount intercooler and gearbox shift-kit for a more aggressive map. Hey, who said power was easy?
Kicking off the pointy end of Long’s LC200 is the oh-so-cool Rhino bar. It adds a heap of protection to the radiator for animal strikes, but also serves as a mounting point for the 12,000lb winch and Baja Designs light bar, all while keeping with the yank-tank styling of the updated model.
Moving down the flanks and Long’s gone against the grain once again. Where most run a set of high sliders for ground clearance or a set of low-hanging side-steps for ease of entrance, Long opted to run both.
The electrically operating steps tuck up nice and high when the doors are shut, then pop down giving easy access when you’re not in the thick of southeast Queensland’s beaches and tropical rainforests. “We sourced them from Tyrant 4×4,” he told us.
“These were the first set that had gone onto a 200 though, so it took a bit of work to get them on there.” That high-speed, low-drag styling has kicked onto the roof as well, with the gunmetal grey Cruiser sporting a low-profile backbone system and platform roof-rack from Rhino-Rack.
The system is also home to a 50-inch- Baja Designs light bar. While the spanners were out, Long took to the front and rear lights as well as the side-markers and removed all traces of orange, giving the big Toyota a more modern appearance – up close and personal it’s clear the LC200 looks a whole lot better than any factory version.
Long’s business, Vogue Industries, builds high-end modified supercars as well as a heap of paint protection like the Pomponazzi glass coatings. Before the Cruiser had gone through a tank of diesel it was polished for a day and a half to get a gloss deeper than anything the factory could ever hope for, then it was coated from head to toe in the glass coating to lock it in.
“The coating itself actually goes on everything,” Long said.
“Even the undercarriage. I do a lot of beach driving so am always worried about the sandblasting effect of driving in sand. The stock paint underneath is thin, so we applied the coating underneath, too, to make sure no rust found its way in. It helps keep the 4×4 clean, too, so unless you get up close and see the bumps and dents, it looks like it’s never been off-road.”
Finishing off the exterior package is a set of some of the most aggressive tyres you can legally run on the road. When the wife stays at home and Long is happy to listen to the roar of mud tyres, the road wheels and tyres come off and in their place slot a set of 35-inch Nitto Mud Grapplers.
They’re wrapped around a set of massive 20-inch Method MR310 Con 6s which fill the Cruiser’s wheelwells. The form and function mentality has been the theme of the day on the inside as well. The most visually obvious change has been a complete re-trim job.
“I wasn’t really happy with the factory leather to be honest,” Long told us. “It was half leather, half fake-leather; it was disappointing.” While the needle and thread was out Long also had the seats re-bolstered so they grip more like a sports car than a family Cruiser.
From here the centre console, door trips, and all three rows of seats were wrapped in Nappa leather. With the Cruiser spending most of its life on the beach, a heap of touring modifications also found their way inside. There’s a replacement head unit in the dash, and a roof-mounted DVD player in the rear to keep the kids happy.
A GME UHF got the nod, while the rear end runs different set-ups depending on how many kids are loaded up that day. “I’ve got a lot of kids so need the seats,” Long told us with a laugh. “If I’m out I can run just the five seats and the big fridge in the rear.
If the kids have friends over, the Mrs can swap out to a smaller fridge and still use the third row of seats.” There’s no shortage of tough LC200s on the tracks, but it’s pretty clear 90 per cent of them are function over form. Long’s killer Cruiser is proof you can have your cake and eat it too.
A super-capable beach-ready 4×4, drop-dead-gorgeous supercar looks, and a family chariot all in the one package. If his personal Cruiser is anything to go by, you better strap yourself in to see what rolls out the door in the next few months.
A CLOSER LOOK
Tyres
35-inch Nitto Mud Grappler rubber wrap around massive 20-inch Method MR310 Con 6 wheels.
Brightwork
Baja Designs’ light bar is one of the few bright bits up front. The Rhino bar blends with the matte black of the grille and gunmetal grey body.
High/low rider
Air-bag suspension is a bolt-in system from AirREX, adjusting the ride height above and below factory specs for any situation.
Slide away
Electrically operated side steps from Tyrant 4×4 pop out to ease entrance and exit. They tuck in under the body when the doors are shut.
Custom pipes
A full twin-exhaust system from Spot On Performance & Fabrication runs all the way from the turbos to the bent-down tips.
YAMAHA has launched a completely new ATV quad, the Kodiak 450. With 80 per cent of the Yamaha quad range being purchased for agricultural and commercial purposes, Yamaha has endeavoured to engineer a quad that can be ridden comfortably all day, can be easily maintained, and comes with a laundry list of accessories. Safety is also a big part of the new Kodiak launch, with Yamaha focusing heavily on education and training.
The Kodiak receives a completely new chassis to accommodate an all-new 421cc single-cylinder engine and EFI set-up. Those familiar with the outgoing Grizzly 450 would notice the fresh new bodywork and a longer, narrower seat. The wheel tracks have been widened and lengthened for increased stability and ground clearance, while the suspension set-up has seen an increase in travel. From the use of rubber engine mounts to reduce engine vibration, wider-foot wheels and raised handlebars with relocated shifter for increased cockpit comfort, Yamaha has gone above and beyond to increase rider comfort… even the thumb throttle has received an ergonomic update.
At its launch, we pushed the capabilities of the Kodiak 450 over varying terrain – muddy water crossings, rutted-out hill climbs, steep descents and rocky tracks – and we got a good sense of what can be achieved with this entry-level ATV workhorse. It’s comfortable to ride, with the longer-travel, gas-charge suspension soaking up corrugations and ruts, making it nimble enough to handle tight, single-track terrain and confident enough to tackle steep, rutted-out climbs.
Having a play with the on-the-fly-4WD button and low-range gearing proved more of a confidence booster than anything else, as almost all the terrain we tackled could be used in 2WD and high-range. However, selecting 4WD and low-range afforded more control and is a great aid for less-confident users.
The new brake set-up runs discs on the front and a sealed rear brake; the sealed rear brake set-up has been designed to be extremely low-maintenance and reduce noise. The rear brakes are somewhat lacklustre, but the front brakes take up the slack; you wouldn’t want to rely on the rear brakes to pull you up in a hurry on their own.
The fuel-injected 421cc engine is mated to a continuously variable transmission (CVT) that has a centrifugal clutch pack allowing the drive wheel not to spin against the belt at idle, to reduce heat and wear. Throttle response is sharp and all you need for any working environment; it’s enough to have fun with but not to get you into too much trouble. And tool-free access to the often-neglected oiled foam air filter negates any excuse not to keep up with maintenance.
The payload of the Kodiak is extremely impressive, with 40kg capacity rack up front, 80kg capacity rack on the rear, and an ability to tow 600kg. This might keep the 4WD in the shed for day-to-day jobs on the farm, until you need to travel far with a lot of gear.
The model we tested had an optional power steering upgrade that’s well worth the extra $1000. The Kodiak comes with a 12V power outlet and is prewired to accept an optional 2000lb or 2500lb Warn winch. You can fit out the little workhorse with a windshield, gun holder, cargo boxes, cooler carrier and even a seat warmer. There is a Snow Plow available, but unfortunately you’ll have to order that from overseas.
The Kodiak is extremely capable and a well-thought-out design, representing extremely good value and a bit of fun. There are two variants: the Kodiak 450 retails at $10,299, and the power steering model (EPS) as standard at $11,299.
THE boom of four-wheel drive sales in 2017 has driven a rise in interest in the industry.
Manufacturers are falling over themselves to keep up with the demand for dual-cabs, which has translated to some pretty big news stories in 2017.
Here are the five most clicked-on news stories this year.
VR46 Ford Ranger launched
MotoGP champion Valentino Rossi plastered his name on a special-edition, Australian-engineered Ford Ranger. The VR46 dual-cab Ranger retains much of the Ford’s driveline components, including the 3.2-litre engine, yet gets a host of M-Sport additions – raised suspension, sports-tuned exhaust, underbody protection and bespoke graphics.
See the VR46 in all its glory
2019 Land Rover Defender ute
With the new Land Rover Discovery riding on an aluminium monocoque chassis, and the Defender confirmed to follow suit, we pondered how versatile the new Defender would be on its new platform. So, we drew up a com-gen image of what we thought the 2019 Defender ute will look like.
Read about the Land Rover Defender ute
Rezvani TANK XUV unveiled
A company that traditionally designs and manufactures high-performance sports cars, Rezvani, unveiled this ‘Jeep Wrangler’ in a composite shell. The TANK runs a 375kW 6.4-litre Hemi V8 and features an on-demand 4WD system and a body-on-frame design. Two option packs are available: Off Road Package and Off Road Extreme Package.
Take a closer look at the XUV here
Toyota Hilux Tonka Concept revealed
Proving there’s still a kid in all of us, the Hilux Tonka concept was a smash hit among our readers in 2017. The Tonka features bespoke carbon-fibre bodywork, 35-inch tyres on black alloy wheels, LED light bars and portal axles developed by Marks 4WD. We even got to take the life-size Tonka Truck for a drive in a life-size sand pit. Who says you need to grow up?
Land Rover Defender coming in 2020
At the launch of the new Discovery, LRA confirmed a new Defender is in the pipeline. The catch? It’s not a priority and it won’t happen before 2020. Given the boom of dual-cab ute sales this year, it wasn’t a surprise to hear a pick-up would be the number-one desired product for LRA.
More details about the new Defender here