BIGGER engines make useful power more easily than smaller engines. That’s a given. It’s also a given that a smaller engine has to work harder than a bigger engine to make the same power.

Why? Because – everything else being equal – larger capacity engines produce more torque than smaller capacity engines, and once you have torque it’s easy enough to produce power. By revving harder and therefore working harder, smaller engines can match bigger engines for power.

A two-litre four, for example, will produce the same power as a four-litre V8 when it’s revving twice as hard as the bigger engine, provided it’s equally efficient. However, high engine speeds aren’t behind the extraordinary power outputs of the latest small-capacity turbo-diesels.

In fact, these latest turbo-diesels hardly rev any harder than old-school bigger-capacity diesels and nowhere near as high as similar capacity petrol engines, especially naturally aspirated examples. Instead, modern diesels achieve their high output by working hard in another way, and that’s via high combustion pressures achieved through the use of sophisticated turbochargers (often more than one) and high-tech fuel-injection systems.

The new four-cylinder Ingenium diesels in the all-new Land Rover Discovery are prime examples. The base Td4 engine is a 2.0-litre single turbo that claims 132kW and 430Nm, similar outputs to the 2.8-litre four in Prado, Hilux and Fortuner, which claims 130kW and 420Nm (450Nm with an automatic) and itself is a new-design engine.

Add a second turbo to the Discovery’s 2.0-litre four (the make is the Sd4) and the power and torque jump to an extraordinary 177kW and 500Nm. And again, these numbers are achieved without notably high engine speeds, as the 177kW is at 4000rpm and the 500Nm on tap at just 1500rpm. Does this put more strain on crucial engine components such as the big-end bearings? Yes, obviously, but there are mitigating factors at play here.

Old-school diesels run very high compression ratios (22:1 or greater) whereas recent-design diesels are down around a ‘softer’ 16:1. More importantly, modern common rail fuel-injection systems produce accurately staged multi-phase injection of the fuel for any single combustion event, rather than dumping all the fuel into the combustion chamber in one go.

These two factors help create less of a severe pressure spike in the combustion chamber that comes from a single ‘big bang’ and help create a longer, less violent combustion event that is much easier on the engine’s working internals.

Whatever you want to call it, the jaunt to raise money for the Royal Flying Doctor Service and, for us, to satisfy the desire to travel to ‘every corner of the country’ was a very rough, but thoroughly enjoyable affair. However, this time around the remaining corners visited all come with some form of controversy caused by surveying mistakes.

This article was originally published in 4×4 Australia’s June 2011 issue

Roaring Meg, the 1943 WWII Jeep, was again accompanied by the shineysides [modern 4X4s] of the previous trip, with a couple more thrown in, as well as another 1942 WWII Jeep, so at least the modern-to-classic ratio was maintained.

It doesn’t matter how much research you undertake, it does not prepare you for the relentless corrugations that you will experience out there. Sections of the Anne Beadell Highway, most of the Connie Sue Highway that we travelled from Neale Junction north, and some of the abandoned section of the Gunbarrel Highway were abysmal, to say the least. The shineysides with current technology suspensions handled the conditions a bit better than our leaf springs of yesteryear.

Our primary group objective was to reach Surveyor Generals Corner, via some of Len Beadell’s famous highways. Some individuals within the group, however, simply wanted to find the best meat pie!

We set off in late August to travel quiet back roads due west from Sydney to Mungo National Park, then to access the corners of New South Wales, Victoria and South Australia via old mail routes along the north of the mighty Murray River. Due to border disputes and surveying errors, we have two corners here. Both are marked by simple signs on the river banks and are best accessed by boat from the old Customs House, via Renmark. You can hire a boat for the purpose – or a houseboat, for that matter – and camp in pleasant surroundings.

That scenic journey to the north of the river revealed a story of controversy on plaques attached to Todds Obelisk, which is located on the corrected position of the boundary between NSW and SA. It was determined in 1868 by Charles Todd, the SA Observer and Superintendant of Telegraphs. Briefly, this line of the 141st meridian should have continued south through Victoria, however Victoria would not recognise this and claimed the earlier determination, which is up to two miles (3.2km) further west. More than 40 years of SA’s legal challenges ended with a High Court decision in favour of the erroneous boundary. The dismissal of the 1914 appeal was the final nail. Hence, the border dogleg!

With that objective ticked off, we continued across the SA Riverland, (trying the pies, of course), and ran into some serious rain and storms at Port Augusta. So serious, in fact, that the Birdsville Races were cancelled, and the outback in general a little further to the north was closed for weeks. We eventually reached Coober Pedy after battling a severe headwind that knocked the consumption figures of all vehicles, but visited Roxby Downs, Andamooka and Woomera on the way. A rest day allowed some sightseeing and final preparations for the desert adventure. We received more track condition advice from the local towie. Allegedly, on a recent trip along the Anne Beadell, a mate of his had left his false teeth in the glove box and “they munched their way out!” As it’s not a declared road, there were no reports on the Anne Beadell, or closures either, so we set off as planned and accordingly heeded the advice and left the false teeth in.

A thunderstorm on the first night out ensured that we were not going to miss what many others experienced in other areas; water, water everywhere. It didn’t prove a problem, unless you deviated from the track. Lesson number one to all those who find themselves in a similar situation: Stick to the track!

For the first four days we did not see anyone. Not a soul. The track was described as good, but only between Emu and Vokes Hill Corner. The rest was corrugated and taking its toll on the 65-year-old, ex-army trailer with cracks appearing in its pressed-metal chassis. All is not lost out there, however, with plenty of spares available to salvage from the many other modern trailers abandoned by the roadside and, with a few bolts and the ever trusty cockies’ cotton, it was maintained in a serviceable condition.

After seven long, slow days’ travel, we arrived at Ilkurlka in WA to a welcome shower and restock of fuel and supplies. But alas – no pies! The track west of here was described by a member of the party as ‘fabulous’, until we hit Neale Junction and headed north – to the tune of Mental as Anything, The corrugations were getting bigger. With the Jeeps in low-first at idle speed, it was possible to go for short walks, scratch the naval and smell the flowers, without even stopping before a small jog to catch up with the continuing Jeep. The same member amended his word of the day to ‘gruelling’.

We encountered another wet night and day, which ensured a very wet end to the Connie Sue, but a chance meeting with Connie Sue herself, and husband Mick, gave us the rare opportunity to let her know personally what we thought of her highway! Warburton Roadhouse on the Great Central Road, afforded us a well-earned opportunity for a warm shower and to clean and dry soggy clothing and, rejoice, a hot pie!

We departed with better weather on the so-called abandoned section of the Gunbarrel, which was a breeze and not at all what we were expecting; corrugated yes, but very scenic and no wash outs. A few days later, the signs at the eastern end near Warakurna indicated otherwise. Upon arrival, the crafty ones headed for the roadhouse to secure the meat and pastry trophies, while the others made off to the Giles Weather Station for the afternoon balloon launch. The Met Station tour was a great experience, and the museum is a brilliant testament to the great man that Len Beadell was. Our primary objective was now very close. We headed off on the near perfect Mulga Park Road (original Gunbarrel Highway) to Wingellina to meet our prearranged local guide. We were surprised to find not one, but two corner posts separated by about 100 metres. A second dogleg and another controversy? Perhaps it should be renamed Surveyor Generals Corners!

A subsequent search on Wikipedia revealed that from a discussion in 1911, ending in an agreement by the State Premiers in 1922, that the 129th meridian, as defined by lines from the north at Argyle and from the south at Deakin, be surveyed. This was not undertaken until 1963 and it was soon realised that they would not meet as envisaged. After more years of discussion, it was not until a ceremony in 1968, that two monuments, set 127 metres apart, were named in honour of the three Surveyor Generals of WA, SA, and NT at the time.

Another little-known fact: apparently this site is visited by less people than the South Pole.

Moving on, we had the pleasure of meeting the modern day Gunbarrel Road Construction Party, in Alan and Greg, who, with others in rotation, tour the West Australian outback, each with a grader pulling a road train of fuel, spares and accommodation trailers in shifts of five or six weeks. We could have used them in our route. They would travel as fast as the Jeeps and do everyone a favour to boot! In conversation, they gave us the heads up on a couple of great sights not normally seen, and camp spots further along. One, called Gills Pinnacle, looked very promising, except we were visited by the Constabulary of WA, SA and NT, travelling on a familiarity junket, who saw our tracks in. “Allo allo, what ’ave we ’ere then?”

Onwards to the official campground. The next morning it was a case of the early bird gets the hot pie, with all meeting again at the nearby Docker River store. The final day of the desert stage was setting like the sun over the Olgas. We admired the spectacle of changing colours of the rocks and the sky, and eventually arrived at Ayres Rock campground a day early for the big meeting with family flying in for the return journey. Grand Final time saw plenty of refreshments; warm sunny days saw plenty of washing and visiting sights all Australians and, it seemed, a squillion overseas tourists, strive for.

We were lucky to strike the Rock on a ‘climb open’ day, so those that had not previously attempted it achieved their desires. We eventually departed on schedule for Kings Canyon and the Mereenie Loop Road and all the sights that afforded – Redbank and Ormiston gorges are the pick. We nipped off for a brief overnighter in the Alice, before heading down the Old Ghan Railway to Chambers Pillar and Lamberts Centre. Then it was out to Mt Dare and the very refreshing Dalhousie Springs. We returned to the track on ever-improving roads, to Oodnadatta and yet another Grand Final to finally to get a buzz at Mosquito Junction. Never heard of it? Well, after recent rains, we have decided to rename North Creek on the old Ghan. They were vicious and had no respect for Aerogard whatsoever!

Our last days travelled a very congested Oodnadatta Track, with fleets of fourbies with camper trailers, and many Britz rental vans. The scenery (in particular the Flinders Ranges) was in full bloom. Who said we were in a desert country?

A must do in the Southern Flinders is to get your kicks at Wilmington Toy Museum, (not on Route 66, but on B56!). For the family oriented, you cannot go past the Pichi Richi Camel Farm. My daughter finally satisfied her whim for a ride on these savage beasts. Just ask for Feral!

Most of our shineyside contingent departed for a faster route home via Broken Hill, while the two Jeeps wandered up the Murray to meet an intrepid group of four GPAs (amphibious Jeeps – see 4X4 Australia July 2010 issue for the Corowa Swim In story on classic Jeeps) heading down the Murray. After a night of story swapping, we did the final 720km leg to our loved ones who had not seen us for six weeks.

So, where to next?

Travel Planner:

When to Go Late autumn, winter or early spring, when it’s cooler.

Distances From Coober Pedy Ilkurlka is 811km and Warburton is a further 530km. Then it is 320km to Warakurna via the Gunbarrel Highway, 340km return to visit Surveyor Generals Corner and 340km via Docker River to Uluru. Fuel can be pre-ordered at Ilkurlka on 08 9037 1147.

Driving Time Allow as much time as possible. Some recommend five days from Coober Pedy to Laverton in WA. We allowed six to Ilkurlka and another three to Warburton. Due to conditions, we took 11 days.

Supplies Coober Pedy, Ilkurlka, Warburton, Warakurna, Docker River and Uluru.

Difficulty Moderate, mainly due to distance and the relentless corrugations. However, rain changes everything.

Advice Don’t take a trailer.

Camping Restrictions at certain places, as will be highlighted on your permits. Please respect them.

Further Information Hema Maps have excellent information and phone numbers. We found Len Beadell’s books invaluable. See beadell.com.au.

WHEN my sister Brittany and I purchased our very first Jeep Wrangler JK in 2012, we had two missions: one was a quest to meet ‘the father of all Jeeps’; the second was to visit the famed Rubicon Trail.

After spending years educating consumers on why they should buy a Jeep Wrangler Rubicon, we needed to visit the Rubicon. How can you honestly tell people how amazing a Jeep Rubicon is if you haven’t visited its namesake? And, after following a few leads, we were told the ‘father of all Jeeps’ lived right outside the Rubicon Trail in Northern California.The stars must have been aligned, because both our missions were going to happen in one trip.

I still remember reading an article about Mark A. Smith – the founder of the Jeep Jamboree – the night before we met him. It mentioned he had the word ‘Jeep’ tattooed on his behind. It also claimed he led a group across the Darien Gap between Panama and Colombia – Mark and his team used six Jeeps to make the crossing in 122 days. There’s a great Dirt Every Day episode that shows some of the footage from Mark’s 1978-79 Expedicion de las Americas.

After packing our red JK for a road trip, we found Mark and his wife Irene nestled in the historic mining town of Georgetown, California. They moved to Georgetown in 1951, when Mark purchased his first Jeep for $500. Irene mused: “Mark had found Shangri-La. We were honeymooning in Georgetown, CA, and we had jobs in Las Vegas. We had to call them and tell them we weren’t coming back.”

After hearing about The Rubicon Trail, Mark got together a group of friends and started the first Jeepers Jamboree in 1953, a trek down what is now the world’s most popular and intense recreational 4×4 trail. Since those days, the popularity of recreational off-roading has elevated to new heights, allowing Jeep Jamboree USA to create organised Jeep trips across America. Ever since Mark passed away in 2014, we have made it a point to participate in a Jeep Jamboree event every year.

For the 2017 trip, Jeep Jamboree USA offered 31 different events across America; most of the events were scheduled with check-in on Thursday evening and two days of trail riding, with everything wrapped up by Saturday evening or Sunday. To get the trip started I met Dirt Every Day’s Fred Williams and his Jeep ‘Tube Sock’ in Denver, and, on our way to Ouray, we stopped in Golden, Colorado, to meet with Jeep Jamboree USA president Pearse Umlauf. Pearse mentioned that Mark’s two favourite Jeep Jamboree USA events were The Rubicon and Ouray, and Mark loved visiting the Rockies in September to see the Fall (read: Autumn) colours. In celebration of the 30th Anniversary of The Ouray Jamboree, we knew we were in for a special treat.

After breakfast with Pearse, we made a mad dash to Ouray for event check-in and vehicle inspection. Once you check-in to your own hotel, all you have to do is show up, as Jeep Jamboree USA takes care of all of the scheduling and planning.

Jeep Jamboree USA tries to make each and every one of its events safe and family friendly, and most of the trail guides have attended Jamboree events over the years with their families and love it so much that they come back year after year as trail guides. If you need something, they have it for you; if you forget your CB radio, someone will find one for you that you can borrow; if you break something, they will find a way to fix it. It’s how Mark treated people, so his staff still continues to live his legacy.

After a few hours of sleep, Fred and I woke at 6.30am and headed to the Ouray Community Center where Mark and Terry Chris (Jeep Jamboree USA coordinators) greeted us with coffee and a delicious hot breakfast. We broke into our trail group, jumped in Tube Sock, and introduced ourselves on the CB radio as we headed out on the trail. Everyone in our group had been on another Jamboree event in the past, but Fred and I had only ever been on the Rubicon trip.

Day one involved a trip from Stony Pass to Buffalo Boy, and we were left in absolute awe of the Aspen leaves glittering in the sunlight – there’s a reason they schedule this Jamboree in mid-September. The weather is crisp, the air feels refreshing, and every single photo you take is stunning.

We spent the first half of the day cruising through the mountains, and we finished the day with a scenic trail-ride back to Ouray before sunset. The trails are mild but there are intense switchbacks in Colorado and, as with any trail ride, it’s important never to go out alone, and to ensure the vehicle behind you is always in your rear-view mirror. After we got back to town, we headed back to the Ouray Community Center where Jeep Jamboree USA provided dinner. We hit the hay early so we were ready for another day on the trails. On day two, with a different group of Jeepers, we tackled Imogene to Ophir. There was plenty of snow on our way to Imogene Pass, and we felt as if we were on top of the world when we finally made it to the top of Imogene. After lunch, Fred and I stopped for a coffee in Telluride, and then we made it back to Ouray for the celebratory prime-rib dinner.

We had an absolute blast on the trip and we’re already looking at the 2018 Jeep Jamboree USA schedule to see which events we will attend next year.

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Chatting to the brains trust behind one of Australia’s most highly regarded four-wheel drive brands: Piranha Off Road.

IN THE BEGINNING

ALAN and Barbara Johnson started Piranha Off Road 30 years ago (yep, it’s the big anniversary this year) and have since developed the company into a brand synonymous with quality products and excellent service. The long road to 30 years of successful business wasn’t easy, especially at the start when Al received plenty of ‘advice’ on what he shouldn’t be doing. His answer was akin to the old ‘red rag to a bull’.

“What started me off was people telling me that all my ideas and things I wanted to do were stupid,” he laughed. “One of the people – one of my mates – who was someone I had a lot of respect for, said ‘Alan, car companies spend millions of dollars, they have teams of engineers to build the car, what makes you think you know better than those guys?’.

“It was a valid point, and it still is a valid point, but I guess the issue is what we’re doing is we’re not rebuilding a car from the ground-up, we’re taking something that exists and we’re making it better,” he affirmed. “We’re improving its weak points and making it better and making it do things that were possibly not intended for it to originally do.”

This has remained Al’s ethos since the start of Piranha but with one significant change from the early days of the 1980s, and one that reflects the marked change in what a four-wheel drive is expected to do in the modern era.

“What we were doing in the early days was making a very tough car a bit softer and a bit more liveable,” he said. “Now, what we’re doing is making a soft car a bit tougher. So that’s what’s happened: the big thing in 30 years for me is this change. We’re now taking a 200 Series and trying to make it a bit tougher; make it a bit more suitable for off-road work. Whereas in the old days you had a 60 Series, it really was a ‘truck’, and we’d try and make it a bit less rough and a bit nicer to live with. It’s a different world.”

KEEPING IT REAL

YOU don’t stay at the top of the game for three decades by focusing on one thing. For Alan, it’s not only about manufacturing and selling top-end products, as Piranha Off Road also prides itself and is highly regarded for its attention to service and to the actual customer.

“The thing is, many people want advice,” Alan said. “They want to be guided into a package that is going to do the job that they want it to do and, in most cases, I’d suggest most companies (possibly, if they’re lucky) meet their expectations.

“We try to exceed people’s expectations, we try to give them more than what they’re asking for, we try to give them a really good solution and, in many cases, that’s not just selling your product, it’s educating them as to what something can and can’t do and how and why it works.”

Alan is also always very keen to get the customer out to the workshop so they can see what the Piranha Off Road team is doing during the fitment process. “That way, people get a good understanding of how the whole thing is likely to work,” Alan said.

ON THE FRONT FOOT

PIRANHA Off Road remains a small and nimble company, as Alan and Barbara never wished to expand too much for fear of compromising quality – plus it enables them to keep the entire manufacturing process in Australia. Remaining small means the company can quickly adapt to market changes, which is something Alan believes has been a big factor in keeping Piranha Off Road relevant.

“We are often able to lead the market because we can respond quickly because we are small,” he said. “Obviously we don’t have the ability to produce massive volumes, but we can normally produce enough product to satisfy our initial immediate market very, very quickly and very, very well. So that’s a really good thing – it does give us the advantage.”

Piranha’s long-developed reputation and relationship with vehicle manufacturers also brings with it many advantages in terms of bringing new product for new vehicles to market quickly.

“One of the good things is we get brands who we buy new vehicles off are very happy to lend us a vehicle to do R&D with,” Alan told us. “Often manufacturers will bring us a car when a new car comes out and say ‘look, you’ll probably need this for a couple of days to do your R&D’. Fortuner came out, for instance, and we were able to have all the accessories for that pretty much straight away.”

The compact business size also ensures that, by remaining self-contained, Piranha Off Road can maintain a high level of quality control – something that is increasingly more important in the marketplace and, along with personal service, a brilliant selling point when compared to the ‘faceless’ online retail outlets.

Again, being in the business for 30 years is an advantage, most notably in regards to brand recognition and returning customers from all generations.

NEVER STAND STILL

THERE’S no doubt that to stay in any industry for 30 years you have to be passionate about it, and Alan and his team most definitely are. Equally, they aren’t content to sit on their laurels, with Alan using his frequent off-road trips (he tries to average four big ones a year, with 2017 including a big Cape York trip with a group of fellow Suzuki 4×4 owners) to tweak and fine-tune available products, as well as identify an area in the touring scene where a new idea might sit.

“I guess whenever I do a biggish trip I normally come back with some change or tweak on my vehicle that I think would have made that trip better,” Alan said. “It could also be something I didn’t need and could have left behind or something that I took and failed or didn’t live up to expectations. I think every longish trip you come back with at least ideas for things and concepts and, yeah, it’s a fluid thing; it never stops changing. You know, you tweak this way, you tweak that way and every time it’s a little bit better. You know, it’s a bit nicer.”

Speaking of products, Piranha Off Road has been busy behind the scenes and has some new gear coming in 2018, but Alan was understandably reticent to offer a sneak peek. He was, however, willing to nominate a slight favourite out of the myriad of gear Piranha has produced.

“Look, over the years we’ve developed a lot of different products,” he said. “Things like 30-second kitchens, things like fridge slides, things like diff breathers and dual-battery systems. But I think our expertise and our knowledge we’ve learned in the electrical side of things in dual batteries is probably second-to-none and has enabled us to really be able to give people exceptional results at really good sensible prices, without wasting money on things they don’t need.”

This is what was most noticeable during our chat with Alan and what we reckon has been one of the main reasons for Piranha’s continued success for more than 30 years: A focus on ensuring as many people as possible get the gear they absolutely need to get out and enjoy the off-road touring lifestyle.

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RECORD BREAKER

BACK in September Alan was part of a team that set two World Records: the first solar-powered AGM vehicle and the first lithium battery-powered vehicle to cross the Simpson Desert, taking seven days to do so. Not a bad way to celebrate 30 years in the off-road touring business.With an aim to improve on that record, as well as gear-up for the release of some exciting and innovative product in 2018, Alan and the team at Piranha Off Road have a busy year ahead, which is good news for any off-road tourer looking for top-notch locally designed and manufactured gear.

MY OLD BJ73 Middy has gone very much unloved since I drove it to Melbourne four years ago.

I used it regularly for eight months, but once the New South Wales registration ran out, it sat under a tree in my driveway, growing moss in the window rubbers and providing a home for countless spiders. I’ve started it once or twice a year; usually in autumn when the tree drops its leaves all over the FRP top and stains the plastic and I hit it with the CT18 and Karcher to clean it off.

More recently the high-pressure cleaner has been taking the paint off as well. Despite the fleet of new 4x4s we drive here at 4X4 Australia, I do miss driving the old bus. It’s authenticity, heritage, character, smells and rattles more than make up for the lack of creature comforts and performance. Perhaps it’s been the time driving the G300 Professional over the last few months that has reminded me of the simpler side to off-road motoring and has prompted me to action.

To get the Middy back on the road in Victoria will require a roadworthy certificate and, knowing it has a few nasty oil leaks and the possibility of other ailments a 400,000+km truck would have, I sought professional help. Terrain Tamer is an old Land Cruiser owner’s best friend. The company produces and sources replacement parts for most old and new Cruisers, as well as other 4x4s, and its massive warehouse in Melbourne is like a candy store for a kid like me.

Knowing that Terrain Tamer would have the seals and parts needed to fix the oil leaks and anything else, I took the Cruiser out there to have it thoroughly assessed. Terrain Tamer’s Allan Gray and in-house mechanic Tony Demetriou gave the Cruiser a detailed once over and came back with a pretty extensive list of things that needed attention. The oil leaks were coming from the steering box, rear main seal, transfer case and rear differential.

Then there were faulty light switches, cracked tail-light lenses, loose seat bolts, worn and leaking rear brakes, cracked rubber brake lines, loose wheel bearings, and a few other items that could be covered by Terrain Tamer’s extensive replacement parts catalogue.

Ultimately, it seems every part the guys touched or unbolted needed attention or replacement, and the list soon snow-balled.

Over the coming months we’ll show what was required to get the classic Cruiser roadworthy and ready to hit the tracks in 2018. With what’s going into it the car should drive like a new one by the time it gets licence plates back on it, and we’re looking forward to giving it a new lease on life with a swag of new or reconditioned parts from Terrain Tamer.

The Outback Challenge is Australia’s premier long-course off-road event and has become an event that all serious off-road drivers dream about competing in. Returning from the disappointment of the 2016 cancellation caused by the extensive flooding across eastern Australia, Silverton (near Broken Hill, NSW) hosted the Outback Challenge in 2017.

The terrain in the region provides huge variety – sand, mud, steep gorges and rocks – all of it unforgiving on driver, navigator and vehicle. Event director Steven Tjepkema spends months in the lead-up to the event exploring the region and plotting stages that test the teams, both night and day, during the duration of the seven-day challenge.

The formula is simple: be self-sufficient for a week in the Outback and complete as many stages as possible with as few penalties as you can manage – then maybe, just maybe, you might become a legend of the sport by standing on the podium at the end. Just to finish the event is a major achievement not to be underestimated.

Outside assistance and returning to town all attract penalties, so the mission here is to conserve your vehicle during the long week and carry enough spares to keep you running – and sprinkle those skittles into the toolbox to fill up any leftover space, as they just might keep you fed.

Critical to the event’s growth and safety was the introduction of the RallySafe system in 2014. Competitors must navigate to GPS waypoints provided to them at the start of each stage. The vehicle must get within 10 metres of each point before proceeding to the next. RallySafe not only notifies the team of a successful waypoint acquisition but also allows event organisers to track each vehicle in real time, providing not only the scoring and timing validation but also a vital safety function. Teams are notified of other vehicles in the near vicinity for avoidance and can also call for assistance should it be required. RallySafe also allows spectators to view vehicle progress via the RallySafe app – something thousands of people took advantage of during the running of the event.

The early stages of the event were held around Silverton, allowing Broken Hill locals to enjoy some awesome night-time sandy creek stages and the Sunday Silverton Mine prologue. From there the competitors and accompanying spectators headed out to private properties surrounding Broken Hill.

Each property offers something different and, with some new properties on offer this year, even experienced competitors were kept guessing. From mud, sand, rocks, gorges and dry river beds, the Outback Challenge certainly doesn’t lack excitement and terrain variety for the teams and spectators.

Custom GQ Patrol takes on the 2017 Outback Challenge

With long competition stage distances and often more than eight hours a day of competitive driving, the Outback Challenge certainly delivers on the promise of providing an extreme off-road event that shows off the best of the Australian Outback.

As always, there were some hard luck stories during the week. The Young Veterans team representing our returned serviceman came undone with tyre damage on the Land Rover but returned for Friday’s epic Mad Max stage; and the front runners from Western Australia, Rob Robson and Cass Jones, who did substantial damage to the front end but worked night and day to return to the event, eventually placed fifth in a massive effort.

As the week progressed it was clear the teams were creating the special camaraderie that the Outback Challenge is known for, just as much as the sweeping, vast terrain upon which the stages are run. Teams help each other complete stages, fix broken cars and trade parts – the objective to win mixed with the willingness to help your mates get to the final “Mad Max” stage of the week. It’s also not uncommon to see teams working on each other’s vehicles no matter how little sleep and how tired they are.

The sense of team even extended to local businesses such as ARB in Broken Hill, who provide workshop facilities night and day to keep competitors in the event. Spectator vehicles were also assisted equally – the rough cross-country terrain inevitably claiming a few casualties.

Mad Max is aptly named: a final 140km, eight-hour stage that completes the week, and every competitor strives to make the start line of Mad Max as the final hurdle. Mad Max is also open to competitors who just wish to take on this massive single-day stage of driving, navigation and winching. The Outback Challenge vehicles joined by Ultra 4 and Production Class vehicles on this stage.

This year the Mad Max start line was positioned outside of Silverton in a natural rock amphitheatre, allowing all the competitors, spectators and officials to camp together and view the spectacle. We were also joined by some Enduro riders with a desire (madness) to take on Mad Max. Suffice to say, no bike completed the event this year – the shell-shocked look of the riders at the end of a very tough day told the story. Who will be able to claim the title of first motorbike to complete Mad Max in 2018?

As always, there is a winner. For the third successive time, the Outback Challenge was won by Team Hella’s Neil Cooper and Chris Hummer. Providing a master class of all the elements that make up the Outback Challenge, Neil and Chris were certainly deserving winners.

However, nothing in the Outback Challenge is certain until the finish is crossed, and a very hard impact early into Mad Max reshaped the team’s front axle housing into a banana and resulted in a very lucky escape. The duo had to operate in two-wheel drive for a substantial portion of the day; reducing the stress as much as possible on a damaged front end got them home. As Neil said: “18 excursions out of the vehicle to lock and unlock the hubs is nothing when you want to finish Mad Max.”

Second place went to the husband and wife team of Team Narva, Shayne and Alison Barkley (the first husband-and-wife team to ever score an Outback Challenge podium), and in third place TPS Constructions’ Johnnie Stavrou and Steve Fowler.

The Outback Challenge is an Australian 4×4 epic. If you’re a competitor or spectator, it’s simply an event that must be on your bucket list. Words and pictures simply do not tell the story of this iconic event – its something to be experienced!

HOW’S this for gutsy: buy a brand-spankin’ new 4X4 (about the $50 to 60k mark) and cut the roof clean off.

This article was first published in 4×4 Australia’s June 2012 issue.

It takes a reasonable amount of courage to stand back and watch another fella remove a perfectly good lid from a perfectly good 4X4. Fred Mayer, the brave and determined owner of this Defender 110, has done just that. Not that you’d immediately pick it from the photos.

That is, until the new roof is popped open to reveal the camper set-up – it’s an absolute ripper for a touring couple and detracts very little from the original lines of the Land Rover. You see, Fred was intent on creating his version of the perfect touring vehicle and wanted to start with a clean slate.

He did, however, have a fair idea about who was going to do the big chop to his new home-on-wheels – he even had the rest of the wagon’s future mapped out well before handing over his cheque to the salesman.

Keen Landie spotters will no doubt pick the slight difference in the roof line when in driving mode, with only a few inches of extra metalwork showing outside the factory Land Rover technical drawings. Even that extra metalwork has been colour-coded to match the body, so as not to stand out; not that this roof was white from factory, mind you.

Hands up how many Defender enthusiasts spotted that? The roof of the latest Defenders are colour-coded to the body – that’s product development for you. Fred drove his Defender straight over to Daniel at Mulgo Expedition Vehicles & Equipment (Mortdale, NSW) for the pop-top camper replacement.

Off came the standard roof, on went the pop-up camper lid, complete with gas struts, lightweight canvas walls and extra metal wall height built in around the top of the standard Defender.

Of course there is much more to it than that, but Daniel has created a brilliantly easy pop-top roof system that is ideal for camping and doesn’t detract from the day-to-day useability of the wagon, even when it’s being driven around town.

While Mulgo had Fred’s wagon, it also added its ExBox conversion, where all the electronics fitted under the driver’s seat as standard are re-positioned under the centre console (or cubby, as Land Rover calls it).

A pretty clever conversion for sure, as it allows the now released under-drivers- seat space to be used for extra storage of tools or recovery gear or even a safe hidey-hole for valuables.

All the electronics are now in a sealed box and the centre console/cubby is now about 15cm higher – perfect for an armrest. Mulgo also installed its clever glove box conversion kit, which inserts a glove box with twin (upper and lower) opening doors, where there was previously just a blank, unused space in the dash – clever.

Non-Defender experts would be hard-pressed at realising there was something non-standard in the dash with this kit; it looks OE and serves its purpose well. Also fitted to the dash is a Hema Navigator and a good old-fashioned compass for remote-area trips.

As good as they are, GPS-cum-navigator units are not infallible, so Fred’s use of a compass makes sense. To keep in contact with fellow travellers, Fred uses a GME UHF radio, while longer distance comms are directed out via the remote-head Codan HF radio and auto-tuning whip antenna, which is rear mounted near the spare-wheel carrier.

In the rear of the wagon, Drifta Camp Kitchens has crafted a custom unit to store food, utensils and general camping gear. The kitchen incorporates a drop-down door that becomes a table, at which the two occupants can sit opposite for out-of-the-weather meals – a brilliantly simple and effective set-up.

Fred also opted for one of Drifta’s slide-out camp kitchens that transforms into an acre of tabletop food-preparation area, with a few drawers built in underneath.

These kitchens can be used partially in the rear of the wagon or they can be removed and used standing on their own adjustable legs under the Defender’s rear awning or down by the river’s edge – or wherever you reckon is the best vantage point to eat and watch the sunset.

Fred has also plumbed a manual water pump inside, plus a 12-volt electric water tap outside, both of which are drawn from a 65-litre sill-mounted water tank. An aluminium Front Runner WindCheetah full-length roof rack, with extra front bracing (which doubles as a tree deflector) sits on top of the lift-up camper roof.

Fred carries a tank of water plus extra camping gear for his longer bush trips, plus this rack provides a great vantage point from which to take a few photos, or simply take in the sights. If you’re wondering how strong the Mulgo camper pop-up roof is, Daniel was issued a report from an engineer stating the design and manufacture of his handiwork is superior to the factory-standard turret.

Not that you should overload the roof past the specified limit, but it’s reassuring to know the modifications haven’t compromised strength or integrity. The rear passenger door is the access point to the Bushman fridge, under which recovery gear, a few spares, camping gear and tools reside.

Again, this is a very simple and basic arrangement, but allows easy access to everything and has nothing to go wrong – perfect for bush travel.

Fred wasn’t one to leave all the mechanicals stock; rather he’s plugged in a Steinbauer performance module, together with a 100 percent larger intercooler, a washable cotton high-performance air filter and Water Watch fuel-filtration system and Safari snorkel – that should get the 2.4-litre turbo-diesel hiking and keep it clean for the long haul.

Fred bought a set of 40mm raised springs and Koni shock absorbers from Les Richmond Automotive (a dedicated Land Rover joint) and fitted the lot himself. The additional load-carrying capacity and increase in height from the coils suits all that extra weight in water, fuel and camper kit perfectly, at least from what we could see while Fred negotiated a few steep obstacles during our shoot.

Fred was more than happy to demonstrate how capable his wagon is, given the factory traction control system, longer travel suspension and his level-headed driving. We watched those coil springs flexing all over the shop to help the Defender through some pretty gnarly climbs and ruts.

That Fred could drive pretty much anywhere on our little island, pull up, have camp set up in a blink and kick back with a meal in no time is a credit to both his and his suppliers’ handiwork and products.

Should things not go quite to plan, Fred has had Mannell Motors (Thornleigh, NSW) fit an ARB steel bullbar with a Warn 9.5XP electric winch, plus he carries a plethora of recovery gear under the fridge on the passenger’s side.

There are also front and rear QT diff protectors that mount via OE threaded holes; these steel units help the diff centres slide over rocks instead of bashing straight into them, potentially cracking the housing. To help protect the soft aluminium sills, Fred knocked up his own sliders using 75mm x 50mm box-section steel.

While he was at the welder, he also fabricated his own rear bar and swing-out spare wheel carrier, as well as an 8.5-litre oil and air storage canister. Geez, this fella is clever; not only are all the mods he’s done hard to pick, they all work like a charm – just goes to show he’s probably been there and done it before.

And he sure has; Fred used to be a professional four-wheel driver in Africa where he ran photography safaris into the wilds of Kenya, and he is currently one of the professional driver trainers with the Land Rovers Owners Club, so he knows his stuff and loves nothing more than getting out with his new camper conversion.

In fact, Fred was due to set off on a trip up to far-north Queensland and the Northern Territory just weeks after our photo shoot to take part in a recreation of the 1986 Camel Trophy event.

The Camel Trophy recreation let Fred test his camper where it was designed to be used. We reckon he would have had camp set up faster than most of the participants, and with many more mod cons for comfy bush camping than they would have had back in 1986.

OFF the back of thriving 4×4 aftermarket scene, 2017 saw a spike in quality, heart-stopping custom builds.

The fact we could squeeze the field of wild customs down to only five is an achievement in itself.

Patriot Campers’ 6×6 LC79

When the team at Patriot Campers gets to work, you know there’s going to be something incredible in the making. Everything about this build is special, including the complete JMACX 6×6 system which replaced the standard rear axle/leaf spring setup. A GSL 100% kit provides a 100 per cent increase in torque. Plus, we got to drive it!

Read about the 6×6 LC79 here

Land Rover Defender 90

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This Defender 90 was initially supposed to be a daily driver, but once its owner caught the Landy bug that soon changed. Since it was purchased back in 2013 the 90 has had the aftermarket catalogue smartly thrown at it. Everything from the drivetrain to the suspension componentry has been tweaked to make it an off-road beast.

Full details here

LS3-powered Holden Colorado

This is the Colorado Holden should have built! It’s powered by a General Motors 6.2-litre LS3 V8 engine capable of dishing out more than 400 ponies and around 580Nm. These torque levels are comparable with the twin-turbo V8 diesel found in LC200s, but the Colorado is considerably lighter… you beaut.

For more info on the conversion and what else it’s packing, head here

Toyota N80 Hilux

N80 Hilux bucks the trends of vehicles built for show instead of go. It’s owner, a keen fisho and hunter, needed an ultimate work rig that could lug a 2000kg boat, but also get beyond the black stump across treacherous terrain. So he opted for the N80 Hilux and set to work expertly modifying the rig for its intended purpose. The results speak for themselves.

What’s it got? Read about it here

Coyote V8-powered Ford Ranger

When the request came through by the client for a V8 transplant into a Ranger, the crew at Diesel Leaders dismissed the idea of a big-block engine in favour of a supercharged Ford Coyote V8 that, in stock form, pumps out 335kW and 570Nm. It had to be expertly squeezed into the engine bay, which was no mean feat. If you’ve got a spare 30 seconds, we recommend watching the video just to listen to the big V8 howl!

Watch the Ranger in action here

PREVIOUSLY known as Beverley Springs, Charnley River was the first property along the Gibb River Road to offer tourist accommodation.

In 2011 the Australian Wildlife Conservancy (AWC) took over the management of the station. The AWC also owns and operates the 3000km² Mornington Wilderness Camp 140km to the south-east, which incorporates stretches of the Fitzroy River and King Leopold Range.

Like Mornington, Charnley River was attractive to the AWC because its isolation and rugged terrain has protected the habitat of many animal species that have disappeared from other areas due to the impact of humans and feral animals.

With its spectacular complex of red sandstone ranges and rugged gorges carved by rainfall, the Artesian Range which covers half of Charnley’s 300,000 hectares is home to more than 30 animal species found nowhere else in Australia.

Protected by topography and high rainfall, the Artesian Range offers a glimpse into the past as it is possibly the only region in mainland Australia that has not experienced any animal extinctions since European settlement. It also remains one of the few places in Australia where the Gouldian Finch, with its colourful plumage, still clings to existence.

Access to Charnley River is by way of a 42km gravel road that leaves the Gibb 250km east of Derby near Imintji Store (one of the few supply and fuel outlets along the Gibb). The Station campground will invite you to stay longer.

Grassed with plenty of shade and generator and non-generator camping areas, amenities include showers, flushing toilets, communal barbecue and fire pit (with wood provided) and, surprisingly (considering the remote location), WiFi. With an ample supply of drinking water on tap, Charnley River also provides an opportunity to top up your tanks.

And, perhaps best of all, being located some distance off the Gibb, Charnley River tends to be not as crowded as other nearby campgrounds, such as Silent Grove and Manning Gorge. The principal tourist attractions on the station are several gorges, of which the most distant (Lily Pools and Grevillea Gorges) are 20km to the north of the campground.

Lily Pools is located at the top of Grevillea Gorge and access to the gorge floor necessitates climbing down a ladder bolted to the cliff face. Good views can be had from the lookout above the ladder, so go and check it out.

While the station tracks are in relatively good condition, the drive to Lily Pools takes about two hours as it’s slow going in some sections where cattle have pugged the surface during the wet season. Unlike other gorges along the Gibb you will probably have the place to yourself, and yes, it is safe to swim here without the risk of becoming a meal for some hungry reptile.

That said, the water does attract less threatening reptiles in the form of Green Tree Snakes and Merton’s Water Monitors, both of which regularly show up around the waterholes (and might give you a bit of a fright).

Heading back towards the homestead, a side track takes visitors to nearby Dillie Gorge, which is another beautiful swimming spot. For $40 visitors can hire a canoe and paddle the 400m length of the gorge, possibly stopping along the way to have a leisurely BYO lunch while soaking up the natural beauty around them.

Even closer to the campground is Donkey Pools, which is a favourite with families as swimming is possible in any of the three gorges there. The station offers a nature walk for bird lovers and, with more than 192 recorded species of birds, the area is a twitcher’s paradise.

Dawn brings a cacophony of bird calls around the campground as the avian population declare their territory while warming themselves in the first rays of sunlight. In addition to offering pleasant camping facilities and some great attractions of its own, Charnley River makes a handy base to visit other nearby tourist drawcards.

Perhaps the best known and arguably the most delightful gorge in this part of the Kimberley is Bell Gorge. The road into Bell Gorge passes Silent Grove which, with its shady campsites, solar hot showers and drinking water on tap, is another great place to take a break from the heat and dust of the Gibb.

From the gorge car park, a 750m track ends at a large waterhole with spectacular views of water cascading down rock steps to another large waterhole below. Both waterholes are safe to swim in, but, as Bell Gorge is one of the most popular tourist stops in this part of the Kimberley, you almost certainly won’t be on your own.

Arguably the best time to check it all out and visit is late in the day when most of the travelling public have scuttled back to camp for Happy Hour. It’s also a great time to get some holiday snaps when the warm, late afternoon sun lights up a conical red sandstone hill that overlooks the gorge.

TRAVEL PLANNER

WHERE The Kimberley, located in far north-west Western Australia, is an area of 423,000km² and is approximately 5000km from Melbourne by road. Charnley River Station is 250km east of Derby on the Gibb River Road.

WHEN TO TRAVEL Most roads and campsites in the Kimberley are closed during the annual Wet season. The most pleasant time to travel is between May and August. Outside of those months, expect temperatures of 35°C (or greater) accompanied by humidity.

STAYING THERE Charnley River Station camp fees are $20 per person per night (children $10) plus a one-off vehicle access fee of $25. The camp includes facilities for the disabled and offers WiFi internet. Booking is not required and pets are not permitted. Mobile reception is non-existent.

SUPPLIES Visitors should plan to be totally self-reliant. While most campsites have water available, boiling is advisable. Basic food supplies are available from the Imintji Store and Mt Barnett Roadhouse.

ROAD CONDITIONS Tyre damage is a major issue on the Gibb, and Neville, the local mechanic near Imintji, sees several stuffed tyres a day due to fractures from sharp stones that the regular grading of the Gibb drags into the path of vehicles. Neville suggests running pressures of around 35psi.

CONTACTS Charnley River Station www.australianwildlife.org Phone: (08) 9191 4646

2017 was huge for quality aftermarket kit. Here are six of the best.

MSA 4X4 DROP SLIDE

With most 4x4s, fridge access can be compromised by height – more so if the fridge sits on a cargo drawer. MSA 4X4’s Drop Slide system eliminates this issue by sliding the fridge out from the cargo area and lowering it 300mm. MSA claims the slide design means that gas struts of 670N to 1200N are needed to assist lowering, which helps keep the overall weight of the unit down compared to others. The Drop Slide has a 200kg slide-runner rating, lock-in/lock-out safety latches and all the extras (fixing and straps) needed to fit the fridge.

There are even Side Drop Slide variants available, designed for when the best way to fit them is actually sideways. There are numerous models to choose from, governed by the capacity and brand of the fridge. The Drop Slide has MSA 4X4’s lifetime guarantee.

Website: www.msa4x4.com.au; RRP: $425-849

TERRAIN TAMER LC70 MODIFIED FIFTH GEAR SET

THE 4.5-litre 1VD engine in Toyota’s 70 Series Cruiser is one sweet thing. The only complaint is that, in pre-2017 models, it’s matched to a five-speed manual gearbox with a low fifth gear, meaning it sits relatively high in the rev range (around 2400rpm) when cruising at 100km/h.

Terrain Tamer’s new modified gear set includes a taller fifth gear, designed as a direct replacement for the OE part. This modified gear set brings the gear ratio down from .881 to .736, with an overall RPM reduction of 20 per cent. The modified gear is built tough, too. Made from 62-strength Rockwell hardened steel, it meets exclusive Terrain Tamer tooling specs to be equal to or better than the OE part.

The set can be purchased individually or as part of a gearbox overhaul kit. It will also be optional in all relevant Terrain Tamer reconditioned gearboxes.

Website: terraintamer.com

MSA 4X4 DASH ORGANISER

Designed to mould to any dash shape, MSA 4X4’s dash organiser design has been upgraded. Ensuring all your at-hand travel essentials can be easily accessed, the organiser now features five pockets for small items (think: sunnies, mobile phones, etc.) and a large pocket for your map.

Objects inside the organiser are secured via elastic straps to ensure they don’t fall out when negotiating bumpy terrain, and the unit is secured to your dash (or dash mat) using Velcro and adhesive strips. The organiser’s unique ability to be moulded to the dash is due to the internal flexible aluminium strip, with the overall manufacturing quality that you’d expect from this Aussie company. The dash organiser measure 185mm long by 365mm wide, making it an easy fit to all 4×4 dashboards.

Website: www.msa4x4.com.au; RRP: $69.95

EFS RECON R13 WINCH

EFS spent more than two years developing this big-bopper electric winch. Impressively, it has a 13,000lb (5900kg) rated single-line pull, which puts it at the top of the market in terms of capacity. It also includes a full-load automatic brake and a 265:1 gear ratio.

The 6hp electric motor is waterproof (as is the gearbox) and the 25m, 18,000lb, 10mm-diameter, syntuff synthetic multistrand rope is abrasion-resistant and includes anti-bind tech. The full-load auto brake is designed to work with synthetic rope and this, combined with the gearbox’s three-stage zinc-plated hardened planetary gears, ensures a virtually bombproof winch.

Website: www.efs4wd.com.au

PIRANHA UNIVERSAL DIFF BREATHER KIT

ONE OF the best bang-for-buck mods to increase your 4×4’s bush-touring reliability is to fit aftermarket diff breathers. Piranha Off Road’s universal diff breather kit includes seven metres of hose, two osmotic filters, clamps and all essential fittings. The kits extend the breathers higher from the diff housing to eliminate any chance of water ingress.

Vehicle-specific kits are available for the new Triton and Pajero Sport, both of which need a replacement fitting in the rear diff housing to work effectively. Piranha also offers vehicle/brand-specific kits for Toyota, Nissan, Pajero and Ford Ranger.

Website: www.piranhaoffroad.com.au

EVAKOOL RV18 FRIDGE/FREEZER

For those tight for space in their 4WD, this new compact fridge/freezer from Evakool is perfect. With space for 16 375ml cans or a mix of drinks and food (including a dairy shelf), the RV18 is ideal for road trips or overnight adventures. The slim design (230mm width) means it can be fitted between passengers in the second row.

The RV18 features an Evakool CK15 compressor and can be run as a fridge or as a freezer, with an operating temperature range of 10°C and -18°C. The unit weighs a paltry 8.7kg, has an impact-resistant polypropylene cabinet and lid, an internal LED light, digital control panel, and can be operated via 12V, 24V or through 240V mains (using an adaptor). The RV18 comes with a two-year warranty.

Website: www.evakool.com RRP: $549