2017 was huge for quality aftermarket kit. Here are six of the best.
DOMETIC WAECO CFX FRIDGE
THE Dometic Waeco CFX portable fridge range has been launched. A highlight of the new range is that the units feature the latest Wi-Fi technology, allowing users to control and monitor temperatures remotely using a phone app. Variable Motor Speed Optimisation ensures required temperatures are reached faster and more efficiently, and this is aided with the inclusion of extra-thick polyurethane insulation. The CFX range is ideal for use with solar panels. Features include a robust lid latch and hinges, factory-fitted spring-loaded handles, a USB charging port, LED lighting, a flush-mounted evaporator plate and much more.Website: apac.dometic.com/Australia RRP: $1199 (34.5L); $1299 (41L); $1449 (50L); $1599 (65L); $1899 (94.5L)
PWR INTERCOOLER AND PIPE KIT
TAP into your Ford Ranger’s (or Mazda BT-50’s) potential with PWR’s fully engineered intercooler and pipe kit. For maximum durability, the heavy-duty, square-faced tube and fin design is tested and manufactured in Australia’s harshest conditions.
Fully TIG-welded, the kit is available in polished aluminium or Stealth Black powdercoating. Handy with the spanners? The kit can be self-installed in less than two hours.
Website: www.pwr.com.au RRP: $1540
YAKIMA LOCKN’LOAD
THE new LockN’Load range unveiled recently by Yakima Australia is centred on a new Australian-designed rooftop cargo platform.
The platform works with mounting kits designed for 4WDs to provide maximum strength and durability. A broad range of 4WD accessories will support the LockN’Load platform including brackets for recovery tracks, gas bottles, high-lift jacks, awnings and spare wheels. Keep out a keen eye for initial products coming soon, as well as expansions to the range.
Website: yakima.com.au
IRONMAN 4X4 PORTABLE POWER PACK
THIS new 44ah portable power pack from the team at Ironman 4×4 packs plenty of grunt – and features – inside its tough exterior case. The power pack’s list of features includes a digital voltage and amperage meter, the option to charge via 240V AC, 12V DC and solar panels, and a low-battery warning system.
The pack has the ability to power 12V and 5V DC appliances, such as mobile phones, camp lighting and fridge/freezers. The heavy-duty ABS case includes a folding integrated handle that makes lugging the unit around easy. Outlets include a 12V DC cigarette lighter socket and a merit socket, plus there’s a 5V DC USB port for electrical gadgets.
The unit’s individual on/off switches include an LED indicator for ease of checking, and the power pack’s compact size means it won’t take up too much cargo space. It’s available from all Ironman 4×4 outlets.
Website: www.ironman4x4.com RRP: $499
BLACKWOLF TENT
OFF to the outback? Then you’ll need a serious tent to make the nights as comfortable as possible. BlackWolf has you covered, literally, with its new, lightweight Mantis Ultralight. We don’t use the term lightweight loosely either, as this tent is 30 per cent lighter than its predecessor.
This rugged and waterproof tent is perfect for the avid explorer. There are two tents available, with the UL 2 model having doors and vestibules on both sides.
Website: www.blackwolf.com.au RRP: $329.99 (UL 1); $399.99 (UL 2)
EFS ADVENTURE SERIES BULLBARS
EFS has released a premium steel bullbar range for a number of popular 4x4s: Toyota Hilux, LC76-79 Cruisers, Nissan Navara NP300, Mazda BT-50 (2011-16), Ford Ranger, Mitsubishi Triton (2015-onwards), Holden Colorado (2012-16), and Isuzu D-Max (2012-onwards).
The bar was designed, tested and developed here in Australia and features an oversized 63mm tube bar fitted with LED indicators and driving lights. The bar is also winch-compatible thanks to its inbuilt winch cradle mount, and it also has lower bar bash plates and twin radio aerial mounts. The EFS Adventure bars are ADR-compliant and meet all vehicle airbag regulations.
Website: www.efs4wd.com.au RRP: $1480
2017 was huge for quality aftermarket kit. Here are six of the best.
ARB WEEKEND RECOVERY KIT
ARB’s new weekend recovery kit is the ideal must-pack item for those who are heading bush for a few days. The kit packs down in a tough PU-coated cotton/canvas recovery bag that takes up minimal cargo space. It offers all the recovery essentials including an ARB 8000kg vehicle recovery strap, two 4.75t galvanised 19mm shackles (with red powdercoated pin) and a pair of tough cow-grain leather rigger’s gloves. The recovery bag itself includes dedicated sewn-in shackle holders, heavy-duty buckles and a strong rubber carry handle. Pack this in your rig for a weekend away and you’ll have a lot less to worry about.
Website: www.arb.com.au
RHINO-RACK FOXWING AWNING ESCAPE
Mother Nature’s wrath by investing in Rhino-Rack’s Foxwing Awning. It’s suited to most 4x4s, utes and small- to medium-sized SUVs that have existing roof racks fitted, and it can be fitted solo in a matter of minutes. The 2500mm x 180mm x 60mm awning provides approximately 10 square metres of cover due to the 270-degree opening span.
The rip-stop polycotton canvas is UV resistant, plus it also has a 2000mm waterproof rating and a mould-resistant shield.
Website: www.rhinorack.com.au RRP: $849
DIESEL POWER CHIP
DIESEL POWER, the performance-chip-module specialists, has developed a range of performance modules specifically for the Australian 4WD. The simple plug-and-play chips increase low end torque through active software power programming to provide more usable power and torque.
The chips utilise a super-fast, high-quality 64MHz V2 processor for smooth power delivery. Also feature waterproof plugs, a high-impact case and they are coated in military-grade resin. All come with a three-year warranty.Website: www.diesel-power.com.au
AISIN CLUTCH KIT
AISIN’S quality range of clutch kits is now available via CoolDrive Distribution. The clutch kits, which contain the clutch cover, plate and bearing, are available from all 24 CoolDrive branches nationwide. The clutch systems feature innovative NVR technology to smooth clutch engagement.
Facings have excellent heat and wear characteristics to increase product life, while shudder resistance and rigidity are also improved. The clutch kits are suitable for the Toyota Hilux and Land Cruiser.Website: www.cooldrive.com.au
OUTBACK ACCESSORIES’ FUEL TANK
GO further on a tank of fuel with Outback Accessories’ 153-litre replacement fuel tank for new Toyota Hilux models (07/2015-on).
The Australian-made FTT108 tank is made from MIG-welded 2mm aluminised steel, and it’s fully internally baffled to prevent fuel surge issues, employs CNC-machined pump and sender flanges for a precision fit with OEM components, and features ‘fast fill’ filler tube and vents. The tank’s covered by a comprehensive two-year warranty.
Website: www.outbackaccessories.com.au RRP: $1238
EZDOWN
IF YOUR tailgate doesn’t have an EZDown fitted, then you’re missing out on real outback convenience. This product is an absolute must-have for those with little kids who are just tall enough to reach the tailgate handle; with the EZDown fitted, there is zero chance of them getting knocked on the noggin by a dropping tailgate. No more banging, crashing or dented tailgates (or heads).Website: www.ezdown.com.au
YOU’VE got to love those old Meccano and Lego kits of your childhood that allowed you to make just about anything from a pile of blocks and tubes, plus bits and pieces left over from other projects – all held together with a few nuts and bolts.
This article was first published in 4×4 Australia’s January 2011 issue.
The same goes for Land Rovers, but you’ll need to throw in a heap of rivets to hold it all together. It makes life easy knowing you can use parts from the early model vehicles right up to the latest and greatest derivation of that vehicle – that’s what makes the Series I, II and III, right up to the latest Land Rover Defender so attractive to modify into everything from hard-core competition rigs to brilliant outback touring vehicles.
Alan Ryrie has taken great pleasure in doing just that, utilising Land Rover parts spanning almost half a century to come up with this camper unit that has served him and his wife well on plenty of trips. The base unit consists of totally stock-standard 1982 station wagon, with just over 270,000km on the clock, complete with a smooth-running four-cylinder 3.9-litre Isuzu diesel engine and a rust free chassis.
Alan then picked up a 1963 ex-army ambulance body from a Series IIA that had served the hard yards in Vietnam and had been pretty much wrecked and left to die. Right from the get-go, this project was to serve as a camper unit for two, so no need for any extra seating or the expense of carrying extra bodies around – neither passengers, nor patients.
While the engine remains mostly standard, Alan has fixed it up slightly with a ported head and, as you can see from the photos, totally cleaned it – good enough to eat off. Behind the Isuzu block, a four-speed manual gearbox, courtesy of a Range Rover, has been mated to an LT95 transfer case.
The transfer case has had a high-speed gear set installed to help with those long on-road hauls. As with all these Landie models, the drive system remains full-time 4X4 (anything else would be sacrilege) and final drive is via the standard 3.5 ratio open diffs.
A three-inch exhaust system was fitted to help rid the gases from the slow revving diesel engine, but the engine air intake remains as standard. Speaking of air intake, this old Land Rover doesn’t have air-conditioning, rather it has roof vents (outside, above the windscreen) and internal screw-on caps (courtesy of the plumbers section at the hardware store) to allow cross ventilation.
The faster you drive, the more air rushes through the vents. Simple! Oh, and for what it’s worth, you’ll get a little extra air into the cab with those standard, rather restrictive sliding windows.
The most comprehensive change to this truck – other than that whopping camper/ambo back – is to swap the front leaf spring set to a coil spring version, which Alan borrowed from a 110 Defender. Power steering – also donated from a 110 – was added at the same time.
The front end offers higher levels of comfort, improved steering and better off-road performance – and it’s all 100 percent genuine Land Rover. The standard rear leaf-spring pack has had a few extra leaves added (a substantial 10 leaves in the pack) to help carry the additional weight of the ambulance body and extra camping gear inside.
Not that this Landie has more power than standard, but Alan figured the ability to bring the whole show to a stop was pretty important, so he swapped the brakes for solid discs on the front and larger drums on the rear – again from a later model 110 Defender.
A full set of six Kumho KL71 mud tyres at 31×10.5R15 on 15×7-inch Speedy black steel rims not only look the part, but provide plenty of grip off-road. The two spares reside on the swing-open rear barn doors and don’t impede off-road clearances.
At the front end, a TJM steel bullbar has been fitted, together with a low-mount 9000lb electric winch and a pair of Cibie Super Oscar driving lights. A fine mesh screen clips onto the standard grille to help prevent bugs and grass seeds getting into the radiator while driving.
A pair of N70ZZ-sized batteries serves duty for cranking and deep-cycle work of accessories, lighting and running the Waeco fridge. Standard Defender bucket seats are used in favour of the original pews, while the centre console and steering wheel all account for ‘minor upgrades’ of sorts.
Alan uses a Hema Navigator and takes an Iridium satphone for safety’s sake on extended trips. Carrying a whole host of spares and being mechanically knowledgeable (he did build this vehicle himself), we’d presume Alan could repair most breakdowns if needed.
The camping set-up in the ambulance section has been kitted out with fold down beds (similar to how the original ambo stretchers folded down from the sides). Under the beds are cupboards and storage units which are easily accessible when the beds are lifted.
The high roof, complete with second skin (tropical roof), allows for reasonably comfortable inside temperatures, day and night. That second skin prevents the sunshine coming into direct contact with the main roof (to keep it cool) and at night, helps reduce condensation while sleeping inside.
The two rear barn doors carry fold-down tables and sinks for quick and easy access, plus the two-burner gas cooker slides out of a recessed compartment – again for easy access. Alan has also tucked a 50-litre water tank under his Landie which makes its way into the kitchen area via a 12-volt pump.
Should he ever need to chop fire wood, dig himself out of a bog hole or belt an intruder over the back of the head in self-defence, all the tools needed are conveniently attached to the aluminium checker plate-lined bonnet.
Lifting the Landie by either the bullbar, side rails or rear bar work is done with a trusty high-lift jack, securely attached just behind the driver’s door. As you walk around the Landie, you notice absolutely every little switch, button and lever is duly labelled. Who knows what the multitude of gadgets do? [You could read the label.]
I’m guessing Alan got an Dymo labelling machine for his birthday one year and went absolutely ballistic with it! All up, this camper unit is exceedingly simple in its layout and construction, but y’know what? It works a treat!
Why be fancy when simple does the job?
THE Cel-Fi GO mobile version is a great addition to a 4×4, as it’s designed to significantly boost voice quality and increase data speeds for moving vehicle applications.
This is advertiser content
Nextivity’s Cel-Fi GO, tested, authorised and approved by Telstra for use on the Telstra Mobile Network, is an intelligent in-vehicle coverage solution for Telstra’s Next G and 4GX networks operating on 3G 850Mhz and 4G 700/1800 bands.
“The Cel-Fi GO differs greatly from the standard vehicle repeater due to its ability to not interfere with the mobile network or other users,” a press statement reads. “Often referred to as a Smart Repeater, Cel-Fi GO has the ability to provide maximum coverage and be network friendly.”
This is achieved in a number of ways: by continuously monitoring power levels of the cell tower it is connected to and constantly adjusting the Cel-Fi’s output power to suit; by only amplifying and disbursing a particular carrier’s mobile signal, operating within a set frequency band; by not interfering with the carrier’s network or other users on the network; and by having a unique installation process to eliminate feedback into the mobile network.
The unit gives up to 70dB of system gain, will only start boosting once the mobile signal drops below -80dBm (3G) or -96dBm (4G), and features a Bluetooth WAVE App for iPhone, Android and computers.
Pricing for the Cel-Fi GO starts at $1047 (incl. GST) and includes all cable and internal and external antennas.
For more information, head to: www.cel-fi.com.au
AFTER seven days on the road through some of Australia’s harshest terrain, the community at Kunawarritji offered a welcome respite for the Mercedes Benz G-Wagen convoy.
This was first published in 4×4 Australia’s December 2011 issue.
The 16 travellers were dusty, dry and rattled after bumping along 1017 rugged yet spectacular kilometres of the Canning Stock Route from Wiluna.
The seven G-Class vehicles, five G 350 BlueTec wagons, one G-Professional wagon and one G-Professional ute, had performed well so far. The punctures that dogged us earlier in the week became less frequent as the drivers adapted to the rocky track – though we spotted a leaking shock when stopped at the Kunawarritji fuel pumps.
The Kunarritji store’s diesel cost $3.20 a litre on our visit – expensive considering the community is on a main road and that fuel at our drop at Well 23 cost less than $3 a litre. This was our last fuel stop for the trip and the vehicles and jerry cans were all top up for the 600km run to Billiluna.
Finally, while we enjoyed the facilities of motel-style accommodation, Mercedes-Benz’s mechanics gave our vehicles the once-over.
As we loaded ourselves in to the repacked G-Wagens the next morning I noticed our spare wheel was loose. Mercedes-Benz techs pounced on it and discovered the wheel carrier had cracked from the pounding and vibration of the track’s harsh corrugations. It was welded up in the workshop before we hit the road.
The first part of the CSR north of Well 33, like the 40km south of it, is flat country with some of the track’s harshest corrugations – they are so bad that some maps mark them with warnings. It wasn’t long before vehicles reported shock absorber failures over the UHF radio, and as the G 350s slowed, the trip leaders called a stop to assess the situation.
We had spare shocks but at the rate they were failing we’d soon run out. The vehicles were still driveable with blown shocks (or with them removed) but it makes slow and uncomfortable going; too slow to meet our tight schedule. At around 40km from the nearest airstrip we could have them flown in – or turn back and end the expedition by taking the vehicles west to Port Hedland.
We wanted to complete the Canning in stock vehicles. Satellite phones were fired up and a call out was made to gather any spare G-Class shock absorbers in Australia, get them to Perth and on a charter flight to Well 33. In the meantime, the convoy limped on to what was planned as our lunch stop near Well 36.
Our G 350 was the only vehicle to have not fallen victim to shock failure, a feat we put down to our superior driving. We were feeling confident as the trip was moving forward again and the corrugations gave way to sand dunes.
But it wasn’t long before our nostrils were filled with the now unmistakeable smell of the hydraulic oil from the shock absorbers and we felt the back of the car start to bounce. The left rear shock had blown its seals and was leaking fluid so our progress slowed considerably.
The track between Wells 35 and 36 heads north-east through a forest of desert oaks and over small red dunes. It didn’t take long before the leaking shock started to rattle and then, as we crested a dune it broke with an almighty bang.
We checked to ensure the broken shock could do no more damage to the vehicle and was clear of the brake line to the rear wheel, then drove on at 10km/h, rattling and banging as we went. We were able to crawl over small dunes slowly using the centre and rear diff locks but making terrible noises from the busted damper.
Camp was among the desert oaks at a native well called Bungabinni, a slow 10km distant. We would camp here for two nights while we awaited the replacement shocks, to be collected by the G-Professional. Meanwhile we found more cracked spare wheel carriers, which went back with the Professional to be welded up.
Canning’s original expedition party of 1906–7 was led to Bungabinni by a local aboriginal guide named Tommy Walden who also led them to the wells at Kunawarritji (Well 33), Nimbil (Well 34) and Minjoo (Well 35). However once at Bungabinni.
The well at Bungabinni was too small to hold enough water to supply a mob of cattle and Well 36 was established 11km further on at Kirlkirl. Aboriginal names were used for many of the well along the CSR so that if drovers lost the track on their journey south they could use the names and the locals could lead them to water source.
A little more than 24hours after we made camp, the G-Professional arrived back with the supplies including the new shocks and repaired wheel carriers. With the worst of the corrugations behind us no further problems were anticipated.
The terrain on the CSR is ever changing. We left the forest of desert oaks and were back in to rolling sand dunes with mulga scrub and spinifex in the swales. The track splits with a direct route north towards Well 38 or the original CSR out to Well 37 which is noted for the murders of stockmen there in 1911.
We took the direct route, lunching on the southern shore of Lake Tobin. At the time was a dry clay pan but just six months earlier was flooded had closed the route. Along this direct route you pass a small cave, Reeve Rock, containing aboriginal paintings. Well 38 that is located in a rocky gorge to the left of the track.
There are markings in the rock wall here with the initials of Canning’s party and aboriginal markings that may be up to 20,000 years old.
North of Lake Tobin you’re in the Great Sandy Desert, the third desert you pass through on the trip north, and the sand gets redder and the dunes higher and more regular. We stopped at Well 41 to top up water supplies at wet our heads in water stained brown by the surrounding tea trees.
The vehicle track between Wells 41 and 42 deviates from the original CSR and crosses the tallest dunes on the route. The tallest measures 16.9m, which might not seem tall if you’re a Simpson Desert veteran. Many dunes here have multiple crests and tricky approaches.
They posed no trouble for the G-Wagons, which crossed them in high range with the centre diff locked, the rear diff lock only used on the most difficult. Trig points are located on some of the dunes and escarpments along this stretch and our camp was under one such dune in a stand of trees.
The view from the dune was spectacular with the dunes ahead looked like waves rolling in as the golden ball of the sun sank below the horizon.
All the fuel from the jerry cans was put in to the vehicles to take the weight off the roof racks. The fuel pump in the G-Professional ute had been getting noisier since leaving camp and the engine check light had come on. This was the vehicle being driven by Erwin Wonisch and Luke Pascoe, the two Mercedes-Benz technicians, so they knew what the problem was.
It worsened as we approached Well 42 so we stopped there to remedy the fault. They quickly found the pump clogged with dust, probably the result of dirt in one of the jerry cans and thankfully limited to the one vehicle.
They cleaned it out, reset the fault light and we were soon back on the road. Meanwhile, we who were waiting were treated to an amazing display of colour and flight by a large flock of budgies competing with a flock of chats for their turn at the pool by the well.
The track continued across the small, dry Guli Lake then through tall scrub along a dusty track. Wells 43 and 44 are off a branch to the right but we took the route straight ahead. Termite mounds became more evident as we drove north, some of them small and scattered along the sides of the track, larger ones towering over our Mercedes vehicles.
Well 46 is an idyllic, shaded campground and was well populated when we stopped there. It has been recently restored and provides fresh clean water. It’s noted on the lid of the well that there’s a snake living in there and sure it enough it was there when we filled our buckets.
A small mesa by the side of the route, with obvious vehicle tracks heading up it afforded the group stunning views of the surrounding county as we left the sand hills behind. We drove on though tall spinifex grass, heading for Well 48 at the foot of Breadon Hills. The late afternoon drive to camp had shadows across the track and the rocky terrain was treacherous resulting in our only puncture on this second leg of the drive.
The Breadon Hills were named after Joe Breadon, a member of Carnegie’s party that passed through here in 1896. Carnegie named the two cliffs at the head of the range ‘The Twins’ and Warburton also noted these ranges during his east-west trip in 1873.
We made camp under the cliffs and the warmth of the night prompted a few of the group to skip putting up tents and enjoy a perfect night under the stars.
The sand dunes were now gone and the flat track below the bluff provided the first real bull dust of the trip. Our trek was nearing its end and the flatlands passed by at speed as went drove on to the last of the CSR wells.
In open plains with a windmill and dry reservoir beside it, the last of them, Well 51, could be a waterhole in any part of the country. The surrounding country contrasts dramatically to the rocky, sandy, often stunning scenery we’d seen over the past 11 days.
We were now driving on what was Billiluna Station, the original staging post for cattle drives heading down the CSR. It’s typical flat, Top End, cattle country. The red sand dunes were gone replaced by grey dust and lakes filled with bird life. The track skirts the western edge of the Lake Gregory system.
At one point the track detoured around a section where it was flooded. Like many station tracks it is a maze but following the main track should keep you on course.
It wasn’t long before we were camped, enjoying a beer in the cool water of the lake. Not only did the waters provide relief but there was a sense of accomplishment as we had all but completed our trek up the Canning.
Mercedes Benz had become the first vehicle manufacturer to take a convoy of standard vehicles up the 1600km of the Canning Stock Route, one of the harshest tracks in the country. There had been trials, tribulations and added expenses but all seven vehicles had made it on schedule.
Now there was just 10km to go to refuel at Billiluna, then 170km up the Tanami Road to Halls Creek. A camping permit is also required for your stay at Lake Stretch and this is purchased in Billiluna.
From the junction of the Tanami Road it’s 158km east to the WA–NT border then a further 620 to Alice Springs – or 170km north to Halls Creek. The Tanami Track is a highway compared to the CSR and you can drive at highway pace. Keep an eye out for the dust clouds sent up by the massive road trains – get as far off it as safely possible to let them pass.
The total damage toll ran to five tyres, four cracked wheel carriers, one rear view mirror knocked off and a few more damaged, two G 350s with non-operative airconditioning, two AdBlue tanks breaking their mounts, 10 shock absorbers and a cracked radiator hose from a reversing incident. A lot? No: these were seven vehicles that were showroom standard (but for tyres) and driven over some tough terrain.
At Halls Creek a group of Mercedes Benz dealers took over the vehicles and drove them to Broome via the Gibb River Road. Mission accomplished.
IT’S one of, if not the toughest vehicle trek in Australia.
This article was first published in 4×4 Australia’s November 2011 issue.
Covering 1700-odd kilometres of sandy tracks, sharp rocks, soft dunes, vicious corrugations that murder shock absorbers, and tyre-shredding mulga, the Canning is tailor-made to be hard on vehicles. And it’s all in one of the remotest parts of the country, where your nearest medical service could be half a day away and mechanical repairs even more distant.
Out here you may not cross paths with another traveller for days. Yet, each year hundreds of Australians and many international travellers take to the Canning Stock Route in their 4X4, seeking adventure, experience and solitude. The CSR is on many a 4X4 enthusiast’s list of must-do tracks, but the sheer length of it, its remoteness, and harshness put it out of reach for many.
Just getting there from the East Coast entails a week of outback travel. Taking a vehicle to the Canning requires special preparation: all-terrain tyres at the very least, preferably light-truck construction; heavy-duty suspension; the ability to carry huge amounts fuel and water; and supplies for at least two weeks of remote travel.
Heavily kitted-out Toyotas, Nissans and the odd Land Rover are the vehicles of choice out here, so why would anyone attempt to take on the CSR in a showroom-stock vehicle, let alone one wearing the three-pointed star of Mercedes-Benz?
Benz brought its G-Class wagon back to Australia earlier this year, and it was with five G 350 Bluetec wagons that a select group of journalists from Australia and Europe set off from the southern end of the route at Wiluna. They were supported by two G-Class Professional vehicles, one a wagon and the other a 4.5-tonne flat-bed ute.
The G-Professionals are heavy-duty G-Wagen variants and similar to the vehicles recently purchased by the Australian Defence Force. To be totally honest, the G 350s were not completely stock.
The highway-oriented standard tyres were replaced with more rugged Yokohama AT-S rubber; roof racks were fitted to carry tents, equipment and spares; some vehicles had their rear seats removed and fridges fitted – but that’s it! The suspension and mechanicals were totally stock standard.
There were two Mercedes-Benz technicians who came along to clean air filters and attend to any mechanical maladies, expected or not. The spares they carried included Canning ‘essentials’, including shock absorbers, tyres, filters and tools. Not so usual was the factory diagnostic computer also in the kit.
One of the techs was Erwin Wonisch. Considered to be the ‘godfather’ of the G-Class, he has been working on the iconic Benz for more than 32 years. Even since its pre-launch engineering stage, in fact. Erwin was last in Australia for the launch of the G-Class in Tasmania and said he wouldn’t have missed the opportunity to experience the outback at its toughest.
“This has been a great adventure,” said Erwin mid-way through the trek. “I have driven the deserts in Africa and Algeria, but they are nothing like the desert here. The distances are huge! You would have to do laps around Saudi to go this far. The changes in the desert are amazing and it has been a real test for the G-Wagen. Australia is a big country.”
Accompanying Erwin was Luke Pascoe, an M-B technical specialist at Benz HQ in Melbourne. Together they worked like the odd couple as they took care of all the maintenance and vehicle checks. They made up the six-person logistics team on the trek, which included a trauma specialist doctor and two paramedics.
Some people take a month or more to drive the full 1619km of the CSR from Wiluna to Billiluna, stopping to see each of the 51 wells dug by Alfred Canning and his construction party in 1908-09, as well as taking detours to visit the natural wonders along the route.
However, the M-B party had set itself a tougher deadline. Their goal was to cover the route in just 12 days, including the extra 170km from Billiluna to Halls Creek on the Tanami Road. Leaving Wiluna around lunchtime, the target was Well 6. It didn’t take long for us to settle into the rhythm of the road and the dust and bumps.
As the track narrowed to single vehicle width, the Europeans soon forgot they were driving on the ‘wrong’ side of the road, even if they were driving on the right-hand side of the vehicles. The first of Canning’s wells to pass was Well 2, with nothing much to see but an old windmill and an overgrown hole in the ground.
Well 2A was just 35km further up the track and, although not built on the original construction trip (but on the return journey in 1910), it’s unique in that it is bored in solid rock, hence its name, The Granites. Through this early part of the route the track is relatively flat, but rutted and rocky.
It passes through private property on Cunyu Station as it bypasses some nearby lakes. This made for slow going in the Benzes and the sun was fading into an orange glow on the western horizon before Well 6 was reached, so camp was made at Windich Springs, also known as Well 4A.
The route continues to be flat and rocky north from Windich Spring, but away to the west the Carnarvon Range shows how diverse the terrain is in the central part of Western Australia. Well 6 was the first restored well we came across, and the Geraldton 4WD Club did this work back in the 1990s.
Although the red sand and spinifex are ever-present, the country is constantly changing. Aerodrome Lake provided the first look at a dry salt lake and small sand dunes started to become a feature. As tempting as it is to tear out across the flat expanse of the salt, these dry lakes are a trap for vehicles – they can easily break through the crust and become bogged up to their axles.
With nothing to provide a winch anchor, recovering a vehicle from the salt lakes can be a long and arduous task, so it’s best to stay off the surface. The formed track skirts the edge of the lake and, despite the off-road abilities of the G 350, we kept to it.
The G was proving to be a fine vehicle for this sort of travel. We had commented in earlier road tests that the suspension was too firm, but this was in an unladen vehicle. Loaded with a fortnight’s gear, they rode much smoother on the track and coped well with the weight even if you are reminded of the extra gear up on the rack each time the track takes a sharp turn.
As interesting as the passing terrain is, the track demands the full attention of the driver. Slow and steady is the way to pass safely, as there’s always a sharp turn, or washed-out rut, to catch you off guard and possibly damage the vehicle, or worse.
We found the easiest way to drive the G on the tracks was in high-range and to keep the centre diff locked. This allowed a good pace on the open stretches and when approaching a sand hill it was simply a matter of tapping the conveniently located button to lock the rear diff, and possibly the front diff as well, depending on the size of the dune and the condition of its approach.
The G 350s were showing no signs of trouble on the first days of the trip. We had the first tyre puncture on day one and, after fitting the spare on the track, Erwin and Luke replaced the damaged tyre on the rim in camp that night.
When punctures over the following days were on the same vehicle and always on the left-hand rear tyre, we began to suspect that the Europeans were driving too far to the left of the track and in the rocks and mulga. Our suspicions were confirmed when one of the Germans swiped the left-side rear-view mirror off the car.
Considering that the CSR passes through three deserts, the Little Sandy Desert on this early part of the route, there is a lot of vegetation along the track and in places it towered over the vehicles and whipped along the sides. The exterior mirrors copped a hiding and the scratch-resistant paint Mercedes applies to its SUVs was put to the test.
The terrain changes again on day three as the convoy skirts the Durba Hills to the east of the CSR. The rocky outcrops provide a sharp contrast to the sandy flatlands we’d been traversing to date and contain several spectacular gorges, natural springs and Aboriginal rock art.
The Calvert Range is further east again and said to be a worthwhile detour on any CSR trek, but with a schedule to stick to and the chance of a dip in the pools at Durba Spring, our convoy rolled on in to the gorge housing this natural spring near Well 17.
Durba Spring hasn’t flowed for some years and the murky waterhole was in the shade of the rocky escarpment so it didn’t entice any swimmers, regardless of how dusty we were. The area would be an ideal place to camp and rest after a few days on the track.
It’s in a grassy valley between the cliffs and there are Aboriginal petroglyphs on the surrounding rocks. Instead of setting up an early camp, we lunched at Durba and moved on to Well 18, a dusty campsite out on the plains. This was the first time we shared a campsite with other travellers.
The well provided clean water and we were able to top up our washing supplies. The organisers of the trip provided a satellite dish that was set up each night to give Wi-Fi internet connection for the journalists who had to send stories back to their offices daily.
On this night it was used to watch the F1 Grand Prix. Who says you need to go without in the outback? More contrasts on day four as we crossed the Tropic of Capricorn, just south of Well 19, and caught our first glimpse of Lake Disappointment to the east.
There are a few dry claypans to cross as you head north and one of these opens up to reveal Savory Creek, which is likely to be the only creek you will cross on the CSR that contains water. It is very salty, so don’t linger in it in your vehicle. The track heads east along the southern bank of the creek before crossing it at a point where it was fairly narrow on our visit.
The creek widens again as you follow it east toward the lake and the reddish bushes that carpet its banks make a spectacular sight among the sand ridges. Lake Disappointment is a massive salt lake that is mainly dry.
There is a track that continues east around the edge of the lake and, like the other salt lakes, you are best to keep off the surface itself as it can be treacherously boggy. The main track heads north from the lake past Wells 21 and 22 to the junction with the Talawana Track.
Near the junction is Georgia Bore where clean, refreshing water can be pumped up using a hand pump. With the fresh water and a composting toilet here, Georgia Bore is a popular campsite and there were many people camped there when we pulled in for lunch.
One party was busy replacing broken springs under the rear of their ute. The Talawana Track signals your entry to the Gibson Desert. It heads west towards Newman and takes you past Australia’s most remote national park at Rudall River. One of the many constraints of travelling the Canning is fuel use and the lack of any supply along the route.
You can buy it at the start and finish at Wiluna and Billiluna, and it is available at the Kunawarritji community near Well 33. Kunawarritji is around 1017km from Wiluna, and a little more than 600km from Billiluna; that’s not including any detours you make, so you’ll want enough fuel for at least 1200km of tough, sandy four-wheel driving.
There is another option with a fuel drop available at Well 23 near Georgia Bore, about 715km north of Wiluna. Fuel is brought in from the Capricorn Roadhouse near Newman via the Talawana Track, and is delivered to a marked spot alongside the CSR in 200-litre drums.
The fuel needs to be ordered a month in advance by calling the roadhouse. The price for the fuel drop on this trip worked out to just less than $3 per litre, delivered, which is reasonable considering what it takes to get it there. Fuelled up, we moved on to Well 24 for our camp.
A mid-morning break on day five at Well 26 allowed for a welcome wash. For some on the trip, a shower was well overdue and the fresh cool water couldn’t have felt better. Well 26 was restored in 1983 and is probably in the best condition of all the wells along the route. Rocky mesas and big sand dunes kept the track interesting as we continued north.
Along here, we passed several large convoys of 4X4s heading south and a lone cyclist from Holland who was doing the entire route. Camp was different again and we set up near Well 30 among a stand of bloodwoods that were teaming with budgerigars.
The track levels out somewhat between wells 30 and 33 and, as with every other time it does so, the corrugations became more evident.
Along the final 30 or so kilometres before reaching the intersection with the Wapet Road (which heads west to Port Headland on the coast) and the Jenkins Track (which becomes the Gary Junction Highway and heads east to Alice Springs), the corrugations have become so fierce that an extra track runs alongside the main track to try and avoid the worst of them.
The smooth, wide expanse of the Wapet Road felt like a freeway after the corrugations of the CSR. It’s just 10km west on the Wapet before you reach the community of Kunawarritji, where we could fuel up the vehicles and reorganise the loads to prepare for the second leg of the trip.
After the harsh pounding the G 350s had just copped, it was no surprise to find a left-rear shock leaking on one of the vehicles driven by the Germans, incidentally, the same one that received most of the tyre punctures.
We didn’t think too much of it, as Erwin and Luke replaced it during a check over of all the vehicles while we over-nighted in the excellent new accommodation at the community. Well 33 also has the only major airstrip on the CSR, and it was here that our new German friends left us and a fresh crew, including two Brits, a single German and a few Aussies arrived.
They were all keen to hit the track and experience the G-Class on the Canning Stock Route. Little did they realise that they would experience just how tough the track can be.
A RECALL has been issued for approximately 59,000 Ford PXII Rangers built after July, 2016.
The complete list of affected vehicles can be viewed here.
According to the recall report, “when driven over long grass, affected vehicles may accumulate vegetation under the vehicle near the exhaust system”.
As an exhaust system reaches high temperatures, the accumulation of grass (or other combustible materials) may ignite and cause smoke or flames to appear beneath the vehicle.
“Ford Australia is taking precautions to protect its customers by initiating a Safety Recall for approximately 59,000 Ford Ranger PXII vehicles built after July 2016,” Ford Australia said in a statement. “The recall is in relation to a risk of fire due to grass or vegetation accumulation near the DPF that produces very high temperatures during regeneration mode.
“The DPF regeneration can radiate a considerable amount of heat which could create a fire risk if sufficient grass or vegetation accumulates in this area.”
Ford Australia will contact owners of all affected vehicles but, in the meantime, has advised owners to refer to the warnings in the Owner Manual, paying special attention to information relating to starting and stopping the engine, fuel and refuelling.
“While the likelihood of this situation arising is low, Ford is taking precautionary action to help prevent this situation from occurring as customer safety is the company’s top priority,” Ford Australia said.
If any owners are still concerned or require more information, they can contact any authorised Ford Dealer of Ford’s Customer Relationship centre on 1800 503 672.
IN these troubled times of high fuel prices and efficient turbo-diesel engines, you might wonder why anyone would consider buying a petrol-powered V8 4X4 wagon.
This article was first published in 4×4 Australia’s October 2011 issue.
The plain facts are that diesel is the cheaper long-term option for most vehicles, and the torque of a diesel engine offers more relaxed driving at the expense of a little extra engine noise and vibration. But not all engine noise is bad – there’s nothing like the note of a bellowing V8.
More importantly, large-capacity V8s have long been considered powerhouse performers, thanks to their high levels of torque and effortless acceleration. It’s some accolade for smaller diesel donks to be said to have ‘V8-like’ torque. And it’s this grunt that makes the V8 such a sweet performer in heavy 4X4 wagons – but it comes at a cost when you reach for the petrol pump.
So what’s the bottom line? Is a V8 worth the extra freight? Let’s check out three of the best… Our trio of thundering V8s starts with the relatively new Jeep Grand Cherokee. The 5.7-litre Hemi V8 in the base model of the GC WK Limited line-up makes it great value at $60,000.
Our test vehicle comes fully loaded with all the available option packs, including the Off-Road Adventure Group at $1950, which gives you the Quadra-Drive II 4X4 system, underbody skid plates and 18-inch alloy wheels; then there’s Quadra-Lift adjustable air suspension at $3250; the Luxury Group incorporating U-Connect media system with satnav, a power-operated tailgate and heated steering wheel for a further $3250; Premium Paint at $495 and a Panoramic Sunroof at $3250.
Add it all up and at $72,462 the GC is jam-packed with features, giving excellent bang for your buck. Toyota’s LandCruiser 200 Series V8 costs $106,164 and comes with everything in the LC200 option list, except for the diesel V8 engine. Land Rover’s Discovery 4 V8 starts at $127,500 and you can only add metallic paint, which costs an additional $1800.
Land Rover’s D4 V8 gets the full complement of Discovery features and offers higher spec than even the TDV6 HSE. Compare those prices, and you’d conclude that no-one looking at a Discovery 4 V8 would consider buying a Grand Cherokee – unless he or she is looking for a two-for-one deal!
The Jeep also falls out of consideration if seating is critical, as it offers two rows for five passengers, where the LC200 and D4 each have three rows totalling eight and seven seats respectively. And, after all these years, the Discovery’s rear seats are still the best in the business: they are easy to operate, fold flat into the floor when not needed, and accommodate real-sized people.
On the other hand, the LC200’s rear seats fold up to the side, so they are always in the way, and when in use have a high floor so their occupants have their knees up around their heads. None of our three wagons falls short on interior features – not even the Jeep at half the price of the other two.
Even without the Luxury Group option, the Grand Cherokee Limited gets the touch-screen media unit with 30GB hard drive, Bluetooth phone and audio, and rear-view camera; the Luxury Group adds satnav to the unit.
There’s dual-zone climate control, leather trim, heated and powered adjustable front seats, cruise control, keyless entry and starting, a tyre pressure monitoring system with dash display, bi-Xenon HID headlights, and automatic wipers.
The Limited’s wheels are 20-inch alloys as standard, but with the Off-Road Adventure Group, these are swapped for more practical 18s wearing 265/60 rubber. We expect the 18s would offer a more comfortable ride than the 20s, as the Grand already has very firm suspension.
The Limited’s safety gear includes ABS brakes, traction and stability control, and seven airbags. Jeep’s new Selec-Terrain traction-control system comes standard, with settings for Sport driving, Snow, Sand and Mud.
There’s also an Auto setting. It’s not as refined or sophisticated as the Land Rover Terrain Response system it mimics, and gives some strange dash messages when in use, but it does most of what is required of it when set to Auto.
Selec-Terrain works with the Quadra-Drive II 4X4 system, which is a full-time four-wheel-drive with an auto-locking centre differential. QD-II comes with the Off-Road Adventure Group and adds an auto-locking rear diff to the package.
As it stands, the new Grand Cherokee struggles on loose, slippery climbs as the tyres scrabble for grip from what seem to be slow-acting electronics. It’s not helped by the independent height-adjustable air suspension, which uses short control arms that restrict wheel travel and allow the tyres to lose contact with the track – thus requiring more intervention from the electronics.
Where the Jeep’s off-road electronics do work well is in hill-descent control (HDC) which, as described in our August issue’s V6 wagon comparo, operates more effectively and smoothly than any comparable system offered today. It’s worth noting here that HDC, like Terrain Response, was pioneered by Land Rover and is now used by many vehicle manufacturers.
2014 Toyota Prado GXL vs 2014 Land Rover Discovery TDV6
The LandCruiser’s HDC system takes it a step further, but more on that later. The Jeep’s stiff, short-arm independent suspension is derived from Mercedes-Benz’s M-Class and, while it hinders the Grand when off-road, it works a treat on twisting mountain roads.
The Jeep sticks to the road with sharp, precise steering and, combined with the V8 engine’s performance, feels more akin to a sports sedan than a 4X4 wagon. With its Euro-derived chassis and muscular American V8 engine, the Hemi Grand Cherokee is Schwarzeneggeresque in its up-front delivery.
The low seating position in the dark cockpit-like cabin adds to the sporting feel, but the cabin and glasshouse design also limit visibility, making off-road driving more difficult.
In contrast, the LandCruiser and Discovery ride high and tall, feeling more like traditional 4X4 wagons than the low-slung Grand Cherokee; if the Jeep feels like a sports sedan, the Cruiser is an unstoppable truck while the Discovery is akin to an all-road royal carriage.
The LC200 is the most traditional vehicle here in terms of construction. It retains a separate ladder chassis and has a live rear axle while the other two use full independent air suspension. The Cruiser has independent front suspension with coil springs and gas dampers; the rear axle is also suspended under coils and gas shocks with a sway bar.
The live axle under the back of the Toyota gives it plenty of wheel travel at that end. It is assisted by the KDSS set-up, which softens the front and rear sway bars under certain off-road situations to allow more wheel articulation. It works well off-road and maintains body control on the road.
There’s nothing sporting about the way the Cruiser steers. Its massive body pitches and lurches under spirited driving, reminding the driver of the vehicle’s 2610kg mass (the heaviest of our trio). It’s a grand tourer rather than a sports tourer, but, when driven to its strengths, it’s hard to fault.
The supple suspension gives a soft, comfortable ride to deliver driver and passengers feeling relaxed after long hours on the road.
Helping to keep the Cruiser’s occupants smiling are big comfy leather pews with power adjustment on the front pair, quad-zone climate control, rear seat video entertainment with a single screen folding down from the roof, nine-speaker audio with Bluetooth phone connection, audio streaming and remote control, satnav, a proper fridge in the centre console, keyless entry and starting, and a power sunroof.
Keeping them safe are nine airbags, including side bags for all three rows of seats, electronic traction and stability control, and ABS brakes.
Like the Off-Road Adventure Group-equipped Grand Cherokee, the Toyota rides on 18-inch alloy wheels, though with bigger 285/60R tyres. The spare is a matching alloy with a full-size tyre slung under the back, as is the Discovery’s; the Jeep’s is a 245/65R18 spare on a steel rim under the cargo floor.
Like its basic chassis design, the Cruiser’s 4X4 system is traditional and simple – full-time four-wheel-drive with a limited-slip centre diff, lockable via a dash button with low-range activated by a dial. With no clever electronic diffs or lockers, the Cruiser relies on its electronic traction control and abundant wheel travel to keep the tyres gripping and the vehicle moving forward. It’s simple and it works.
The LC200’s HDC is unique in that it is incorporated into what the company calls Crawl Control. Where HDC normally maintains vehicle speed to a set limit without driver intervention when going downhill only, Toyota’s Crawl Control works up and downhill, and on the flat.
It has three low-speed settings and is like cruise control for off-road use. Its usefulness is negligible. The Cruiser’s throttle pedal allows easy power control for climbing and the massive brakes and low-range gearing do a great job controlling descent speed.
Using Crawl Control to maintain descent speed results in a noisy, jerky downhill ride that can be unnerving. It seems only Jeep has mastered HDC calibration for smooth operation. Land Rover’s Discovery 4 is a techno tour de force and loaded with gadgets.
Its HDC isn’t as refined as the Jeep’s, while the calibration of the Terrain Response settings feels broader than in Jeep’s Selec-Terrain. We tend to go straight for the most aggressive Rock setting for heavy-duty off-road use, while the Sand setting is great for beach and desert driving.
For everything else, you can generally get away with the Normal setting. Four-wheel drive is full-time in the D4 and the centre differential is an auto-proportioning, auto-locking clutch type.
The aggressiveness of its actuation depends on the Terrain Response setting chosen, which is also the case for the auto-locking rear diff, standard on the V8, yet something you don’t even get on a $200,000 Range Rover Vogue. Low-range is selected via a console rocker switch.
Something else to think about before taking the D4 into the rough stuff is the suspension height. Crank it up to the highest setting using a switch on the console and you shouldn’t have any problems.
Like the Grand Cherokee, the D4 has an independent, height-adjustable air strut at each wheel, but, unlike the Jeep, the wheels are attached to the chassis on longer control arms that allow plenty of travel. There isn’t an independent suspension set-up that offers as much articulation as the Land Rover’s, and it matches many of the few remaining live-axle set-ups.
It’s what you’d expect of a specialist 4X4 vehicle manufacturer, and something Jeep could learn from. With its tyres staying in touch with the ground, its auto-locking e-diffs and quick-reacting electronic traction control, the D4 doesn’t suffer from the Jeep’s scrabbling for grip, and the full independent suspension configuration delivers a smoother, better-controlled ride on dirt roads than the Cruiser’s live rear axle.
It is the best suspension package in this trio, bettered only among current 4X4s by its Range Rover Vogue sibling. The D4’s suspension is equally impressive on the road where it works wonders to control the hefty 2550kg mass. It holds the middle ground between the sharp-steering Jeep (I never thought I would type those three words together in a sentence!) and the barge-like Toyota.
The D4 is no sports car, but it doesn’t steer and stop too badly considering its height and weight. Again, drive it within its limits and you will be rewarded. Aiding the Discovery’s dynamics are its low-profile tyres. They measure 255/50R20 and 20-inch alloys are standard on the D4 V8.
They are great on the sealed stuff, but very limited off it and there’s not much option for off-road rubber as 19-inch wheels are the smallest to fit over the Land Rover’s big brakes. Goodyear’s sometimes hard-to-find 19-inch MT/Rs are the only heavy-duty choice for them.
With its big, airy, leather-filled cabin, D4 feels the most luxurious in the group.
It has features to match, with three-zone climate control, three sunroofs (only the front one opens), rear-seat entertainment unit with six-DVD changer and screens in the front-seat headrests, premium leather trim, powered adjustment for the front seats, a heated windscreen and steering wheel, keyless entry and starting, a premium Harmon Kardon sound system with 14 speakers, Bluetooth phone integration, hard-disc storage, premium satnav with off-road functionality – and a quality feel.
The Disco’s five-inch touch screen not only displays the satnav, audio system, off-road settings and image from the rear-view camera; there are plenty of cameras around the vehicle to aid driving in tight off-road situations. The rear-view camera is configured to aid hitching a trailer and cameras mounted in each side mirror show the sides of the vehicle.
There is a pair of forward-facing cameras in the radiator grille. The V8 engine has been around for many decades, progressively refined for improved performance and efficiency. The Toyota and Land Rover engines both use four valves per cylinder and double overhead cams per bank with variable cam timing to give a broader spread of power and torque.
Toyota’s 2UZ-FE 4.7-litre engine has variable timing on the inlet cam only, while Land Rover’s Jaguar-sourced 5.0-litre, direct-injection V8 has variable timing on both the inlet and exhaust sides. It also boasts cam-profile switching, which shapes the profile and lift on the inlet cam lobes to give plenty of low-end grunt, changing them to a more economical profile for higher engine speeds.
The Jeep’s 5.7-litre Hemi V8 uses a more traditional cam-in-block, two-valve-per-cylinder configuration. It’s the only one in this group that uses a cylinder deactivation system, which shuts cylinders down under light-throttle running to save fuel. The Hemi engine feels the laziest of the trio even though it sports the largest capacity and is hauling the lightest vehicle at 2424kg.
It lacks the bottom-end urge of the more high-tech engines, which give the driver more of a kick in the pants when mashing the go pedal. It would be hard to split the Cruiser and Disco for performance without lining them up on a racetrack, but the LR V8 feels more tractable with more oomph through its entire rev range, making it more rewarding to drive.
Jeep’s V8 consumed the least 95RON unleaded over the course of the test, averaging 17.4L/100km. The Discovery again held the middle ground with a 17.8L/100km average and the Cruiser maxxed out, averaging 18.5L/100km.
We doubt the Hemi’s clever cylinder deactivation had anything to do with its consumption, as we didn’t do too much light-throttle driving, but the Grand Cherokee is the lightest vehicle in the group, the lowest-riding and most streamlined. The Disco and Cruiser are very upright and push a lot of air, which uses a lot of fuel.
While we filled all the vehicles with 95RON PULP, only the Disco stipulates its use. With regular stops at the petrol pump required for all three wagons, the LC200’s 138-litre fuel capacity means you’ll be gassing up less often despite its thirstier nature. By comparison, the GC holds 93 litres and the D4 86.
V8s can make great tow vehicles but, again, you’ll pay dearly at the pump when hauling a load. They are all rated to 3500kg. The D4’s payload is 692kg, the Cruiser’s is 690kg while the Jeep is somewhere between 525 and 642 depending on the level of optional equipment chosen.
Choosing a winner here isn’t easy. If it were down to value for money alone, the Grand Cherokee would be a clear champion. It’s down close to half the price of the bigger vehicles, yet the Hemi Limited doesn’t lack on any of the features you want. It’s dynamically superior to the bigger wagons, giving it the feel of a poor man’s BMW X5, and that’s not a bad thing.
It is let down by its off-road performance, which we don’t expect of a Jeep and this disappoints as earlier Grand Cherokees have been so good in this regard, even if they would be no match for the WK on the road.
Despite its title, the Grand Cherokee doesn’t deliver the grandeur to match the Cruiser or the Discovery, yet it has enough to make it a worthy contender to the luxo-V8 crown. The Toyota and Land Rover V8s come in to play if you have more than $100,000 to blow – and that’s a big jump over the Grand Cherokee’s price.
Seating capacity, off-road ability and the range of aftermarket accessories available favour the more expensive wagons, but there’s still that big price difference, which is enough to kit up your Grand Cherokee and put a camper trailer behind it ready for adventure.
But then you’d more likely be looking to the more sensible diesel engine options. Buyers of petrol V8 4X4 wagons will be looking for excess in their vehicle of choice, and the Cruiser and D4 deliver in spades – the D4 just that little bit more so.
It has the muscle and the majesty to outclass the LandCruiser for opulence and performance, in town and on the tracks. Again there’s the price of a complete fit-out or camper trailer between the two, so if you were preparing for a lap of the country, the Cruiser could be for you. Either way, you’ll be doing it in style.
Automotive tributes are nothing new, but too often they are created to cash in on the popularity of retro and to capitalise on the disposable income of baby boomers who love the nostalgia associated with an older car. The modern takes on the Mini and VW Beetle are classic examples.
This article was originally published in 4×4 Australia’s March 2012 issue.
If ever there was ever a four-wheel drive vehicle that was worthy of a tribute, it’s Toyota’s FJ40 LandCruiser. Even though it wasn’t the first LandCruiser, it’s the one most people recognise as the go-anywhere vehicle used by explorers and adventurers, and is associated with the construction of the Snowy Mountains Scheme – even if that was the earlier BJ25 model.
In 2003 Toyota paid tribute to the FJ of the 1960s and ’70s with a concept shown at the Chicago Auto Show called the FJ Cruiser. That vehicle took key styling elements such as the radiator grille with Toyota badging, book-ended by round headlights, and a white roof, and applied them to a funky modern body that looks more like a tribute to Lego than the classic Cruiser. The concept was a hit and the production version went on sale in the USA in 2006, while Australia didn’t get the FJ Cruiser until the updated 2011 model was launched.
Fred Cherrier’s father Alex had always been in to four-wheel drives, owning many of them over the years, his favourite being an 80 Series Cruiser. You could say the whole Cherrier family is into 4X4s; even Fred’s mum drives a tricked-up Wrangler two-door. Alex couldn’t wait to get his hands on the FJ Cruiser when it arrived here and as soon as he found out it was going on sale, he sold his 200 Series Cruiser and ordered an FJ with plans to modify it.
“My dad sold his 200 Series LandCruiser TDV8 to buy this car,” says Fred. “He wanted to modify it to an extent the 200 Series could not be modified and he was looking forward to customising it with parts from the USA. He wanted a tough-looking 4X4, not an SUV. Unfortunately, he died in a motorcycle accident about two months before the FJ landed.
“Being a motorcycle fanatic like my parents, I wanted to rebuild his Ducati as a track bike, but both my wife and my mum were adamant it wasn’t going to happen and they suggested I buy the FJ instead. Obviously outnumbered, I did the logical thing on one condition – that I would be allowed to build it as dad would have done, so this is in his honour and memory.”
This is Fred’s tribute to his late father.
Fred had to part with his wild 420 horsepower Subaru WRX STi to fund the FJ, but he is no stranger to modified four-wheel drives. His family car is a kitted-out 200 Series and before that he had a staunch 80. Going back further, there was a tough little Daihatsu Feroza that tore up the tracks out the back of the Gold Coast.
The white FJ Cruiser finally arrived in Queensland in April 2011 and the first step was to have it rust-proofed with a protective coating as well as an electronic rust prevention system. Living on the Gold Coast and with regular family trips to Fraser Island, the FJ will see some beach work, so it’s well protected against the elements.
The next stage was a performance upgrade for the V6 engine. The FJ Cruiser is fitted with the 4.0-litre petrol V6 the same as is used in Prado and HiLux. In this trim, it puts out 200kW and 380Nm – not enough for Fred. He sent it to Bullet Cars for a set of extractors and full 2.25-inch mandrel-bent exhaust system. Fred is also very keen to fit a supercharger kit from Bullet, but that is still under development so is set for future installation.
To get the most from the free-flowing exhaust, an XEDE processor from ChipTorque was installed and tuned on the dyno. The engine is now putting out a healthy 152kW at 5400rpm and 370Nm at 4300rpm measured at the wheels, which equates to around 220kW and 440Nm at the flywheel. It puts out a sweet sound from the custom exhaust which – at idle and low revs in the bush – could be mistaken for a V8 such is the burble from the pipe.
With five years of sales and huge following by the off-road fraternity in the USA before it arrived in Australia, there is a wealth of aftermarket gear available for the FJ from the States. Wheels and tyres, suspension kits, body kits, bar work – you name it, it’s available. Fred knew what he wanted, started ordering the bits, then enlisted the help of Wizard Performance to do the install.
The FJ Cruiser suspension is basically the same as 120 Series Prado with a coil-sprung live rear axle under the back and coil IFS up front, so it is relatively easy to modify. Icon Dynamics adjustable coil-over shocks and swaybar were fitted to the front of Fred’s FJ, while 80mm raised coils and Pro Comp shocks went under the back. The lift is around 80mm all round to give added ground and tyre clearance.
The tyres themselves are Mickey Thompson MTZs measuring 33 x 12.50 inches. They are fitted to 17 x 9-inch Pro Comp alloy wheels in tough black finish. Flares were needed to keep the rubber within the bodyline and a Bushwacker flare kit was imported from the USA and fitted by Fred.
Fred found his front bar and winch locally with an XROX bar and VRS V9500 winch from Tony at Opposite Lock on the Gold Coast. The tube steel bar also mounts a pair of Lightforce 240 spotties that are awaiting an HID upgrade and a pair of small fog lights in the bar. A pair of 35-watt LED lights at the rear to help with reversing in the bush at night.
To keep power up to the winch, lights and other accessories, a second battery is fitted in the engine bay. It is a NS50 80Ah with the main battery replaced by an Optima yellow top. The system is managed with a Piranha DBE-140S system. An extra fuse block and 12-volt outlets have been wired to the cargo area to power accessories.
Also drawing electrical power is the updated audio/visual system fitted by Fred and Gold Coast Car Sound. The head unit is an Alpine IVA W502 with DVD player; touch screen, GPS navigation, Bluetooth, and an Alpine module to work with the factory steering wheel mounted controls. The screen on the head unit also shows the image from a front-mounted camera which helps driving in the bush while the image from the factory-fitted rear-view camera is displayed in the rear-view mirror screen.
Delivering the decibels is an Alpine PDX-4 amp plus an Alpine monoblock amp, to six-inch front component speakers, factory rear speakers, and a pair of Alpine Type R subwoofers. Fred likes his sounds big, and this system delivers in droves.
Other interior accessories include a Scan Gauge II, Uniden UHF radio and a Garmin Nuvi 1390T hand-held GPS. The FJ’s interior is functional and practical with hardwearing cloth on the seats and vinyl-covered floors to make cleaning out mud easy. The rear-hinged, half-sized back doors allow easy access to the back seat for Fred’s children, Lucas and Gabrielle who love the family’s off-road trips.
Heading bush for our photos was the first time in the dirt for the FJ and it proved that the modifications done have added to the FJ’s already strong off-road performance. The rear axle provides heaps of articulation to keep the big Mickeys in touch with the gravel and the Icon front-end offers more travel than the short springs on the standard set-up.
The standard electronic traction control goes a long way to keeping momentum up when the grip is limited, but when that runs out there’s a rear locker, which is standard as well. Fred plans to supplement that with a front locker at some time in the future.
Other future plans include the supercharger install, a roof rack that was proving hard to get at the time of our photos, a rear bar, BRC diff and transfer case breather kit, full underbody bash plates, and Fred will construct his own rear drawer system to make the most of the limited cargo space in the back.
Fred uses the FJ as daily transport, which often involves ferrying customers for business on the Gold Coast. But he’s keen to hit the beaches with it and it should look a treat alongside the 200 on the family trip to Fraser Island around Easter time.
Getting the FJ to this stage has been a major undertaking and Fred has plenty of people to thank for their support.
“My late dad, whose car this was meant to be; my mum; my wife for putting up with the modifying; my son Lucas for his handiwork; my daughter Gabrielle for the refreshments; Brent from Wizard Performance; Tony from Opposite Lock Gold Coast; Dean from Australian 4WD; Bullet Cars; Brian from Alpine Australia; and Gold Coast Car Sound.”
Together, these people and companies have created a vehicle that is a fitting tribute not only to an iconic 4X4, but also to a man who loved his four-wheel drives.
Richard Edmunds moved machinery, tools and raw materials into his garage. He emerged 8000 hours later having created a masterpiece.
This article was originally published in 4×4 Australia’s November 2012 issue.
When we heard that some bloke had made a working, scaled-down version of a Series I Land Rover we pictured a dishevelled character rummaging through scrap yards and second-hand lawnmower shops to gather a pile of parts. Then forcing these components together with Frankenstein-like precision and dressing them up to loosely resemble a vehicle recognised only by its badges. That couldn’t have been further from the truth. We had no idea what we’d stumbled across.
Richard began his career as an apprentice in a railway workshop. He graduated as a fitter and turner and went on to run his own engineering company. When he retired he decided he needed a project to keep him out of trouble and, being a long-time Land Rover enthusiast and owner, he decided to build a five-eighths scale Series I Land Rover.
Now, this is where it becomes really interesting. Surely the easiest way to achieve this goal would be to research smaller vehicles to source the engine and running gear, then make up a body to house it all? Not for Richard. He was going to do this the only way he knew how – the right way.
He already owned a tired Series I, so his plan was to pull this down and take measurements as he went, convert the measurements to five-eighths scale then blend his wisdom with his skills and make everything from scratch.
To begin the journey, Richard built his own furnace and cast an engine block and gearbox housing out of alloy. He wasn’t happy with the block as it was too porous and the water jacket wasn’t up to his standards, so instead he machined it from a solid block of alloy. He cast his own white metal main and big-end bearings and took a round billet of high-tensile steel and machined the crank and camshaft.
To balance the crank Richard used a low-tech yet accurate method. He placed two knife edges on his work bench and laid the crank journals at 90 degrees across them. The heaviest part of the crank would rotate to the bottom. Dimples were drilled out of the heavy side and the process was repeated. The front pulley, flywheel and clutch assembly – which were also made from scratch – were then assembled onto the crank and balancing began again. This task alone took a full day.
He could have made the valves and springs, but opted instead to save time and buy some Briggs and Stratton units and modify them to fit by shortening the valve shank. Flywheel pressure plate, clutch housing, pistons, con rods and everything else were all made, weighed and balanced and, as you would expect from an engineer’s handiwork, the engine pieced together with no major headaches.
The gearbox received the same exacting treatment. Richard chained himself to his machinery again and cut and ground a new set of gears and shafts which were then assembled into the gearbox he’d cast.
To complete the engine and gearbox Richard had endured 12-hour days of machining for almost four months and was now thankful to be able to turn his attention to the chassis. He chose to make this out of alloy as it is light, easy to work and has plenty of strength. While fabricating this he also kept himself busy by tackling the body work which was all done by hand using nothing more than a folder, guillotine and wooden formers.
Richards’s house is near the top of a hill and the spectacular view from his workshop across Tasmania’s Tamar River and the surrounding countryside must have kept him going as it was back to the machining again to create the diff components, which were all made from raw materials. The exception was the crown wheel and pinion, as Richard particularly wanted to use helical gears which run quieter than straight-cut. He couldn’t make these at home, but he did know a guy with a box full of spares. After half a day of measuring and matching, he dug out a pair which once belonged to a Honda Ag bike and the build continued.
To form a rolling chassis Richard bought some 10-inch alloy trailer wheels, cut out the middle and made up some Land Rover look-alike centres and welded them in.
Ordinary tyres were purchased and the treads were filled with a rubber solution. Richard then cut Land Rover profiles into them to look like the originals. The result was perfect but with time and use the rubber fell out in all except the spare which still sports ‘original-look’ treads. Richard said: “With hindsight, I would have scrubbed the tread back then sealed on a rubber band [similar to a re-cap] and then cut the tread pattern in.”
Brake drums were cast and shoes were made and these were taken with the clutch plate to a local workshop to have brake pads and clutch linings fitted. Richard did construct his own brake master cylinder, but it was difficult to work so he settled for an off-the-shelf unit designed for a trailer. Wheel cylinders finished the brake system.
With the build nearing completion, it was now time to run the engine. To do this, the engine was removed from the vehicle. A belt was used to link the flywheel to a motor from a garden mulcher and the heart of this creation gained life and began to beat. The engine was re-fitted and the finishing touches were added. The vehicle started on its first attempt and the fruit of Richard’s labour drove under its own power without a hitch.
It’s a big pat on the back if we change a head gasket and everything goes to plan, so we find it nothing short of phenomenal that Richard can build a whole engine and a gearbox – in fact, a complete vehicle. It’s also astounding that it all works as though it just rolled off some production line and yet Richard is so calm and humble when he talks about his achievement.
When we first met Richard and saw the vehicle in his garage, we began pointing at components and asking “did you make this?” The answer was always yes, and it soon dawned on us that we were asking the wrong question. So we saved us all some time and breath and asked him what he hadn’t made.
The short answer was the crown wheel and pinion, valves and springs, points, alternator, master cylinder, carby, electric fuel pump, starter motor (but just the motor – he made the casing and the pinion) and the front lights. So apart from a handful of bits, Richard made everything from measurements, calculations and raw materials.
For our money, this puts him firmly in the ‘brave and genius’ category. The only question remaining is, why?
The answer is simple. Richard loves a challenge and, in his own words, “when you retire you’ve got to have something to do during the day”.
So with that project complete, it surely won’t be long before Richard’s hands are busy again, and who knows what will roll out of his garage next time?
One thing is for sure, when and if that day comes, we’ll be there to bring you the story of another amazing journey.