IT’S been a long time coming, this new Volkswagen Amarok.

This article was first published in 4×4 Australia’s July 2011 issue.

Word leaked out three or four years ago that the established and respected German company was working on a challenger for the hotly contested ute market, especially the dual-cab segment. Even with respected road-car credentials, it was seen as a bold move by VW to move into a market dominated by Japanese manufacturers.

That was viewed both as a plus and a minus by people like us; the plus is the fact VW could ‘clean-sheet’ the vehicle and not suffer from the restrictions and hangovers of a previous model or production facilities. In other words, it could do whatever it thought necessary to create a brand-new, brilliant design.

The minus is the fact that, with no presence in the dual-cab market, it had no starting point, no vehicle from which to glean experience. Sure, VW had its king Kombi – including a dual-cab version – but that was a long time ago… But now that the Amarok is here, it’s obvious it has been worth the wait.

That clean-sheet design opportunity wasn’t wasted by VW, and I’m happy to tell you up-front that what VW has come up with is sensational. Of the 4X4 Australia contributors, Matho (Mick Matheson) was the first to give it a go, driving some lightly modified Dakar rally support Amaroks last year.

With the usual “We’ll wait ’til it gets here,” reservation of sensible motoring journos, he gave it a solid thumbs-up. Matt Raudonikis was next, the first feller here to have a lash over local terrain and, although he drove it in closely controlled conditions on a VW-set test loop, he also praised its comfort, dynamics and ability.

So it was with a sense of anticipation that we grabbed our first Amarok that we could take anywhere, do anything with, and see what it was like in our usual real-world test conditions. Corralled with the $52,990 (list) Amarok Highline for this off-road drive was Mitsubishi’s Triton GLX-R and Nissan’s new Navara ST-X 550.

Billed as “Australia’s most powerful tradie”, the ST-X 550 is the new top-line version of the big-bodied, US-styled, Spanish-built (some models are sourced from Thailand) D40 series that debuted in the mid-noughties.

The 550 refers to torque output of the recently introduced 170kW single turbo ‘Alliance’ 3.0-litre V6 diesel that Nissan also installs in the Pathfinder (and may appear in the next-gen Patrol). It’s mated to a seven-speed gearbox with a sports mode, manual shift and in Navara, a part-time four-wheel drive system with traction/stability control and rear LSD.

It’s $60,990. The last of our trio is Mitsubishi’s Triton GLX-R. Triton has a 2.5-litre turbo-diesel with 131kW and 400Nm in manual form (350 auto) and its Super Select transfer which allows full-time 4X4 and 2WD, and 4X4 in high- and low-range.

Thanks to its blend of ability, safety and value, Triton is 4X4 Australia’s reigning Ute of the Year (two years running!) so is a great benchmark for price ($47,990) and performance. There’s an auto on the horizon but, for now, Amarok has a six-speed manual behind a 120kW, 400Nm 2.0-litre bi-turbo four-cylinder diesel.

Our test Amarok was third up the four-model ladder, a Highline. It arrives with VW’s selectable 4Motion dual-range drivetrain that includes a selectable Off-Road mode. The top-spec Amarok Ultimate has the option of VW’s permanent 4Motion system which lacks low-range, but all 4X4 models receive a rear diff lock rather than an LSD.

We reckon the Highline with its quality cloth trim and dual-range selectable 4Motion system will be the big seller for family buyers. Ultimate has leather seats, 19-inch wheels and a host of other comfort kit. VW’s marketing information babbles on about the style of the new ute; sentences with phrases like “surfaces that develop over the contours”, and other such nonsense.

It also pushes the VW’s safety credentials hard; most car companies do it when a new vehicle comes along; and why wouldn’t they? After years of work and development, they have a product to sell and need to catch people’s attention. The team at VW can feel proud.

This is a damn fine-looking truck with great stance and proportions. Its purposeful appearance is free of gimmicks and clichés, and manages to tone down the sheer size of the vehicle. Make no mistake, the VW Amarok is a big and roomy vehicle (more on that later).

Volkswagen Amarok vs Ford Ranger: Video review

In fact, the no-nonsense appearance of the new VW makes the Mitsubishi Triton – a vehicle praised for its radical, break-free styling when it was launched around 2005 – look almost silly. All those curves and swoops for no benefit apart from looking radical.

In the VW, form follows function and it’s apparent that the design team and engineers worked from the inside (and the load tray) out, making it look good after making it comfortable and useful.

GETTING COMFORTABLE

So that’s where we’ll start: on the inside. The VW’s driving position – and here I go with the clichés – is a revelation.

Of course, it’s no more car-like than , ahem, a well-done car, but the relationship between wheel (with tilt and reach) and pedals feels almost perfectly natural and relaxed, and is a giant leap for utekind. It makes the Mitsubishi, in particular, feel crook. The seat elevation makes Amarok easy to get in and out of, too, and allows a good view ahead.

The seat has just the right amount of firmness and has just enough wrap-around to hold you without being too assertive. In contrast, the Nissan’s seats, although large, are hard and flat, while the Mitsubishi’s feel small and under-done. Neither offers much in the way of support.

At least Mitsubishi seems to have corrected the rocking that afflicted Tritons, but the lever-actuated backrest rake might leave some drivers wishing for a half-click more or less rake. Rear seating is an important factor for many dual-cab buyers; particularly families who have higher expectations of comfort than, say, three blokes being driven a few kays to their bulldozers.

Amarok has easily the largest rear seat of the three. The backs of its front seats are scalloped to give back passengers more knee room, there is more footroom and a lower floor (or higher seat). All three passengers have a headrest, too. The Mitsubishi prompted the cheeky comment of “at least we’re not going to get cold!” when we loaded three testers into it.

The outer passengers felt inclined to tilt their heads inwards from the upper cant rail; the centre seat cushion is hard. Although it’s out-bummed by the VW (it’s 100mm or so wider) the Nissan’s rear seating scores well for its overall comfort – cushion, height, and knee and foot room.

And when it’s not being used for carrying passengers, the rear half of the Nissan cabin is more useful for carrying gear thanks to the fact the seat cushion can be lifted. Doing so tucks it and the backrest against the rear wall of the cab and presents a relatively flat area for a fridge or boxes. It’s simple and effective.

Bonus: there’s netted storage trays under there, too. It’s worth mentioning, as VW proudly does, the fact the Amarok achieves ANCAP’s top safety score of five stars, giving it the thumbs up for family and fleet buyers. That’s due to a beaut chassis design, sophisticated chassis electronics package (that also assists with off-road ability; more later) and a swag of airbags.

It wasn’t too long ago that an airbag was the be-all and end-all in vehicle safety with advertising campaigns featuring images of pillow-like objects…

ON THE BLACK STUFF

Our drive loop was to take in a broad range of conditions, from blacktop (of course) to beach sand, dirt roads and some stiff off-road stuff, to really show strengths and highlight weaknesses in each vehicle’s ability. But first, they’re all designed to carry stuff, and it’s the VW that impressed overall with its tray.

It’s deeper (45cm) and wider (150cm) than the status quo, but loses 50mm to the Navara and Mitsubishi in length. The four tie-down hooks are usefully placed near each corner to keep loads in check. Of course, they’re not as versatile as Nissans’ Utili-Track system of moveable clamps… but not as bulky or fiddly, either.

Our VW was delivered without any bed protection, so factor that into the budget, along with a hard cover if you want to mimic the Nissan’s. Oh, and why don’t all utes have load area lighting and a 12V socket? Testing utes empty is like testing a fast car slowly, so, as pioneered in our 4X4UOTY testing some years ago, we loaded each vehicle.

Two hundred kilos of bagged sand was dropped into each tray to replicate a typical moderate load (big thanks to Drinkwater Landscape Supplies near my place in Redhead, NSW, for that!) and to not only settle the ride compared to unladen, but give the suspension something to do as well.

VW seems to have got its suspension right, first time. There’s nothing truly innovative underneath, but what is there is sensibly and stoutly engineered. Up front, the VW has upper and lower wishbones with coil springs, and out back, a live axle and leaf springs.

Where VW improves on the norm is with the engineering of its rear; the springs are eyed on huge rubber bushes with the rear shackle not only inverted, but installed on the outboard side of the chassis rail, rather than underneath it. This allows the chassis to be lowered, providing a deeper tray and, by splaying out the rails under the cabin, it has space benefits inside, too.

Further helping the chassis is a substantial rear cross member. The Amarok’s thorough suspension design obviously allowed it to shoulder the load with greater stamina. Sure, 200 kegs isn’t that much weight, really, but from the first few kays it’s enough to be noticeable from the driver’s seat in the Nissan and Mitsubishi; both bobbing and flustering, rather than remaining composed like the VW.

The Mitsubishi tires first; is it something to do with those needle-thin dampers? The VW’s new two-snailed 2.0-litre engine is as delightful as the Nissan’s is disappointing. The Nissan has a lovely rollicking idle, but we were underwhelmed by the Pathfinder’s alleged 550Nm during 4X4OTY testing last year, and the Navara is the same.

In short, it doesn’t offer the wham expected of an engine with the twist and stout of a Jeep Grand or Disco 4. And the trans calibration is frustrating; it swaps cogs when you don’t want it too, and doesn’t change when you do. Sport mode doesn’t seem to make any difference.

Cruising revs are 1750rpm at 100km/h… exactly the same as the VW, which is two-thirds the size. The Mitsubishi is a few hundred revs more, which adds to the wind noise and overall higher levels of din in the cabin. The new VW engine is a forthright performer in most conditions, but for a window of maybe 200rpm above idle, where it has a torque gap before the whole torque of 400Nm arrives.

Every driver stalled the VW several times on this test and, although we all got used to it, we also got used to the whiff of clutch. It’s something that may trouble a driver who’s stepped straight from a HiLux diesel. The VW’s manual shift is de-coupled from the box it controls to reduce the noise it may transmit into the cabin, but it’s also often tricky to snick into gear.

Swapping from vehicle to vehicle, our drivers considered the Mitsubishi’s 2.5-litre engine and five-speed manual less refined, more peaky and with bigger gaps between the cogs (obviously), but it gets on with the task in an honest, tradesman-like manner. There’s not much more to be said there.

Handling and road holding are a clear win to the VW. The engine is always on-song, therefore an asset to progress, and the handling predictable and playful. It doesn’t get knocked around by potholes or broken surfaces as much as the other two here. Steering is crisp and communicative, with the first few degrees of wheel twirling getting you an instant response, so it’s easy to correct the VW’s course with subtlety.

In contrast, the Nissan feels disconnected until it loads up in corners, where it’s thrown around more than the supple VW; the Mitsubishi’s steering is lazy and lumpy and the ride firm which, with the floaty rear suspension, keeps you busy with corrections.

Continuing our frustration with the Nissan’s driveline is the fact that in hilly, winding terrain it conspires against the driver keeping a smooth, flowing pace. An engine of this prodigious output should waft along on a wave of torque… or if it can’t do that, a premium performance engine should be responsive to gear and/or throttle.

The Nissan does neither. VW says its Amarok is the most fuel efficient in its class, claiming 7.9L/100km for the 4X4 models in the ADR combined cycle. Our tough testing didn’t deliver figures anywhere near this claim, showing 12.6L/100km for our varied terrain, which included a session on sand.

Oddly, our test Triton’s odometer showed a huge disparity with the other two vehicles, reading nearly 15 percent optimistic compared to the other two’s average, despite being driven in convoy with them.

As its fuel use was within a teaspoon of the Amarok’s over the same distance, we’re sure it was an erroneous odometer and we’ve corrected its consumption figure using the average of the other two vehicles. The Triton’s corrected figure is 12.9L/100km.

VW may crow about its class-leading fuel efficiency, but it’s Nissan that deserves to be happy: Despite our criticisms of its trans calibration and driveability, its big-output 3.0-litre V6 impressed, being within one litre per 100km of the other two. Good stuff.

OFF-ROAD

Okay, so the Amarok is convincingly competent on-road, but what does it do away from it? Well, we’re happy to say it backs up its on-road prowess with almost formidable ability off it, thanks to good, basic hardware and a sophisticated electronics/traction package.

The VW has an almost aftermarket level of protection installed by the factory. It keeps its components out of harm’s way with items like brake lines and wiring harnesses all well-routed and tethered.

Of note is the sump guard; it’s capable of withstanding the weight of the vehicle as it’s being ‘groined’ over a log or high crown, so protects well from terrain damage – something that we know the Nissan is vulnerable to from bitter experience. The Mitsubishi is marginal underneath, too.

After its lethargy on-road, the Nissan seems to wake up on sand; those Newton metres get to work when the black turns to track. But get around that torque pothole and it’s the Amarok that feels the most lively and nimble on the beach.

There’s a few flashes from the (switchable, as all are on this test) electronic nanny, but little in the way of momentum-robbing intervention, which the Mitsu seems to suffer from the most. But it’s the swag of smart software that gives the VW its (dare I say it?) all-conquering off-road ability.

More 4×4 Australia road tests

The Aussie dual-cab buyer is only just getting used to traction control as an asset in arduous terrain; Amarok adds chassis electronics to a diff lock to offer unflustered Land Rover Discovery-like levels of ability. Off-Road Mode tweaks the electronics for better off-road performance.

It has hill descent control that works in reverse; the system is intuitively tuned by applications to the brake and throttle, rather than steering wheel buttons; the brakes release softly after the brake pedal is let go. These characteristics offer new levels of confidence to beginners (not always a good thing, we know) and enhanced safety for experienced drivers.

Our final fling for this test was in a disused quarry that 4X4 often uses for direct comparisons of drivelines and systems. With the Amarok brushing-off every other exercise we’d asked of it, success in this terrain was a no-brainer. The systems are so seamless and well-tuned, you can barely feel them working.

You can sum it up in one sentence: Nothing stopped the Amarok. Put simply, the new VW Amarok offers a breadth and depth of on-and off-road ability and comfort that raises the bar for the dual-cab ute brigade. One thing is for sure, 4X4 Australia’s annual Ute of the Year test is going to be one helluva battle!

SAFARI has launched its innovative and sophisticated Armax Performance ECU system.

One hundred per cent designed and manufactured in Australia, the all-new ECU system utilises M1 technology and, generally speaking across most applications, can safely hike power by 20 to 25 per cent and torque by 30 to 35 per cent.

The state-of-the-art system is packed with a number of key features – none more important than its IP68 rating, making it impervious to dust and water (and operable at one metre underwater). However, there’s no point having an IP68-rated unit if the wiring loom, connectors, terminals and caps are susceptible to water and dust ingress.

“Obviously, if we were going to make a unit that was IP-rated then we had to have every other part of the system be equivalent, otherwise we have a weak link,” said Duane Evans, Safari’s Engineering Director. “All of the connectors in our wiring system are IP-rated, the cable is IP-rated, and the terminals are all full-machine crimped, which are all individually pull-tested.

Transmission remapping explained

We have dual-layer protection like an OE wiring loom does, and even the communications cable has an IP-rated cap on it.” Safari expects the wiring loom to last the life of the vehicle, and the same can be said of the bracketry which is supplied with the kit as standard. “The bracketry is vehicle-specific, the same as the wiring loom,” Evans said.

“It features stainless steel hardware and dual-layer corrosion protection which includes zinc-plating and powdercoating.” Of the unit, Evans added: “Part of the unit’s make-up is a billet aluminium base that’s designed to act as a heat sink, so we can control the temperature very accurately inside the ECU.”

Another integral part of the ECU system is the unit’s Exhaust Gas Temperature (EGT) control, which constantly monitors temperatures at all times. “EGT control is standard on every kit and it’s one of the key features the unit offers,” explained Evans.

“Excessive EGT is a killer for diesel engines; it’s like detonation to a petrol engine. It will kill that engine in a short space of time, or its lifespan will be significantly reduced.”

By monitoring EGT, the system will protect the engine if temperatures are rising at an unsafe rate, but, as Evans told us, “in general everyday driving you’ll never experience the EGT system working – it’ll constantly be working, but it’ll never actually do anything except in rare circumstances”.

The unit’s map selection switch has been carried over from the original unit. However, the major difference with the new unit is that it can now be operated from inside the cabin rather than from under the bonnet, for added convenience and accessibility.

In addition, the map selection switch is illuminated with a light sensor, so when it gets darker it will reduce in its illumination; but during the day it will have a bright glow. With the new map selection switch, customers can also shift through the map settings – Comfort, Towing, Off-Road, Sport and Standard/User-defined – on the fly.

Those familiar with Safari’s previous ECU unit will notice the new unit features two more map positions. A high ECU processing speed is another strong suit of the new unit, as is Safari’s ability to live-record and data-log a 4×4 – “so if a person is stuck somewhere and something’s happened, we can actually assist them,” Evans added.

A system is also in place to prevent a vehicle from billowing dreaded ‘black smoke’. There’s the potential for a vehicle to exert black smoke when increasing fuel into an engine, so to combat this Safari monitors the system and adds extra air accordingly.

“We also have the ability to ramp in the fuel as the boost is increasing. So instead of just chucking it all in there and hoping for the best, we’ll progressively add fuel to prevent that initial puff of smoke.” Evans added. To be completely satisfied with the end product, Safari carries out its own fuel consumption testing, primarily in a controlled vehicle and within controlled parameters.

“We drive controlled routes with the same driver in excess of 10,000km. And we see on average a 1.0 to 1.5L/100km gain in fuel consumption,” Evans said. “You get more power and torque and better driveability, but you also use less fuel at the same time.”

The plug-and-play unit comes with everything required for installation, including bracketry, nuts and bolts, and plug-and-play looms. And each unit is vehicle specific and will bolt factory mounting points, with no drilling required. Safari 4×4 also keeps in mind common devices usually fitted beneath the bonnet of four-wheelers and incorporates this into the design.

Evans told us that installation is relatively straightforward and DIY jobs are a breeze. “If you’ve got some basic tools and good general mechanical knowledge, and you’re prepared to take your time and follow instructions, you could easily install it at home,” he said.

The Armax Performance ECU system will initially be available for Toyota’s 70 and 200 Series – specifically Euro 4 and Euro 5 variants – but Safari expects to have a product range of 20 different applications within 12 months. “The next models will be Ford Ranger (estimated arrival by the end of 2017), Mazda BT-50 and Ford Everest.

The product range will then extend to Amarok, Navara, D-Max and Colorado.” Arrival dates at this stage are tentative, because, as Evans stated: “Unless it’s perfect, it ain’t going out the door.” It’s this attitude which guarantees customers of Safari peace of mind, with the knowledge that its unit will last the life of the vehicle it’s fitted to.

“We’ve spent months testing sensors, testing connectors, testing parts, so that we know it’ll last,” Evans said. “I’ve been driving one of the cars for months now and with more than 20,000km clocked up to ensure that every possible scenario is taken care of.”

The first customers who pre-ordered the unit received it on October 23. For more information, or to order one, head to www.safari4x4.com.au. Pricing starts from $2997 (RRP inc. GST). Customers get peace of mind with full engine protection and component warranties.

We’ll be taking an LC79 and LC200 to some dusty trails next month to put Safari’s Armax Performance ECU unit to the test. So stay tuned.

WHAT’S IN A NAME?

The Armax branding, implemented by Safari about three years ago, isn’t solely related to one particular product (snorkels); instead, it stretches to a variety of 4×4 products.

As Duane Evans, Safari’s Engineering Director, explained: “Safari Armax is Safari’s performance range of products for 4×4 vehicles, and that could encompass snorkels, exhaust, intercoolers, turbocharger kits and, of course, engine management.”

M1 TECH

“M1 is a suite of tools that a company can use to make a control system operate however they want, generally with a focus on engine control,” Evans explained.

“But it has the ability to operate a transmission, a suspension system… a whole bunch of things. “We use these tools to make our own unique platform, and that’s the Armax ECU.”

REALISE THE POTENTIAL

To maximise the potential of your 4×4, Safari advises to recalibrate the system after other aftermarket components are installed (i.e. a snorkel or exhaust). If you’ve installed a snorkel, it’s simply a matter of downloading a preconfigured map to recalibrate the ECU.

This is simply done by your local Safari dealer or Armax reseller for a drive-in/drive-out solution. “If I go and fit an Armax snorkel on the vehicle, it makes a small increase in performance. If I then recalibrate the ECU to match the extra air intake, I then optimise that component fitted to achieve the best possible gain,” Evans said.

WALKINSHAW Performance is readying a 300kW-plus twin-turbo petrol V6 version of the Holden Colorado.

The top secret project – known as Wildfire, a name recently registered by the Walkinshaw Group – involves shoehorning the LF3 3.6-litre twin-turbo V6 used in the Cadillac CTS V-Sport under the bonnet of the Colorado dual-cab 4×4.

It arrives as brands as diverse as Ford, Toyota and Mercedes-Benz look to expand the reach – and performance – of their top-end utes.

For the Walkinshaw Group – which also produces HSVs for Holden – the Wildfire is the first step towards a new breed of high performance road cars. However, the company is tight-lipped for now.

“We make a point of not discussing future models or business strategy,” Walkinshaw Performance general manager, Gary Beer, said. “There are many projects we are exploring, but until we have a specific vehicle solution in place we won’t be adding to the speculation.”

The high-tech, blown V6 in the Wildfire belts out up 313kW and 583Nm in the Cadillac CTS V-Sport, which should be enough to propel the workhorse ute to 100km/h in about 5.5 seconds – assuming it can get the grunt to the gravel.

While the Wildfire project is yet to get the green light, engineers have already trialled the engine locally and are working through numerous challenges, many of which involve developing software to get the Cadillac engine ‘talking’ to the rest of the Colorado’s electrical architecture.

The design element is more straightforward and, despite the project being in its infancy, has already been envisioned. Expect a blacked-out bonnet bulge with additional venting to cool the engine utilised by GM’s luxury brand, Cadillac.

2017 Holden Colorado Storm arrives

The matte black theme will continue throughout, while designers are also expected to utilise HSV’s skills in altering body panels. The Wildfire could get flared front wheel arches to house larger, more aggressive rubber.

Dampers are a key focus for the Wildfire, with the aim of better tying it down and utilising more aggressive rubber. Also expect engineers to play with reduced spring rates, with the view to lowering the load capacity – forget the classic one-tonner – and instead adding more control and suppleness; working over a narrower load band allows finer tuning for the sporty focus.

Also expect sizeable AP Racing brakes, something that would leverage the Walkinshaw Racing relationship. However, despite the substantial suspension development, engineers are committed to ensuring the Wildfire maintains the Colorado’s off-road nous.

If it’s given the green light – engineers are quietly optimistic – the Wildfire would have a seriously broad remit and be one of the few cars to undergo extensive development work on racetracks and dirt trails. But it’s what’s beneath the skin that promises to separate the Wildfire from the emerging breed of go-fast utes.

Whereas the ute market is almost exclusively diesel, the twin-turbo petrol V6 ups the performance ante big time, all but guaranteeing a monstrous leap over rivals, the most serious of which is shaping up to be the Ford Ranger Raptor.

While Ford announced it is deep in development of the fettled Ranger, it has not confirmed what engine will be used. Like the rest of the Ranger line-up in Australia, the Raptor will utilise a diesel powertrain for Australia.

Engineers are currently working on a new 2.0-litre four-cylinder turbo-diesel, which could outpunch the 147kW/470Nm 3.2-litre five-cylinder in the current Ranger. However, the bulk of the focus will be on major suspension modifications aimed at giving it some Trophy Truck off-road toughness.

It’s that dual personality that is shaping the new breed of hot utes. HSV is also working on a version of the Colorado; although, that car will use a diesel engine. Toyota, too, is looking to capitalise on interest in its TRD Hilux with a fully fledged model rather than the dealer pack that was a toe in the water.

Engineers are currently working on a more serious iteration of the TRD. However, don’t expect any changes to the modest 2.8-litre four-cylinder diesel, with 130kW set to be the limit for the medium term. Instead the efforts will be on styling and off-road capability; think big wheels and suspension, along with additional underbody protection.

Then, of course, there’s the German diesel V6s in the form of Merc X-Class and Volkswagen Amarok, which both put out 550Nm in current form.

JUST as everyone has an opinion on what tyres – and what pressures to run them at on various terrains – are best suited to a four-wheel drive, it seems many people have their own idea on the correct way to rotate the tyres to optimise longevity.

If you’re asking what we mean by tyre rotation, because, hey, they are rotating all the time when the car is moving, then let us clear that up. No matter what tyre or brand of tyre you’re using on your vehicle – and no matter how you use it – you should rotate their position on the vehicle to optimise wear rate and longevity.

Some people say you just swap them front to rear, others like to swap them side to side, and then there’s the idea of putting the spare into the rotation so you don’t end up with four worn and one unused-but-old tyre.

So, with 10,000km on them since we fitted a set of BFGoodrich KO2s to photographer Ellen Dewar’s FJ Cruiser, and with an extensive outback trip coming up, we decided to ask the experts about the best tyre-rotation method.

These are the BFGs we had fitted to our long-term Mazda BT-50 last year, and they did around 6000km on that car before we pulled them off to give the car back. Ellen was looking for some tyres better suited to off-road use for the FJ, so, after we checked the sizing matched, we pulled them out of the shed and fitted them.

After 10,000km on the FJ we also had two unused spares to include in the rotation. Ellen also found a rivet in one of the rear tyres and, although it wasn’t losing air, we thought it should be looked at before heading bush.

BFGoodrich’s Product Marketing Manager Peter Heatley met us at the Tyres Plus store to give us an expert opinion and, to our surprise, his first piece of advice was to check the vehicle manufacturer’s recommendation.

The FJ Cruiser Owner’s Handbook recommends tyres be rotated every 10,000km by fitting the unused spare to the near-side front wheel; the near-side front to the off-side rear wheel; the off-side rear to off-side front; the off-side front to near-side rear; and the near-side rear goes to the spare.

This is for the FJC which is a part-time 4WD, so most of the time it is operating as rear-wheel drive when it’s not off-road. As such, the rear tyres should wear more than those fitted to the front of the vehicle.

Peter Heatley backed up Toyota’s recommendation by advising to swap the rears straight to the front, with a front-to-rear crossing over the fronts when they move back. But Peter said that more important than going by the book was to inspect the tyres for wear and damage before you do anything.

“Consumers are strongly encouraged to visually inspect their tyres for cuts, trapped objects and deformations and inflation pressure on a monthly basis,” he said. “Any change in dynamic performance, such as increased air loss, noise or vibration, could be an indication of an underlying issue.”

As expected, the inspection of the FJ’s tyres showed the rears were wearing slightly more than the fronts, while even wear around the vehicle suggested no problems with wheel alignment or suspension wear. The rivet in the near-side rear tyre was a problem however, and on removing the offending spike from the tyre it released all the air.

Being on the outside edge of the tyre tread, the puncture was deemed unsafe to repair and the tyre unserviceable. Bugger! The best rotation in this case was to fit the two as yet unused tyres to the rear wheels as they would wear faster there, and then move the off-side rear to spare.

The fronts stayed where they were and will be rotated to the rear after another 10,000km, a mark that will be coming up soon following a 3500km adventure on harsh, stony outback roads.

PRESSURE POINTS

SOMETHING a tyre technician will be looking for when inspecting tyres for wear and condition is correct pressure. Everyone has their own idea on what is right when it comes to tyre pressure, but a good place to start is with the manufacturer’s recommendation which is found on a plaque usually in a door jamb or sometimes inside the glovebox lid.

If you have changed your tyre size from the original on the vehicle placard, you should check with the tyre manufacturer – the pressure schedule for a 265/65R17 is not the same as a LT265/65R17.

Run to these specs for normal day-to-day use and adjust to conditions; raise the pressure if you are carrying a heavy load; drop it for gravel road or harsh terrain; and drop it further for driving over sand or snow.

Always remember to return your tyres to spec when you get back to normal operating conditions, as this will ensure the longest possible tyre life and best ride and performance.

JEEP has confirmed it will unleash a partial electric version of its JL Wrangler, and that it will be more capable than the vehicles fitted only with an internal combustion engine.

In revealing the all-new Wrangler at the 2017 Los Angeles Motor Show, Jeep boss Mike Manley made the surprise announcement that “a full plug-in electric Jeep Wrangler will be available in 2020, furthering our commitment to all those who value responsible, sustainable enjoyment of the great outdoors and, very importantly, future-proofing this Wrangler for generations to come”.

While Manley didn’t specifically refer to the new model as a hybrid, he later referenced a petrol engine, which would logically be a version of the new 201kW/400Nm 2.0-litre four-cylinder turbo that won’t initially be offered on Wranglers in Australia.

Manley also confirmed the addition of an electric motor would be used to further the capability of Jeep’s most capable model. “To me it makes a lot of sense for us to have [electric motors] in our vehicles to enhance our capability with the added benefit of the fuel economy enhancement,” he told 4X4 Australia.

“So then the only thing really is about how do you want to calibrate it … for max fuel economy … or for torque deployment.” Clearly off-road capability and the smooth and easy-to-regulate power delivery of an electric motor is being used to boost the off-road nous of the Wrangler.

New Jeep Wrangler to receive lightweight panels

“The most important thing for us is to make sure we balance the gas engine in the hybrid to deliver the torque that we need at the time that we need it.” While he wouldn’t go into details – refusing to stipulate whether the electric motor would work on one axle, for example, as it does in some SUVs – he did add that Jeep engineers “have struck a really good balance”.

The hybrid system was designed from the outset for the JL Wrangler architecture, which uses many aluminium body panels (Australian cars, however, get steel bonnets to meet local pedestrian protection regulations). He also hinted that it would be offered on two- and four-door variants.

“Obviously we want to make sure whenever you’re packaging something like that, the batteries are unobtrusive, it doesn’t detract from what the vehicle stands for and that, obviously, is capability. So, again, that was an important consideration for us.”

As for leveraging the electric technology currently deep in development for the Wrangler, Manley said it is certain. “It’s inevitable that Jeep is going to go through more electrification, particularly as you get into the 20s. But you will see more electrification.

One of the things we really wanted to do was to future proof this vehicle; it’s the icon of the brand. As we get into the 20s, depending on which region you’re in, obviously the fuel economy and emissions get stricter and stricter.”

With the JL Wranger hybrid due in 2020 it’s not yet known whether it will be offered in Australia, something that could come down to future emissions targets and regulations, which are yet to be set.

ALPANA Station, a 200km² working sheep property just outside the Flinders Ranges National Park, is located on the main road north of the popular tourist destination of Wilpena Pound and a few kilometres south of the small outback town of Blinman.

The station has been in the Henery family since 1878 and the fifth-generation owners of the station, David and Sally Henery, opened the property to the public in 1995 offering a range of accommodation options. As well as shearers’ quarters with shared facilities offering basic but comfortable accommodation, the station has both powered and unpowered campsites.

Each of the four powered sites has an adjacent private en suite bathroom, providing campers a level of comfort and convenience not often enjoyed in what is a relatively remote area. Anyone seeking a secluded getaway for a few days could do worse than stay at the Henery’s Nungawurtina Hut.

Built in the traditional style used by the original 1880s settlers, this native pine and pug hut, nestled in a secluded valley 7km from the homestead, is ideal for those wishing to get up close and personal with nature. The hut sleeps six people and features 12V solar lighting, an open fire, gas stove and toilet (but no shower or refrigerator).

Access to the hut is via a rough and rutted station track requiring a high clearance 4×4, making it an ideal place to rest up for a few days – the Henery’s can provide transport to and from the hut for anyone without an appropriate vehicle. Alpana also provides station tours and a guided tag-along drive to Blinman Pools.

This area of permanent waterholes and springs can otherwise only be accessed by way of a 12km return public walking track from Angorichina Village to the west of Blinman. At the time of our visit in September the Flinders hadn’t seen rain for six months and, with the water level in the pools quite low, we elected to visit them another time when the country will be lusher.

The Flinders Ranges is a great place to visit at any time of the year, but after significant rain in August/September – when native shrubs and wildflowers are making the most of their brief growing season – it is nothing short of spectacular. One of the station’s scenic highlights is Sunset Hill, located 4km from the homestead via a 4×4 track.

This high point on a bare ridge offers commanding panoramic views over the station to the east and Lake Torrens to the west. As its name suggests, sunset is the time to be there – ideally with a bottle of your chosen poison. The station is dog-friendly and visitors are welcome to bring along the family pooch, provided they’re properly controlled.

As with all grazing properties, dogs must be kept on a leash for the safety of both stock and wildlife – and the potential for poisoning from 1080 baits laid for foxes and wild dogs. Alpana Station rarely uses poison baits but, when it does, it’s never near the accommodation or camping areas.

For 4×4 enthusiasts, the Mt Samuel self-drive track is a knockout. Its ‘challenging’ description is accurate, as Mt Samuel offers one of the most technically demanding public self-drives you’re likely to find in the Flinders.

The five-hour one-way trek is slow due to sharp washouts punctuating the rutted and rocky track every few metres as it climbs slowly through dry, shaly hills studded with native cypress. The first challenge involves a short, steep climb up a series of small rock ledges in a narrow creek bed, which would most likely be a waterfall following heavy rain.

Sally Henery suggested removing our tow hitch before starting the drive and, while this has never been an issue for the lifted Prado, it proved to be good advice as the Mt Samuel track regularly challenged both front and rear clearance.

A long climb to the highest point of the drive ends just below Mt Samuel itself, where the more athletic can walk to the summit in about 30 minutes. It’s worth taking a break at this point on the drive just to soak up the atmosphere and the stunning views towards Lake Torrens in the west.

From this high point below Mt Samuel, it’s then a fairly serious crawl downhill in first gear low range into the aptly named Mt Buggery Gorge. Anyone without serious 4×4 experience – or without someone guiding them through the tough spots – may struggle with what lies ahead.

Upon leaving Mt Buggery Gorge, the track crosses a wide, dry creek to enter a picturesque valley which it follows several kilometres south to meet the road to Blinman. The scenery is excellent and the valley relatively green and lush, despite the extended dry spell – it would be spectacular when carpeted with native grasses and wildflowers after rain.

This latter part of the drive – despite being more open – still keeps drivers on their toes, given the dips and washaways that regularly punctuate the rough track. With great scenery, pleasant and welcoming accommodation, and 4×4 challenges aplenty, Alpana Station will please anyone who ventures to the Flinders Ranges.

TRAVEL PLANNER

WHERE Alpana Station is located in South Australia’s Flinders Ranges, 6km south of Blinman and 500km north of Adelaide.

WHEN TO TRAVEL April to September offers the most pleasant conditions – daytime temperatures can reach mid 20s, but overnight it can fall to near zero. Summers are harsh and hot, with temperatures often above 40ºC. In spring, a few weeks after significant rainfall, you can expect to see the station at its best with wildflowers and a carpet of fresh green growth.

SUPPLIES Campers need to be self-sufficient with regards to food. Nearby Blinman doesn’t have fuel but it does support a hotel and general store, the latter stocks a range of basic foodstuffs including frozen meat and bread. Fuel and some supplies are available at Angorichina, 15km east of Blinman.

ROAD CONDITIONS Alpana homestead, 200 metres off the sealed Wilpena to Blinman Road, has easy, all-weather access. Station tracks require a 4×4 with good clearance (ideally high clearance). Reduced tyre pressure and good all terrain tyres are recommended for the Mt Samuel self-drive track.

CONTACTS Alpana Station Phone: (08) 8648 4626 www.alpanastation.com

LAND Cruiser 200 Series owners can fit their four-wheel drives with a limited edition (only 100 will be built), Australian-designed bullbar from TJM.

The TJM Patriot Bar is made to order and is an all-new design. The bar features an individually numbered TJM Patriot badge, laser-cut TJM wing feature, integrated LED foglights and space for a light bar, driving lights and terrain camera, plus it has provision for parking sensors.

As you’d expect the bar is built tough; with an integrated winch mount catering for winches up to 12,000lb, 8000kg recovery point rating, and T-Slot jack points, the LE Patriot bar is not just all bling. The bar comes powder-coated black, but can be colour-coded to suit your vehicle.

There are two models: one that suits the GX, GXL and VX LC200, and the other is suited for the Sahara LC200, with its forward facing camera. There’s also a supplementary sensor and headlight washer blanking kit for those models with no sensors or washers.

The TJM Limited Edition Patriot bullbar retails for $3000.

V8 70 Series Cruiser owners who have the factory raised-air intake should take note that the three-piece product isn’t sealed against water ingress.

Yep, that’s correct, it’s not a real snorkel for deep-water wading; it’s only a raised-air intake for cleaner air. Sure, there are a few options with replacements, but, for my Troopy with its free-flowing mandrel-bent exhaust and modest power upgrade via a DP Chip, I wanted as much clean air shoved down its gob as possible to allow the engine to feed the best it can.

The huge four-inch-throated Safari Armax snorkel is said to flow up to 70 per cent more than both the OE snorkel and its own standard-sized Safari replacement, while offering a water-tight system that won’t feed water into the engine during deep water crossings. The snorkel is UV stabilised, comes with a lifetime warranty, and is made in Australia.

From the four-inch opening with the ram head atop, air flows down the A pillar and along a bulbous tube on the front ’guard that measures up to roughly 15cm in diameter (that’s huge) before being squeezed into a modified airbox inlet.

During fitment of the snorkel, the airbox is also cut and modified with the included hardware to ensure maximum airflow through the air filter, which is left as standard.

Some water will enter the ram head when driving in the rain, but the design of the head base allows water to escape via slots and mouldings, preventing engine harm due to water ingress. In highly dusty conditions where you’re following other vehicles too closely, dust will get in.

You have two choices here: slow down to separate yourself from the vehicle in front; or loosen the ram head, rotate it and retighten it using a Phillips screwdriver. You’ll lose any air-ram effect by doing this, but it should only be a temporary change.

Since installation of the Armax snorkel, the 4.5-litre engine seems to spin up smoother and faster than before, resulting in improved acceleration – I haven’t had it dyno’d, so this is just a seat-of-the-pants observation. Fuel consumption use hasn’t been checked over long enough periods to be sure of any improvements, so the jury is out on that at the moment.

In addition, the suffocated air-induction noise from the OE snorkel head has gone, suggesting there are no air restrictions with the Safari Armax kit installed – a great indication of how much more free-flowing it now is.

DIY installation is possible, but there is a lot of cutting (outer mudguard, airbox and extra holes in the panel work) to mount the whole system. I opted for my local ARB outlet in Port Macquarie, NSW, to do the job for me. Watch how easy they make it look.

AVAILABLE FROM: www.arb.com.au RRP: $594 (plus fitting) WE SAY: Sealed system essential for all V8 70 Series Cruisers

IRONMAN 4X4 continues its amazing growth in the aftermarket scene here in Australia, with the announcement it has just opened its 75th interactive showroom.

These new outlets bring the company’s always expanding range of 4×4 touring gear and accessories to even more customers.

The most recent Ironman 4X4 stores to open include Canberra Caravan & 4X4 in Fyshwick, ACT; Hunter East Coast 4×4 in Tuncurry, NSW; Bridgestone Select in Pimpama, QLD; and another Sunshine State outlet – Peninsula 4×4 – at Clontarf in QLD.

As with other Ironman 4X4 store openings, these are showcased via family-friendly events with kids entertainment, food, drinks, some awesome giveaways, the Ironman 4X4 team on-hand, and plenty of 4x4s adorned with the company’s accessories on display.

It’s an incredibly busy time for Ironman 4X4, with the company not showing any signs of slowing down – it has a roll-out calendar that’s booked up to about 12 months ahead, for new retail outlets.

HAVE you priced-up kitting out a new 4×4 these days?

Tick the boxes for just the basics like big-name bullbars, fancy alloy wheels and laser-beam driving lights and you’re quickly looking at an invoice in the thousands. Hell, open the chequebook and that figure could climb even higher. Sure, you’ll end up with a killer 4×4 with all the good bits, but is it the best way to spend your hard-earned?

A boilermaker by trade, Queensland native Jamin figured he’d rather sink his hard-earned into travel than accessories, so he fired up the welder, dusted off the grinder, and set to work building the well-travelled Holden Colorado you’re looking at now.

While the RG Colorado looks far from stock now, Jamin picked it up brand-spanking new just three years ago. Since then, he’s pieced it together one modification at a time to get it ready for serious exploring. We’ll kick things off at the top with the unmistakable roof-mounted tinny.

Boat loaders aren’t unusual, but they’re not normally something knocked up by the owner themselves – even rarer are ones that kick up and out of the way with a set of gas struts, to allow the roof-top tent to fold out for the ultimate beach camp set-up.

The custom set-up is zapped together with a combination of box-tube and sheet steel, and it bolts directly to the factory tub. The unique arrangement also houses a set of traction boards on the driver’s side, with the passenger side stowing a high-lift jack and long-handled shovel.

Both sides lift up revealing the bush-proven camping set-up nestled inside, where a set of Titan alloy drawers hold everything from recovery gear to cooking equipment. There’s also a Waeco CF80L fridge strapped down to the included fridge slide, while the Mercury outboard engine finds a home between heavy-duty tie-downs.

The fridge is fed a constant supply of power thanks to a second battery tucked away inside a box behind the drawers, with a 20A Thunder Auto DC-DC charger keeping the lights on. Before calling job done on the Colorado’s rear end, Jamin fired up the trusty grinder again, this time to lose the rear quarters on the tub.

Replacing them is a seriously stout DIY rear bar incorporating twin jerry can holders and a swing-out tyre carrier. With the spare tyre up and out of the way, Jamin was able to slot in a 70L water tank and 12V water pump set-up.

2017 Holden Colorado Storm arrives

Moving down the flanks of the RG, Jamin fired up the welder again, this time in the form of a one-off basket-style roof rack. It’s lined with tight-knit wire mesh, so it makes the perfect place to store extra camping gear – it also houses a roll-out awning for those sunny days on the tracks, which is really handy.

At the pointy end of the Holden is a bullbar unlike any you’ve seen before. “It was one of two prototype bars a small company knocked up,” Jamin told us. “I used the foundation then cut and shut it to my specs. I’ve added all the top hoops, too, and reinforced the bar to run a larger winch than it was designed for.”

That larger winch is a Tigerz11 12,000lb unit wrapped in synthetic rope. The credit card also got swiped for a set of no-name LED spot lights front and centre, with a set of matching LED light bars off to the side lighting up Jamin’s peripherals for stray ’roos.

The lighting package is rounded out with a set of projector lights replacing the stock headlights, giving the Colorado an updated look and adding extra reach before the spotlights need to be called into action. The huge factory wheel arches front and rear have been stuffed full of 315/75R16 Hankook Dynapro tyres, which puts them around 34.6-inch.

Wheels are classic Dynamic 16×8 -22 steelies, and Jamin fit a set of Kut Snake over-fender flares to keep the wheels within the confines of the body without attracting too much attention from Mr Plod. Of course, all the flares in the world won’t help if the tyres physically don’t fit in the wheel arches, so a significant altitude adjustment was required.

After a lot of planning and careful measuring the body is now sitting a full 50mm higher above the frame thanks to a body lift front to rear. The front suspension copped an additional four inches with a set of adjustable Bilstein shocks and coils.

Adjustable upper control arms were also called for to get the wheel alignment back into spec, while a custom diff-drop was needed to flatten out the CV angle and avoid premature wear. The rear copped a similar lift, though this time it’s in the form of 300kg constant load EFS springs backed up by a set of Snake Racing extended shackles.

The original shocks were soon turfed after finding they couldn’t cope with the new-found rear articulation, and in their place are a set of off-the-shelf extended shocks. With such an extensive list of touring modifications you’d be forgiven for assuming there’s a host of go-fast goodies under the bonnet to move it all along – “it actually makes plenty of power stock,” Jamin told us.

With 500Nm right out of the factory floor, the 2.8L Duramax easily outclassed every other dual cab ute in terms of sheer grunt when it first came out, even muscling around the 4.5L V8 in 70 Series Cruisers.

Of course, Jamin isn’t a leave-it-alone kind of bloke, so despite the Duramax punching out plenty of grunt in stock form it still copped a three-inch turbo back exhaust system for a little extra bark, while the stainless snorkel and airbox help improve airflow.

Swing open the doors and it’s immediately clear the Collie copped plenty of attention on the inside. Navigation is taken care of by a VMS GPS unit, while comms are handled on two fronts: A GME UHF allows easy communication in convoy or to other 4x4s, while a Bury unit helps keep Jamin in phone range as long as possible.

To cut down on road noise and make it more comfortable for long black-top days, the interior was gutted before being fully lined with Dynamat sound deadening and pieced back together. A set of ubiquitous seat covers also got the nod, but before Jamin could call things done he took to the centre console with a grinder to install an 8L Waeco centre console fridge.

We’ve come across plenty of big-dollar builds here at 4X4 Australia and, sure, they’re always exciting. However, it’s easy to forget that the whole purpose of buying and building a 4×4 is to get you exploring and enjoying Australia, and that’s something Jamin has hit head on with his DIY tourer.

WHEELIN’ FREE

EAGLE-EYED RG Colorado owners might notice there’s something a little off with Jamin’s front hubs. In factory configuration the RG Colorado utilises drive-flanges permanently connecting the wheels to the rest of the drivetrain (like most modern 4x4s).

It’s a fool-proof solution, but the downside is the CV joints are constantly spinning, as is the diff centre. A free-wheeling hub allows you to physically break that connection when 4×4 isn’t required, resulting in less driveline drag as well as less wear and tear on the CV joints and front diff.

After fitting a set of factory Aisin free-wheeling-hubs off an older TF Rodeo, Jamin’s seeing fuel figures as low as low as 14L/100km on 35-inch tyres when towing a 1500kg caravan.

A CLOSER LOOK

Tyred

Classic Dynamic steelies (16×8 -22) wrapped in 315/75R16 Hankook Dynapro tyres fill the factory wheel arches nicely.

Bar work

Jamin took to the bar himself and now a larger winch and LED spotlights feature. Projector lights also replace the stock units.

Keeping cool

Chilling the soft drinks on the inside is another Waeco fridge. This time an 8L unit sits where the centre console used to be.

Tanked

A 70-litre custom water tank is tucked neatly under the tray and behind the Jamin-built rear bar.

Raised up

A four-inch lift was aided by new Bilstein adjustable shocks and coils (front) and EFS lift springs and extended shackles (back).