THE web-based booking systems used to reserve campsites in Australia are a bloody pain.
It started in Queensland a few years ago and has now spread to all states, but thankfully not all parks and reserves have taken this system on board. The parks that utilise the web-based systems include all the parks on Cape York, the Bungle Bungle Ranges in WA, and many parks in other states.
Devised by someone who sits in an office all day and hasn’t a clue about the requirements of the travelling public, the web-based booking system requires you to plan your trip down to each and every day and night before you leave home.
This web-based system may work pretty well for people who stay a week or more at the one spot, but it’s a bloody pain for the many of us who tour and camp on a whim. The system makes no allowances for breakdowns, and it also surmises that you have phone and/or web access while travelling. Mobile phone access remains an issue Australia-wide once you get away from the cities and major regional centres, and web access is generally much worse.
Case in point: We were in the Little Desert NP in Western Victoria and decided we’d camp for the night at the next designated campsite. Of course, we found when we got there that there was no self-registration shelter or pay-in box, and the only way to camp legally was to book and pay online. Trouble was, while there were a couple of signs telling us how to do it, there was absolutely no mobile phone reception (Telstra or Optus).
But it gets even crazier at some parks. At the Bungles, for instance, you have to book your campsite online, but you pay your access/entry fee at the information centre inside the park. How ridiculous is that? Then, last year, when we decided we’d like to stay an extra day, we were told we’d have to do that online. We pointed out to the lady, who should have known anyway, that there was no internet access. After a discussion that went on for some time, that included the fact we were about the only people in the campground, she relented by saying, “I’m doing you a favour, but don’t tell anyone.” A favour? Yeah, right.
Another time, when we were down in Innes NP at the foot of Yorke Peninsula, we decided we wanted to camp for a night. At the information centre there was a self-registration computer set-up that required a credit card payment. Guess what? It didn’t work! We’ve had the same issue on Cape York with the self-registration computers that are scattered around the Cape, supposedly for our convenience.
From what we’ve heard from various sources – online forums, park rangers, etc. – this web-based system causes a lot of angst for both the campers and the rangers involved. Of course, if the powers that be have decided online booking is the way it will be, then come hell or high water that is what will happen.
However, some places we’ve visited have used a more sensible approach. While touring the parks and reserves in the US and Canada we found very few campsites that relied on web-based booking systems. Those that did had a mix of sites, some which could be booked online and other sites that could be booked and paid for at an info/entry shelter.
It doesn’t seem to be too hard. Keep the on-site pay-in stations for those spur-of-the-moment travellers and have a web-based system for those who can and want to do that. That would suit all of us! But I’m guessing the powers that be here in Australia will have plenty of reasons for not doing that and bugger the people who use the parks most.
THE budget-priced Great Wall Steed has hit a road block this week, with the Australasian New Car Assessment Program (ANCAP) awarding 4×2 petrol dual-cab variants a two-star safety rating.
It’s a disconcerting result for the Chinese carmaker, who brought the Steed to local soil in September last year on the premise that the “all-new” ute offers “outstanding levels of performance, value, safety and comfort”.
“This is a disappointing result for consumers and the brand,” ANCAP Chief Executive Officer, Mr James Goodwin said. “While the Steed is equipped with six airbags and electronic stability control, features which were not offered on the previous model, there has been little change to the vehicle’s structure to improve the safety of the passenger cabin.”
The ANCAP report indicates the two-star safety rating is due to poor performance in frontal offset (8.31 out of 16) and whiplash (marginal) tests. This resulted in an overall score of 16.49 out of 37.
Lower leg protection was poor due to excessive footwell deformation and pedal displacement, while steering column components were a potential source of knee injury for the driver. Dash components also caused the risk of knee injury to the driver and front passenger.
Despite the shocking result in the frontal offset test, the Steed received a perfect score (16/16) for the side-impact test.
In response to the damning ANCAP report, Great Wall Motors’ spokesman Andrew Ellis said, “We thought the additional safety features would help improve the Steed’s ANCAP rating. It’s clear to everyone in the organisation our ANCAP test standards need a dramatic improvement.”
He added, “[We’ve] set up a response team to investigate what needs to be done to improve the ANCAP performance of our product.”
A NEW video from Bollinger Motors shows the ongoing development of its electric 4×4 truck, which is set to be unveiled in the USA in July this year.
The video gives a closer look at the all-aluminium chassis and, specifically, the full independent suspension with gear reduction portal hubs.
Also shown is the complex electronics systems that will control the power and motors. The Bollinger electric truck will use two electric motors in its powertrain, one for each of the front and rear axles. “We utilised the area between the chassis rails – below the driver and passenger – to house our battery storage system, and located the high voltage electronics in the centre of the chassis below the floor level,” said Karl Hacken, Bollinger Motors’ Chief Engineer. “This gives the vehicle a very low centre of gravity, which makes for unmatched on- and off-road stability.”
Separate motors have the potential to deliver effortless torque to the axle that can make the most of the available traction for off-road use.
With its 394mm of ground clearance, 254mm of suspension travel, and approach and departures angles of 56 and 53 degrees respectively, the Bollinger 4×4 promises to be the most capable full-electric off-road vehicle we have seen to date.
Tech Torque: Electronic chassis control systems
“This chassis will be the foundation for our advanced all-wheel-drive system and our all-electric powertrain, which will combine to produce best-in-class horsepower, torque and ground clearance,” said Robert Bollinger, the company’s founder and CEO. “We are pushing the truck category forward and have improved on what is currently available in the marketplace today to make a world-class vehicle that can go anywhere and do anything.”
CULGOA Floodplain National Park, a place where you can switch off and enjoy the remoteness and serenity of this area, is only 800km west of Brisbane.
Getting there from Queensland’s capital is a bit of a zig-zag along several highways and backroads, but that’s all part of the adventure. Along the way a great little stop can be found at Hebel, close to the NSW/Queensland border, where you’ll realise this area is full of history. There’s not much at Hebel anymore, just a typical general store which operates as a shop, tourist information centre, post office and coffee stop.
Across the road the quirky Hebel pub has been decorated with colourful graphics by a local artist, while at a nearby park you can spend an hour reading about the area’s historical significance. Free camping is available at Judd’s Lagoon on the banks of the Bokhara River, complete with town water, a flushing toilet and barbecue shelters. From here you can walk to town or along the river to where the old and new weir holds the water for the town. There’s also a significant historical spot near the Bokhara River, as back in 1846 Sir Major Thomas Mitchell passed by on his way north towards the Gulf from Sydney.
Within the town of Hebel, at the town’s historical circle, there are 10 tall timber posts where you can learn about the town’s history, and while you spend time pondering the history the kids can play in the nearby playground. The posts represent significant historical events, starting when explorer Mitchell passed through the area and saw local Aboriginal habitation including small fires near huts, piles of harvested grass, scars on trees and well-worn paths.
When NSW and Queensland separated in 1859, nearby Currawillinghi Station was home to the customs office and police station. With this came responsibilities for custom duties, as apparently stealing sheep and cattle, smuggling booze and evading taxes were running rife back in the day. A hotel was also built for the passing Cobb and Co coaches to provide a stopping station for passengers on their way to the goldfields. Hearing about this, bushrangers soon roamed the area. Hebel was known as Kelly’s Point prior to 1889, as legend has it that Ned Kelly’s brother Dan and another gang member lived here after escaping from Glenrowan.
If you need last-minute supplies (bread, milk or fuel) as you head towards Culgoa, Hebel is the most reliable. And if you’re heading out the other side it’s a further 200-300km to another fuel stop.
THE origin of Hebel’s name is a bit of a mystery; some say it came from a German settler, yet others say the local Aboriginal meaning is ‘hot place’. In 1899 it was declared Hebel by the government.
Upon leaving Hebel you’ll depart the bitumen and land on unsealed black-soil roads, which can sometimes become impassable after a little rain. It’s 45km to Goodooga, a small town with only 300 people and no facilities. The landscape is barren and flat yet part of an ancient landscape that was covered with water 200 million years ago. Following millions of years of weathering, the only thing left are hard, flat-topped rocks that rise ever so slightly above the ground.
Once you leave Goodooga along Brenda Road it’s not long before you cross the Culgoa River and pass the boundary of huge wheat farms. The entry to Culgoa Floodplain National Park is well sign-posted, and it’s mandatory to stop at the office and let the rangers know you’ve arrived. Fees can’t be paid here as they must be paid online, and due to no phone service in the park it’s impossible to do this at the ranger’s station.
At the office you’ll be given advice, a walking map for the four walks in the park, and a map to where the camping areas are. Close by the entrance there’s camping beside the lagoon, which is a birdwatcher’s paradise with an estimated 170 species of birds including parrots, spoonbills, Australian wood swallows, emus, falcons and many more. Along with the birdlife there are other animals that frequent the lagoons, and if you’re lucky you can spot several different kinds of kangaroos, wallabies, skinks and planigales, which are small creatures that hunt at night in search of small insects. From here there are several walks that range from 1km to 8km that explore the areas around the wetlands, Culgoa River and through Coolabah Woodlands. Remember this is a remote park, so take a backpack with water, GPS and a first-aid kit. Also, wear good boots and let the ranger know your plans.
If you’re after a more remote experience, the ranger can lead you to the Redbank Hut camping area. This is bush-camping at its best. Getting to Redbank is as easy as following the map for another 12km west along the park trails. A 4WD is necessary due to the soft sand and sometimes high brush that you need to drive over. The landscape is barren and harsh as you head towards the hut and open camping area. Stands of Mulga and Gidgee trees line the road, with desert Mitchell grasses underneath all looking for nutrients in the red sand. Don’t expect anything at Redbank as the camping area is an open area with little shade, but you can camp near the dam at the hut.
Back at the turn of the century there were several large stations that ran sheep and cattle on the land that Culgoa now occupies. Over the years these stations have been acquired to increase the park’s size. Redbank Hut was a pastoral homestead with an artesian bore nearby. The hut and surrounding relics have been preserved by the current ranger Andy Coward, who has been stationed at Culgoa for the past 13 years. While scouting around the hut it’s pretty easy to find old relics like the outhouse, bottles, marked fence posts and old implements. Show respect here and leave things as you find them, so that when the next visitors come along they get the chance to experience the surrounds. If you’re lucky at night you might get to hear and see brush tail possums and pied bats.
A well-beaten road through Culgoa heads west to Jobs Gate and then Cunnamulla. If there has been no rain the roads are generally in good condition, with the usual red gibber rock strewn across the sandy roads. Be aware of the dangers and risk involved when exploring here. The summers are extremely hot, so you may see little or no other travellers. There’s no phone signal or facilities, and it’s essential to carry a first-aid kit, plenty of food and water, a map or GPS, and have a reliable vehicle with spares.
Even though it’s a remote destination the area is known for having an ecological rich floodplain that supports a diverse array of wildlife within the Coolibah Woodland pockets. The park is best experienced in the cooler months, and it’s a great stopover when exploring Western Queensland.
TRAVEL PLANNER
WHERE
CULGOA Floodplain National Park is situated 800km west of Brisbane on the NSW/Queensland border. It’s a very remote park that requires planning and a 4WD to visit the area. While not a huge park it does hold special meaning to the local Aboriginal people and has numerous relics from pastoral and grazing days. Hebel, 140km east of the park, has an interesting past and is well worth a visit.
CAMPING AND FACILITIES
THIS is a very remote park with no facilities. There are two bush camping areas: Redbank Hut, which is 12km from the ranger’s station, and Byra Lagoon area, which is only 500 metres from the station. Being remote you need to be self-sufficient with food, water, fuel and accommodation, as the nearest town with facilities or help is nearly two hours’ drive away. The Royal Flying Doctor Service operates in this area.
THINGS TO DO
CULGOA Floodplain National Park features walking trails (the park ranger can provide a map), remote camping, photo-ops, bird and animal watching, and plenty of local history.
FURTHER INFORMATION
MOST relevant information including booking a campsite, warnings and park features can be found on Queensland’s Department of National Parks website (www.npsr.qld.gov.au). Maps can also be downloaded highlighting basic information and points of interest. The park ranger provides an up-to-date map with relevant information. The Hebel general store can provide further information and can be contacted on (07) 4625 0920.
FORD’S EcoBoost badge doesn’t exactly conjure up flattering commentary from Aussie punters. For some it was the abominable (yet quite effective) four-cylinder engine that was slotted between the guards of the now defunct Falcon. For others it’s a povvo powerplant option for the current-model Mustang.
So when Ford decided to launch a range of EcoBoost engines for its US- dominant F-150, you’d be forgiven for thinking that the company was on a hiding to nothing. For six decades the Effie has had a tradition of bent-eight propulsion, and on top of this the F-150 has been the highest-selling vehicle in the US for nearly four decades.
Following its US launch the V6 EcoBoost was nearly a flop, until Ford found a way of piping a V8 burble into the cab via the Bose sound system. Interestingly this worked, and the V6 engine has become the most popular option in the States for the all-aluminium-bodied F-truck.
So I grabbed the key fob to a couple of the latest petrol-fuelled examples of the F-150 4×4: one powered by the five-litre Coyote V8; the other the 3.5-litre twin-turbo EcoBoost V6. The 2016 models featured here both use Ford’s 6R80 automatic transmission – from 2017, EcoBoost-powered trucks will also get a 10-speed auto.
Both of these trucks arrived via Harrison F-Trucks and sport right-hand-drive conversions by Melbourne-based VDC. Harrisons and VDC only deal with Ford product, and VDC has Ford-approved modification status.
FORD F-150 KING RANCH V8
EIGHT-IRON SOUNDTRACK
NOTHING makes me grin as much as the rumble of the Coyote under the bonnet of the V8 King Ranch Effie. The naturally aspirated burble drifting from the exhaust-pipe tips quickly builds to a satisfying crescendo when the hoof is buried. It’s an addictive soundtrack.
The King Ranch badge gets you an entire cow herd of leather, a massive sunroof, and a raft of driver-assist aids including adaptive cruise control, lane departure warning, trailer sway assist and hill-start assist.
A 360-degree camera displays a bird’s eye view of the truck’s surroundings when parking or squeezing into tight spaces – the display is made up of data picked by cameras dotted around the truck. Given the dimensions of the F-Truck, it’s a very handy feature both in town and out in the bush.
CHEATING IN REVERSE
FOR those who aren’t real flash at reversing a trailer there’s a neat Pro Trailer Back Up Assist function that lets you program where your trailer needs to be slotted in. The pick-up will then automatically steer it into place, much like an auto-park function (also included).
The V8’s 288kW five-litre does its best work with the tacho above 3500rpm, where it not only sounds hilarious, it hauls. Peak power from the eight-iron is at 5750rpm and peak torque (525Nm) is at 3850rpm. Kick the go pedal under load and the five-litre emits a howl that sounds like Chewbacca being kicked in the goolies.
Compared to its bigger Super Duty siblings the F-150 is a whole lot more nimble on the open road – the IFS front end and leaf sprung-rear are still quite civilised when the truck is empty.
PLUSH YET BALLSY
CONSIDERING this is more than a $150K vehicle, it’s every bit as cosseting as you expect for a truck. Payload is a fairly modest 850kg, especially considering the not-so-slight proportions of the Ford. But braked towing capacity with a 70mm ball is 4000kg. And while these 4×4 pick-ups are pretty capable off-road, towing is what these trucks are about.
We hooked a pretty hefty tri-axle trailer and a load of wood behind the F-150 and the result was predictable. With 2500kg on its back the rear end barely noticed the load, with the V8 still needing to be revving to get its boogie on. The six-speed auto transmission is an intuitive unit and will downshift under brakes. The Ford also comes with electric trailer brakes as standard.
Off-road, the 150’s shift-on-the-fly 4×4 system is easy to use and intuitive, and there are a few surprises with Hill Descent Control, Traction Control and a rear diff-lock as standard kit. As a bush basher the Effie is a little wide if you want to keep the shiny bits unscratched, but in open country and on the beach the V8 Ford is quite a capable performer; although I doubt the aluminium body panels would take much punishment from sticks, branches and rocks.
FORD F-150 KING RANCH ECOBOOST V6
DOWNSIZING
AFTER the petrol-headed hoonery of the V8 I was somewhat dubious about the EcoBoost Effie. My green steed was almost identical in spec to the maroon V8 machine save the smaller engine – the automatic sidesteps remained a novelty that dropped from the body of the truck when the doors were opened.
The fake engine rumble inside the V6 is nearly convincing, but the engine note outside the Ford is more angry taxi than howling muscle car. Performance wise, though, there’s certainly nothing to complain about. The V6 makes slightly less power than the V8 (272kW versus 288kW), but it makes more torque and delivers it much lower in the rev range. The 570Nm of twisty force is on tap from 2500rpm courtesy of its twin low-inertia turbos. That’s more than 1000rpm lower than the eight-iron.
The result is a much more flexible engine both off-road and when towing. The V8 needs a bootful of revs to get cracking and can quickly bury itself in sand and muck with its abrupt, peaky power delivery. The EcoBoost, however, calmly unfurls power and torque with much more manageable finesse. In fact, the only time I got stuck on the beach at Bribie was the photographer’s fault –but then everything is always the photographer’s fault.
Under a gross tow load of just over 2500kg the tacho needle rarely exceeded 3000rpm, with the Effie’s outboard rear shocks reducing any squirm under load. It was effortless, where the V8 was entertaining.
BIG FOOTPRINT
THE King Ranch’s 20-inch alloy wheels aren’t the most practical items off-road, but romping along the beach still proved a walk in the park for the six-pack-equipped F-150, with its big footprint helping it float over ruts with ease. Even in summer’s soft-sand conditions the flexible power delivery of the EcoBoost made it very easy to live with.
Ford’s competition has had quite a bit of fun demonstrating how easy it can be to bang up the aluminium tub. In Australian terms, however, nobody is likely to be dropping bucket loads of bricks into the back of an expensive truck like this – a tub liner wouldn’t go astray.
The only steel parts of an F-150 these days are the chassis, firewall and driveline components. It may look like a heavy blunt object, but it’s deceptively nimble in operation. This year the Effie is also set to get a diesel option for the first time. And the aluminium construction is also now extending into the Super Duty range.
RESULT
THE SENSIBLE DECISION
There’s no doubt that the smart money is on the V6 F-150 as a tow engine, as it’s torque output and power delivery makes it an effortless hauler. It’s easy to see why the EcoBoost powerplant has become so popular in the US. It also uses less juice and is the easiest engine to live with off-road.
The trouble is I just can’t pass up the Coyote. This is probably why I should never be allowed to make purchasing decisions like this. The Raptor, Ford’s off-road 4×4 hottie, has also dropped the five-litre in favour of the EcoBoost V6, and it’s the engine of choice for Ford’s carbon-fibre GT Le Mans car.
Buying a new converted Effie may be a wallet-melting exercise, but consider nothing else on the Aussie market, aside from a 70 Series Cruiser or a light truck, has the GCM to tow and haul at the same time.
If you want to haul big weight big distances and do it in luxury you’re limited to the 200 Series Land Cruiser or a Land Rover Discovery, though Nissan’s petrol-powered Y62 Patrol should also rate a mention. A big yank pick-up gives you the best of both worlds.
FUEL DUEL
A COMBINATION of on-road, off-road and towing had us assessing the fuel economy of both engines. The V8 returned a very respectable 15.3L/100km and the V6 returned an excellent 13.4L/100km. It’s also worth noting that according to Ford’s performance figures the V6 is faster to 100km/h than the V8, 5.8 seconds versus 6.3.
SPECS
FORD F-150 KING RANCH V8
Engine: DOHC, five-litre V8 Fuel: Unleaded Power: 288kW (385hp) Torque: 525Nm @ 3850rpm Transmission: six-speed automatic Drive: part-time 4×4, two-speed transfer case. Payload: 850kg Towing: 4000kg (braked) Warranty: Four years/130,000km Price as tested: $150,000 (plus on-roads)* *Exchange rate dependent
FORD F-150 KING RANCH ECOBOOST V6
Engine: DOHC twin-turbo V6 Fuel: Unleaded Power: 272kW (365hp) Torque: 570Nm @ 2500rpm Transmission: six-speed automatic Drive: part-time 4×4, two-speed transfer case Payload: 850kg Towing: 4000kg (braked) Warranty: Four years/130,000km Price as tested: $153,000 (plus on-roads)* *Exchange Rate Dependent
SPAM is sold in virtually every grocery store Australia-wide, and we’ve found it easy to get wherever we go, making it an ideal camp food.
It’s even said that there are 12.8 cans of Spam products eaten every second, and that Spam festivals are held all over the USA. What is it? Spam is, in fact, made up of only six simple ingredients, and it’s mainly a blend of chopped pork and ham. Here are two ideas on how to use it in a meal when you’re camping.
SPAM FRITTERS INGREDIENTS Serves: 4 340g can of Spam Oil Batter: 1 cup of plain flour A pinch of salt 1 egg ½ cup milk or beer
DIRECTIONS Preparation time: 10 mins Cooking time: 3-6 minutes per batch – Make the batter mix by combining all the batter ingredients in a bowl. It should be a thick mixture to coat the Spam. – Cut the Spam into 7-8 thin slices and pat dry. – Heat the oil in a pan until it’s hot. You’ll need enough to give a good cover in the bottom of the pan. – Dip each slice into the batter mix and then drop carefully into the oil. – Shallow fry for about 2-3 minutes on each side until golden brown and crisp. – Drain on paper towel and serve with mashed potatoes.
CRUMBED SPAM SLICES INGREDIENTS 1 cup plain flour 2-3 beaten eggs 1½ cups panko bread crumbs Salt and pepper, to taste
DIRECTIONS – Place flour, eggs and panko crumbs into three separate dishes. – Dip each slice of Spam first into the flour then into the beaten eggs, making sure it is evenly coated. – Drop the slice into the crumb mix and spoon crumbs over the top. – Press down before turning over, and then spoon more crumbs over the top and press down again. – Shallow fry until golden brown on both sides.
VIV’S HINTS Here are a few ideas to make the most out of a can of Spam: – Add it to a potato salad – cut into small cubes. – Add it to fried rice – cut into cubes and sauté until browned. – Add it to scrambled eggs – cut into cubes and sauté until browned. – Add it to spaghetti carbonara – cut into cubes and sauté until browned. – Add it to a couple of fried eggs – just slice it and fry it. – Add it to a few slices of pineapple – slice it and fry it with the pineapple.
WEBSITE OF THE MONTH To get plenty of Spam recipe ideas, check out the following websites: www.spam.com/recipes; www.spam-uk.com/recipes/
FOUR-WHEEL drives were much simpler 30 years ago. If you wanted to go off-road you picked a beefy truck with archaic suspension and set about rattling your teeth to pieces to get anywhere resembling remote. If you didn’t hate your wife and kids you’d have a second road-going car for daily duties, saving the punishment for weekend adventures.
These days things are a little more versatile, and it has led to the hunt for a 4×4 that’ll eat up the daily grind, make mincemeat of sand dunes and negotiate the back country – and do it all while being able to haul a load.
The problem, at least in Australia, is that most 4x4s tend to fall either side of the practical/capable line. Either leather-clad, low-profile-tyred urban warriors, or solid-axle cave-man-spec bush tourers. Chris Lopez found a solution: buy an American-built full-size Toyota Tundra. Of course, living in California might give him an advantage over us in that regards.
The behemoth you’re ogling right now is Toyota USA’s big-daddy pick-up. A six-metre-long, two-metre-wide hunk of freedom with more than a few tweaks that Chris has added since he signed on the dotted line three years ago. Starting as a showroom-fresh Platinum edition, Chris’s Tundra wasn’t his first foray into the brand. “I’ve always had Toyota’s growing up,” he told us. “I had an ’84 4Runner, an ’85 Pickup, an ’08 Tundra and then a ’13 Tundra, so when they came out with the new one with all the new body changes and interior it made me want to step up into one.”
While Chris’s Tundra, affectionately named the Blue Dream Tundra, has worn more than a few faces in the last three years, it’s currently in full battle spec and Chris couldn’t be happier with the final product. Starting from the business end the headlights have been swapped for blacked-out projector headlights from Spyder Auto, while the stock bulky plastic bumper has been ditched in favour of a pre-runner-styled tube unit from Texas-based N-Fab.
Those with eagle eyes may have noticed the slimline LED bar tucked inside the front bar. It’s a 40in unit from Rigid Industries and teams up with twin 10in bars behind the grille and another 50in unit up on top, all wearing that revered RI logo. Moving down the flanks and the Tundra’s guards have been radius-cut three inches higher with huge bolt-on fender flares as part of the Pro Comp suspension kit. For easy-to-order spare parts Chris has opted for N-Fab armour from front to back, with rock sliders and removable steps up both flanks, a matching rear bar, and a race-spec bed-mounted tyre carrier that can have one spare lying flat or two standing up with room for the Pro-Eagle trolley jack mounted between the two. While the Tundra currently wears the silver and blue livery of Chris’s major sponsor Pro Comp, it’s actually a near flawless 3M vinyl wrap from Daley Visual.
Toyota Tundra Crewmax vs Toyota Hilux SR5 double cab
We mentioned this isn’t the first face Chris’s Tundra has worn. “Originally when I built my truck it had a 12in lift and 38in tyres,” he said. “It looked great, but that’s about all it did. It was too big to take off-road. I do a lot of camping out at Glamis Dunes with a buddy who has a second-gen Raptor and I like the way it rode, so when I saw Pro Comp coming out with its long-travel kit I jumped on the opportunity to work with them and test the kit. Mine is the final generation they ended up putting on the market and I love it. I can drive my truck every day on the street and it drives great, handles fantastic, and I can take it out camping in the desert and know it can take it.”
After a bit of back and forth the final solution Pro Comp came up with was a combination of replacement upper and lower control arms up front, longer CV shafts, and internal bypass shocks all around to give a huge 14in of travel in the front with another 12in in the rear. Up front the height is achieved with a complete replacement 2.75 body coil-over, while the rear is a combination of 2.5 body shocks with the stock Tundra leaf pack gaining a few Pro Comp leaves.
While the low-profile 20in rim and 38in tyre combo was great for pounding pavement, the Blue Dream Tundra now has a far more functional set of footwear perfect for the harsh Californian deserts. The tyres are 35×12.5in Pro Comp Xtreme MT2s, and they’re wrapped around matching Pro Comp Vapor Pro alloy beadlock wheels. With the Tundra wearing war paint and destined for a harder life in the dunes, Chris figured asking the stock Tundra brakes to hold up their end of the bargain might be pushing the friendship a little. For now, the factory calipers remain, but they’re biting down with R1 Concepts pads on to custom engraved and drilled R1 Concepts rotors for more stopping power and more resistance to brake fade.
Under the bonnet breathes Toyota’s 3UR-FE engine, the 5.7L 380hp big brother to the 300hp 4.6L 1UR-FE V8 found in Aussie-delivered LC200s. Chris’s unit gulps in fresh air through a functional ram-air replacement bonnet from RK Sport then sends exhaust gases roaring out through a pants-tighteningly loud twin Black Widow exhaust system. The bent-eight puts power down the line through the stock six-speed tranny, before the Auburn Gear limited slip rear sends drive to both wheels with a little help from Nitro Gear 4.88 diff ratios. With a petrol-powered donk and a street weight pushing three metric tons it’s no surprise the Tundra uses in the vicinity of 20.0L/100km, but Chris reckons it’s all worth it: “I don’t mind paying for gas. I just love having the power there when I put my foot down.”
Toyota Tundra vs Toyota Hilux review
Up until this point the Tundra may come across as a desert racer with a pretty smile, but that all fades away when you swing open one of the four oversized doors. From front to back the big Toyota is sporting a full custom re-trim thanks to the guys at Roadwire Leather Interior. With various shades of blue leather and matching stitching the interior utilises a combination of perforated and quilted leather to give the Tundra a classy feel. It also retains full functionality of the air-conditioned seats.
There are many 4x4s that claim to be do-it-all rigs, but not many of them can do the daily grind in climate-controlled leather seats and then huck some dunes, slide sideways around a fire trail and lift wheels through rutted hill climbs.
With such an imposing figure there’s sure to be plenty of naysayers with their jimmies suitably rustled, but it’s hard to deny if we had 4x4s like these on our shores (for the AU$65,000 they cost our flag-waving cousins) there’d be a long waiting period.
LONG-TRAVEL IFS
IFS is garbage, yeah? And a seven-inch-lifted Ranger is the pinnacle of IFS performance, right? Both wrong. So what is it about IFS that makes it such a minefield to negotiate? The long and the short of it all comes down to angles. As an independent 4×4 is lifted the CV angles get steeper and steeper until the CV joint is operating on an ineffective angle that will see it break incredibly easy. Keep those CVs nice and flat and they’re as strong as any solid axle. One solution to this is a huge bolt-in bracket lift, essentially taking the entire front suspension and spacing the body up and away from it. You get the lift required to run larger tyres, but the negative is a higher centre of gravity and no increase in ground clearance.
Long-travel IFS is a whole different ballgame. By physically running longer control arms and CV shafts you’re able to get more lift at less CV angle due to the suspension travelling at a wider arc. This gives the benefit of maintaining clearance under the diff, improving wheel travel, maintaining reasonable CV joint angles and providing the suspension more room to absorb large hits without taking too many knocks to the handling department. Sound perfect? There just might be a reason almost every elite off-road racer runs some form of long-travel IFS.
MANY would assume the Outback Challenge (OBC) requires a big-dollar, V8-powered, off-road super truck that rides on a combination of finely tuned and expensive suspension components – think again.
Paul Andrewartha has proven you don’t need a big-dollar truck to compete in Australia’s most prestigious off-road event. At the sprightly age of 43, with just a glimpse of OBC in 2014 that was cut short due to mechanical failure – along with two short-course events under his belt – Paul had developed a taste for off-road events.
Paul’s relatively standard, carburetted TB42 petrol GQ has had input from a couple of workshops along the way, with the most recent seven-week race prep undertaken by Ty Couche (also Paul’s navigator) and ARB Ballarat. Following a slight mishap at the Patrolapart Challenge, some repairs and a full prep for the upcoming OBC were needed. Ty’s commitment and eye for detail shone through and provided a solid and reliable base to work with during the event.
While many entrants tow their race cars to Broken Hill on a trailer, Paul simply tows a small box trailer containing moderately sized 35-inch Simex race tyres.
This GQ has a fairly basic modification list that includes a tune (which still nets less than half the power of an LS, at 115kW), bolt-in King shocks, 4.6 factory Nissan gears wrapped around ARB Air Lockers, a factory Nissan GU diff for added axle strength, a ute chop to provide tray space, and a single-motor Warn 8000lb high-mount winch fitted with an air free spool and powered by a single alternator off a later model 4.5-litre petrol. Abiding by the sanctioning bodies’ safety specs, this GQ is fitted with a CCDA-compliant roll cage, harnesses and window nets that simply clip onto the doors for race duties.
After tackling the week-long event in the harsh outback surrounding of Broken Hill, Paul reminisced: “You spend a week competing then spend the next 12 months dreaming of doing it again.” He made particular mention of his two favourite stages, the Rock Gorge and Mad Max. Both stages require careful wheel placement and driver input, and they amplify the need to maintain race pace without pushing the car to breaking point.
Paul cited the camaraderie and mateship the teams share as the week progresses. Where else do you get to drive your truck for a week, at speed, in surroundings like this with a group of people all there to enjoy the experience?
With the excellent job of race prep performed by Ty, minimal repairs were needed throughout the week. However, with the race being designed to test man and machine, Paul says a good tool kit and some basic spares such as a starter motor, alternator, tie rod ends, two spare wheels and a box of assorted nuts, bolts and hoses will never go astray.
You may be thinking ‘yeah, you could race in a car like this, but what hope would you have against the big boys?’ Well, Paul and Ty finished up with a respectable ninth position overall – not bad for an old TB42!
Since OBC, Paul’s humble GQ has done many a camping trip, including a run to Alice Springs. So now that we have busted the OBC big-dollar truck myth – are you ready for adventure?
MY wife Renata reckons I’m a pretty poor conversationalist when I’m driving. Sure, like many blokes, I find it hard to do more than one thing at a time. And when I’m behind the wheel of my 4×4 I try to put as much focus, effort and attention in to my driving as I possibly can.
When we’re in the car together it’s usually on weekends, and our route usually involves at least some freeway driving. After all, we live in the Illawarra, south of Sydney, so weekend drives often see us heading north to the big smoke along the F6 (as it used to be called) or getting the hell out of Dodge, usually south along the Hume Freeway (or Motorway… or whatever it’s now called).
Despite their big, wide lanes and shoulders I always find freeway driving more taxing than any other type of driving. I reckon high speeds combined with lots of other vehicles driven by people of varying skills, experience and attitudes is always a cause for concern. So I focus on my driving… a lot! Which means I find it hard to also talk about, well, pretty much anything (other than grumbling about the poor driving exhibited by those around me).
As a result of my non-talking, Renata often takes the opportunity to have a nap in the passenger seat. I find it almost impossible to fall asleep in the passenger seat of a car no matter who’s driving it, unless I’m very, very drunk. I always assume that if I close my eyes, the driver cannot be trusted to safely stay on the road. It therefore stands to reason that because Renata can so easily fall asleep while I’m driving I must be an exceptionally trustworthy and fantastic driver.
Over the past 12 months or so I have been putting this theory to the test. Sure, my research methods might be a bit less than scientific, but so far the results have been astounding, and they prove that without a doubt I’m one of the most trustworthy and safe drivers of all time.
Check out the accompanying photos of some of my passengers, secure in the knowledge that they can safely take a kip while I guide them gently to their destinations. I might also point out that these photos were taken both on the road and off it, and that, as a matter of fact, the bumpier the conditions the more sleeping was exhibited by the test subjects.
Are the fun police ruining driving pleasure?
These test subjects are not just ‘ordinary’ people; they are all ‘professional’ four-wheel drivers who should know better than to fall asleep in the passenger seat of a moving 4WD, further proving what a fabulous driver I must be. They include Offroad Images’ videographer Adam ‘Noddy’ Bennett, Land Rover Monthly Dep Ed Patrick Cruywagen, FB Life Publisher Wang Qing and Red Desert Tours and Catering’s Anthony ‘Macca’ McDonald. These blokes are true professionals in their respective 4WD fields and they would surely not fall asleep in the passenger seat of a vehicle unless they trusted their driver 100 per cent.
Either that or I really am a total bore.
GLEN Innes, located on the granite belt in northern NSW, is known for its wineries, Celtic culture and cool, crisp air. But did you know there is a great drive where you can explore several historical mines, spectacular scenery and check out some bushranger hide-outs, all with a great campsite tucked away?
With very cool winters up on the tablelands and stifling summers, I decided to explore the region north-west of Glen Innes in early spring, hoping for a little colour and to miss the extreme temps that frequent this area. Glen Innes is a funky little town with boutique gift shop and some great bakeries, but it has most of the services that you would find in larger towns. There are several tourist drives that run around the town, but a great drive is tourist drive number 11, but with a twist.
After restocking supplies and fuel at Glen Innes, the road north-west towards Emmaville is a nice introduction to the area’s wonderful grazing land. It is a typical English-looking area, with tree-lined wind breaks lining the fences and sheep-filled paddocks with the odd boutique winery hidden here and there. The road to Emmaville is tar for its 40km length, but as it leaves the flat, fertile grazing land it will twist and weave its way over several ranges where you need to be on the lookout for feral goats and the odd ’roo.
Closer to Emmaville you will come across the Y waterholes that grace both sides of the road. These waterholes are from the (now-closed) nearby Lead mine. Over time the water has become safe for birdlife to inhabit its waters and shore – from swans, ibis and a host of other birdlife, it was a nice change from the dry forests nearby.
Further down the road you come into the once booming town of Emmaville. Several places are worth checking out here: the mining museum (only open mid-week), the Emmaville lookout, and several old graveyards where some headstones date back to the late-1800s. A general store has limited fuel, if you really need to top-up.
Following the tourist drive out of town for just 5km, a turn-off will appear to your left towards Torrington. This is where we leave the tourist drive and the adventure begins. The landscape out here is harsh and is scattered dry timber, while granite boulders dot the landscape without much undergrowth. It’s pretty hard to miss, but after 6km the road narrows and passes through a gate and across a grid. It’s not signposted, but this is where you need to turn left to explore the old Ottery mine. The formed track will lead you to an open area where there is plenty of parking for several 4WDs. Adhering to the warning signs at the beginning of the track (no collecting rocks or going past the fences) it is an easy stroll into the old Arsenic mine and historic Ottery Tin mine site.
This historic tin mine was one of the first underground base metal deposits in the area and worked continuously from 1882 until 1905. During this period, it produced an estimated 2500 tonnes of tin concentrate and 2000 tonnes of white arsenic.
Several attempts to reopen the mine failed, and mining operations ceased in 1957. You can wander around freely, viewing old relics, such as mine buckets, an 80-metre-deep main shaft, the large flue, cooling chambers and furnaces. The white arsenic still leeching from the workings is one interesting sight. When the mine closed, it was left in an extremely damaged and dangerous state with open mine shafts and waste dumps – obviously posing a few health and safety risks.
The Department of Conservation and Land Management and Department of Mineral Resources carried out rehabilitation work in 1993. Thanks to these efforts, the site is now safe to visit, albeit from behind fences. This is a fun place to spend an hour or so, following the path around the mine, reading information boards and imagining what the toil was like here more than 100 years ago. We have to leave. Back through the gate, the tar winds for about 5km, then onto dirt that leads to an easy 30km drive towards Torrington.
You can’t help but notice the huge granite formations and cliffs that line the road. There are several bitumen sections over the steep ranges too – probably to prevent erosion occurring following the huge storms that rake this area from time to time. And to ease vehicle access it’s best to keep your travelling speed to a minimum. The roads here are granite-based, which means they can be very slippery due to the small ball-bearing type coverage on the surface. Turning your lights on for added safety is a good idea.
On the outskirts of Torrington, watch for the signposted Dutchmans Road on the left – this leads to Dutchmans camping and barbecue area. While ideal for setting up a tent or two, Dutchmans is really designed for a stopover rather than an extended stay. There are several pit toilets here as well as a great shelter if the weather turns nasty. It’s a pleasant area to kick back for a barbecue although a greater reason is to follow a short walking track to what was once a hide-out of the infamous 19th century bushranger, Frederick Ward (aka Captain Thunderbolt).
Thunderbolt was known to have roamed the area from Uralla in the south to Tenterfield in the north. A medium level of fitness is necessary for the 1km walk along the well-maintained track from the picnic area into the boulder area. This path leads to steps that wind their way around rocks and disappear into chasms between boulders that are as large as houses.
As you sneak between the rocks, it’s easy to see why bushrangers chose this area – it would have been a great spot to hide and use a higher peak from which to spy any approaching authorities. The walk passes through several dark sections between the rocks and eventually ends at a steel ladder. This 10-metre ladder is almost vertical and allows you to stand safely on a platform that provides 360-degree views. While the steep ladder might pose a worry for some, the views from the top are definitely well-worth the small fear factor that may come with the climb to get there.
Head back into the near-deserted town of Torrington, and you’ll find there’s only a handful of houses still occupied. In the 1920s, Torrington and the surrounding areas attracted a lot of mining activity; about 600 miners lived there at its peak. In that period, Torrington was a more lively place and provided facilities such as five general stores, two churches, a butcher, baker, courthouse, police station, post office and a hotel. These days, there are no such services. Surprisingly, however, there is limited mobile phone reception.
After leaving Torrington via Silent Grove Road, it’s a 15-minute drive to a great campground. As you enter Torrington State Conservation Area, a sign points towards Blatherarm campgrounds, 2km away. This spot has great facilities; each camp area has its own pit toilet and tables while a water tank is also available, offering unfiltered water for washing up or maybe even a quick scrub.
There are three camping areas here, aptly named ‘one’, ‘two’ and ‘three’. The first two have easy access but number three is across a creek, meaning you’ll need a 4×4, especially if towing a camper-trailer. The creek doesn’t contain a strong flow but, with a bit of traffic, it can be a bit rough.
No bins are provided so you’ll need to take all rubbish with you to keep the vermin away and the camp areas clean. An information board details interesting local history and wildlife and provides an insight into the area’s fossicking. If you’re lucky, you may stumble across gems, minerals or crystals in the dedicated fossicking site. Make sure you pay camping fees via the honesty system.
Leaving camp is as simple as heading back to the turn-off for a right-hand turn onto Silent Creek Road, where there’s 10km of granite cliffs and some interesting grunge sculptures along the roadside – it’s an eerie feeling as they watch you trundle towards your next destination.
Soon the landscape starts to open up, giving way to sheep and cattle stations where several mountain peaks and ranges in front of you rise to 1100m. The roads are narrow and sometimes faint as they twist towards Mole River. With the steep terrain, Mole River can at times suffer serious flooding – check out the amount of debris high in the trees and the curved tree trunks from recent deluges.
A further 3km along, two options appear: continue straight on to the Bruxner Highway, or turn right onto Upper Mole River Road. I choose the latter. This road passes more farms as you wind your way around granite tors and over easy creek causeways. And, the awesome backdrop of views towards the ranges means you won’t tire of the scenery.
Continuing through Gunya Station, there are more amazing granite outcrops, and it’s still hard to believe we’re 1000m above sea level. In winter, it can receive a covering of snow, so be prepared. In spring, though, it seems everything blooms out here with the odd prickly pear cactus and grass trees scattered among the rocks.
One last surprise awaits before we return to bitumen – a turn up to 1300m Mt Mackenzie affords stunning views over the Tenterfield area. It’s a great way to end a drive on the Granite Belt.