4X4 Australia

This is a great way to use up bananas that are overripe.

It’s nice and easy to put together, and comes out lovely and moist – a good keeper for camping. Store it in an airtight container so it will keep – if it survives people’s greed.

INGREDIENTS

METHODFor more tasty ideas, visitu00a04X4 Australia’su00a0Bush Cooking recipes.

VOLKSWAGEN’S Amarok has long been criticised for its 2.0-litre engine being too small despite its bi-turbo design producing class-competitive performance figures.

Now VW has answered that criticism by removing the ‘little’ four-pot diesel and slotting in a 3.0-litre V6 diesel. The unit is similar to that used in the Touareg and other VW family vehicles such as the Porsche Cayenne, but is built a bit tougher – stronger pistons and extra oil capacity – for its ‘working’ life in the Amarok.

The Porsche connection is a clue as to what this is all about, as the V6 lurking under the bonnet of the Amarok adds 180kW (at least on overboost) and 550Nm. Numbers like this haven’t been seen in this class of ute since the 170kW/550Nm Renault V6 was available in Nissan’s Navara D40 a couple of years back.

VIDEO: see how the Amarok V6 compares to the Ranger Wildtrak

The Amarok V6 is offered in two (automatic only) models and they sit above the current four-cylinder Amarok range. The Highline is $59,990 while the Ultimate, as tested here, tops out at $67,990.

To see how this ‘new’ Amarok stacks up we have pitted it against what is the class benchmark among the popular utes, the Ford Ranger. A ute that sports a bigger engine (despite less cylinders) than this up-engined Amarok.

What about the Holden Colorado? It claims 500Nm, 30Nm more than the Ranger, and the same 147kW? True. And the Colorado will match, and marginally edge out, the Ranger when pushed. However, its 2.8-litre four-cylinder diesel has to rev harder to do so and is well short of the Ranger’s low-rpm urge and general flexibility. The Ranger also betters the Mazda BT-50’s closely related 3.2-litre five-cylinder engine for low-rpm response, thanks to significant engine upgrades in 2015 not undertaken by Mazda.

The Ranger we have on test here is a top-spec Wildtrak, priced at $61,590.

POWERTRAINS AND PERFORMANCE THE Amarok’s 3.0-litre (single) turbo 90-degree V6 claims 165kW and, as mentioned, 180kW on overboost. Overboost kicks in at 70 per cent throttle or more – when you’re putting the boot in, so to speak. The overboost is available for up to 10 seconds at a time. Count it on your watch to be sure and you’ll find that 10 seconds is in fact a long time to have the throttle mashed to the floor on anywhere but a racetrack.

Overboost is effectively for overtaking, or other times when you feel the need for more power. If ever used for the full 10 seconds, the overboost can regenerate after five seconds. Other versions of this engine, as in the Cayenne, just claim 180kW regardless. There’s no sensation of the overboost being either on or off, it just drives like any other engine – just one that gets up and goes with urgency when you want but is still more than happy just to waft along on light throttle.

The Ranger’s engine is also comfortable to lope along on light throttle, but when urged into action it can’t match the punch or flexibility of the Amarok. The Ranger does well with its beefy 470Nm coming on tap as low as 1500rpm, but the Amarok’s 550Nm is also on tap by 1500rpm; so right from the get-go it’s more willing.

The Amarok will sprint to 100km/h from a standstill in less than eight seconds, while the Ranger takes more than 10 seconds. And don’t for a minute think the Amarok is lighter than the Ranger. In fact, the top-spec V6 we have here is slightly heavier than the top-spec Ranger Wildtrak, or it would be if it still had sidesteps fitted. VW removed the sidesteps when it fitted the optional 17-inch wheels and all-terrain tyres upon our request.

The Amarok’s V6 carries the same final-drive gearing as the four-cylinder models and, while it never feels under-geared, this helps with pick-up and general response. Compared to the Ranger it has also a lower first gear and has two more ratios to play with across the board, courtesy of its eight-speed automatic.

If the Amarok’s flexibility and performance superiority isn’t enough, it comfortably betters the Ranger for refinement and noise control as well. Despite the 2015 improvements to the Ranger’s engine it still sounds like a diesel with commercial-vehicle origins, whereas the Amarok V6 offers passenger-car levels of refinement and noise control… just what you’d expect of an engine also used in a Porsche.

This refinement difference is also mirrored with the two automatics. The Ranger’s six-speed is an agreeable gearbox but it’s not as sweet, slick or smart as the Amarok’s eight-speed ZF.

So, round one to the Amarok… and almost a knockout blow.

ON-ROAD THE Amarok’s full-time 4×4 brings a considerable advantage over the Ranger, its part-time 4×4 means rear-drive only on sealed roads. While this isn’t generally a disadvantage for the Ranger, it quickly becomes so on wet roads and in changing road conditions.

Unlike the Amarok, you need to think about whether it’s worth selecting 4WD when you swap from a sealed road onto a slippery unsealed road. It can be even more vexing knowing that you have to go back to 2WD once you’re back on tarmac. The Amarok’s never-have-to-touch-it drive system provides a nominal 40/60 front/rear torque split on high-traction surfaces, but it will vary the split automatically and near instantaneously via its electronic centre diff.

Despite being a big ute like the Ranger – although, not quite as long in the wheelbase – and every bit as heavy, the Amarok V6 feels far smaller and much more nimble on a tight, winding road. This is despite our test Amarok V6 wearing 17-inch all-terrain rubber as opposed to the Ranger’s 18-inch highway terrain rubber. The Amarok also has much better front-to-rear suspension balance, even if both ride a bit hard at the rear when unladen.

On that count the Amarok V6 will get the option of ‘Comfort’ rear springs in the near future, just like what’s currently available on the higher-spec four-cylinder models. The Comfort springs take approximately 200kg out of the allowable payload, but give a more compliant ride when the vehicle is unladen.

So, round two goes to the Amarok. Again, not a knockout blow, but the Ranger’s looking dazed.

OFF-ROAD OFF-ROAD is where the Ranger has a chance to get back into this fight. It has low-range gearing, while the Amarok doesn’t. That doesn’t seem to worry the Amarok – nor did it seem to worry the four-cylinder automatic Amarok’s single-range 4×4 systems.

Even though the eight-speed automatic has a low first gear, the lack of low-range reduction means the overall crawl ratio is a very modest 17.4:1. Given the VW doesn’t lack in climbing ability on steep tracks we can only assume the torque converter has a very high stall ratio and therefore does the work to keep things moving forward. The Ranger, on the other hand, has the benefit of its low-range reduction, so that means less work for the torque convertor in steep going, especially on hot days and when towing something like an off-road trailer.

The Ranger and the Amarok have rear lockers and, in both cases, activating the rear locker keeps the electronic traction control active on the front axle. The more common set-up with most competitor utes with rear lockers is that the traction control is cancelled on both axles when the locker is engaged, so it doesn’t always bring an advantage.

Thanks to this, as well as decent wheel travel and clearance, both these utes are very good off-road, but there’s some devil in the detail for the VW beyond its lack of dual-range gearing. It only claims a 500mm wading depth against the Ranger’s 800mm, as the engine in the Ranger sources its intake air from the inner mudguard whereas the Amarok’s intake is situated adjacent to the right-side headlight behind the grille.

The Amarok also doesn’t have in-situ recovery hooks up front, just a screw-in recovery eye; although, both this and the air-intake arrangement can be fixed as it doesn’t look difficult to re-route the intake to the inner guard.

As mentioned, our test Amarok was fitted with 17s with all-terrains rather than the Ultimate’s 255/55 19-inch high-speed (V-rated) road tyres. The replacement Pirelli Scorpion ATs are 245/65R17s, so a smaller nominal size than the 255/55R19s and even smaller again (by a good 20mm in overall diameter) when measured against the 19s. All this means a bigger 245/70R17 – or even a 265/65R17, a widely popular size – could be fitted.

For its part, the Wildtrak’s 18-inch wheels can be fitted with more off-road-suitable tyres or swapped for smaller wheels right down to 16s. 17s are as small as you can go with the Amarok, as the V6’s bigger front brakes rule out the 16s that can be fitted to four-cylinder Amaroks.

CABIN, ACCOMMODATION AND SAFETY BOTH the Ranger and Amarok have big and spacious cabins – in fact, the biggest in the class. At this spec level both bring lots of luxury and leather and offer driver comfort aplenty. However, the Amarok has the advantage of tilt-and-reach steering wheel adjustment, whereas the Ranger is sadly tilt only.

The Amarok offers a bit more shoulder room across the back seat for three adults, but the Ranger counters with more combined front and rear leg room via its longer cabin. So that means there’s more leg room in the Ranger for rear-seat passengers if sitting behind a tall driver or front-seat passenger.

Rear-seat passengers in the Ranger also get the benefit of curtain airbags, whereas the Amarok, as with the four-cylinder models, misses out and has no airbags in the rear, offering just the four up front.

On the subject of safety, there’s an optional Tech pack for the Wildtrak and lower-spec XLT, which includes radar cruise control and forward-collision warning, features that the Amarok can’t match.

One thing the Ranger could do without is the maddening warning chime that sounds relentlessly when the door is open and key is in the ignition. It even chimes if the engine isn’t running and gearbox is in ‘Park’. It’s by far the worst feature of any Ranger.

TOWING AND LOAD CARRYING THE Ranger’s off the canvas and back in the fight, and there’s more encouraging news here. It can legally tow more than the Amarok V6 via its 3500kg tow limit. The Amarok V6 is rated at 3000kg, the same as the four-cylinder models. We also know the Ranger tows its 3500kg max with aplomb.

We suspect the Amarok would also tow well and, with the extra power, potentially better than the Ranger for any given weight trailer up to 3000kg. While the Amarok also has a slightly wider tub than the Ranger, it still falls short in payload – around 140kg at this spec level.

The Amarok V6 has a higher gross combined mass (GCM) than the four-cylinder models and now matches the Ranger at 6000kg. So effectively it can match the Ranger in what it can tow and carry at the same time. The Amarok also has disc brakes at the rear, which gives it a potential towing advantage over the Ranger.

SUM UP IF THE Ranger has managed to score points thanks to its dual-range gearing, safety highlights, as well as a bit more legal towing and carry capacity, where it really gets back into the fight is on price.

Despite the Amarok V6 being just $3000 and $4000 more expensive than the equivalent four-cylinder models, it’s a high-priced ute. Not so much compared to the Wildtrak, but where the Ranger’s 3.2-litre engine and six-speed automatic powertrain is available right down to the $50,000 XL, the least-expensive V6 Amarok is at Wildtrak pricing once you add leather. And the more expensive Amarok V6 Ultimate will be $70,000-plus once you get it on the road – although, it’s hard to see the value here compared to the Highline.

However, what you get in both Amarok V6s is a whole new world of performance and refinement; all in a chassis that was always a cut above the best of the rest on-road and as good as it effectively gets off-road.

If you want the closest thing you can get to a sports car in a 4×4 ute, then this Amarok is it. If that’s not what you want there’s nothing wrong with the Ranger. And if you happen to want a manual gearbox and/or dual-range gearing then the Ranger’s the only choice between these two; although, VW has promised a manual V6 with dual-range gearing by late 2017.

SPECS: VOLKSWAGEN AMAROK V6

Engine 3.0-litre V6 turbo-diesel Max power 165kW* @ 2500-4500rpm Max torque 550Nm @ 1500-2500rpm Gearbox eight-speed automatic 4X4 system single-range full-time Crawl ratio 17.4:1 Construction separate-chassis Front suspension independent/coil springs Rear suspension live axle/leaf springs Kerb weight 2169-2216kg GVM 3080kg Payload 864-911kg Towing capacity 3000kg Towball download 300kg GCM 6000kg Fuel tank capacity 80 litres ADR fuel claim 7.8L/100km Test fuel use 11.5L/100km Touring range** 655km *180kW with overboost function (see text) **Based on test fuel use, claimed fuel capacity and a 50km ‘safety’ margin.

SPECS: FORD RANGER WILDTRAK*

Engine 3.2-litre five-cylinder turbo-diesel Max power 147kW @ 3000rpm Max torque 470Nm @ 1500-2750rpm Gearbox six-speed automatic 4X4 system dual-range part-time Crawl ratio 42.3:1 Construction separate-chassis Front suspension independent/coil springs Rear suspension live axle/leaf springs Kerb weight 2068-2200kg GVM 3200kg Payload 1000-1132kg Towing capacity 3500kg Towball download 350kg GCM 6000kg Fuel tank capacity 80 litres ADR fuel claim 9.2L/100km Test fuel use 12.5L/100km Touring range** 590km *4×4 dual-cab pick-up autos only. **Based on test fuel use, claimed fuel capacity and a 50km ‘safety’ margin.

THERE are many things I love about four-wheel driving and outback travel.

I love the outback itself, the big blue skies over contrasting red earth, the unpredictable weather ranging from scorching days to freezing nights, the incredible variety of wildlife from native ’roos, dingoes and wedgies to thorny devils, barking spiders and brown snakes, and the serene solitude you can only find in extremely remote places.

I also love the camaraderie you can only really experience on an outback adventure. Faced with challenges, whether they be weather conditions, mechanical problems, track obstacles or navigational issues, it’s always amazing how a group of people, whether old mates or first-time acquaintances, can band together to overcome whatever is thrown at them, successfully finding their way out of the environment into which they travelled.

And then there’s the camping. Rain, hail or shine, I love having to make do with what’s available to me, whether that means sitting on a log or a rock instead of a camp chair, or sleeping in a leaky old tent rather than curling up in a cosy new swag. I also love cooking dinner on a fire and sitting around it with a couple of coldies talking rubbish with mates into the wee hours.

Of course, I also love the actual four-wheel-driving component. In fact, the more challenging the conditions the more I get out of it, whether it’s picking my way up a difficult climb, teetering on the edge of a precipice on a seemingly impossible steep descent, or scrabbling for a lower gear to forge out of a muddy salt lake, getting to the other side is reward enough. Especially if I’m driving a vehicle I’m passionate about.

Getting to the other side, however, is not always a given. In which case I also enjoy the careful consideration that goes into a successful and safe vehicle-recovery operation, whether it’s performed using a shovel, sand tracks, a winch, snatch blocks, snatch straps or a combination of all the above. And if it’s particularly challenging, I also get a buzz out of the deliberations that go into the operation well before the gloves are slipped on.

Of all these great things about outback travel, my favourites are travelling with mates and meeting (sometimes eccentric) outback characters. On my most recent Simpson Desert trip, I met a bloke at the Mount Dare Hotel who goes by the name of Cobby Bob. He’s the summer caretaker at Old Andado Homestead, and when I say he’s ‘out there’ I’m not referring to his geographical location. Cobby Bob is, among other things, a bush bard, and he’ll happily entertain you with his rhyming poems, stories of solitude and anything else that comes to mind… until the cows come home, or you’re thrown out of the pub.

On that same trip, halfway down the Birdsville Track, a mate and I spent a big night with Phil at the Mungerannie Hotel. Phil has been running this iconic and remote hotel for more than a decade now and, although I reckon it’s beginning to show, a friendlier and more hospitable publican you could not hope to meet. Phil will ply you full of beer while merrily imbibing himself and then crank the sound system and put on a behind-the-bar show that he’ll insist you get involved in, and one that you’ll never forget.

Of course, not all outback characters are a laugh a minute, but there certainly must be something about living in an inhospitable and remote location that gives people a somewhat ‘interesting’ persona.

As for Phil, he says he’s had enough and that the Mungerannie Hotel is on the market, but he said that the last time I was there several years ago. As I waved goodbye after our big night on the cans, with a cracking hangover, I shouted out: “I’ll see you in a couple of years mate.” He did not look impressed.

With summer well and truly upon us, I won’t be heading outback again anytime soon, but fortunately you don’t have to travel too far out of town to find ‘interesting’ characters and 4WD adventures.

WHEN was the last time you checked the fluid level in your 4×4’s battery or batteries?

Not recently, I’m sure. Do your batteries even need the electrolyte level checked? Most modern batteries are sealed lead-acid, AGM, Li-Ion, or other high-tech construction that doesn’t require any regular maintenance.

Interestingly, Australia’s only manufacturer of automotive batteries, Century Batteries, has just made the switch to maintenance-free construction at its Brisbane manufacturing plant. Why should this be of interest if maintenance-free is nothing new to the market?

Well, as Australia’s sole manufacturer of batteries, Century is the only company that makes batteries for Australian conditions, and for Century Yuasa Batteries (CYB), that requires lead-acid batteries.

Take a Land Cruiser 70 Series as an example – it’s the favourite heavy-duty workhorse Australia-wide. That means that a 79 Series ute operating at low speeds in 45°C ambient conditions in a Kimberley mine needs a reliable 12-volt supply, just as much as a 78 Troop Carrier serving as an ambulance in the southern ski-fields at -10°C has to start first time, every time when responding to an emergency. That’s a massive variation in conditions and your touring 4×4 is a vehicle that, if you’re lucky, will experience both ends of the spectrum.

The sealed maintenance free (SMF) batteries include Century’s High Performance, Ultra-High Performance and Overlander 4×4 lead-acid batteries. Clever design elements include a unique ‘labyrinth’ battery top, added electrolyte capacity and improved plate construction. All this creates a longer-lasting, better-performing battery ideally suited for harsh Australian conditions.

The Century Overlander 4×4 battery has been tested at 75°C, which is hotter than the battery standard of 40°C and more indicative of the under-bonnet temperatures experienced here. The new batteries have also been found to provide superior cranking amperage (CCA) than equivalent-size old design units.

“Our new (SMF) batteries incorporate design enhancements and internal improvements to maximise performance, improve overall battery life and, in the majority of cases, deliver improved performance ratings,” Century’s training and development manager Johnny Kennedy said.

Batteries in 4×4 vehicles cope with a lot more than extreme temperature variations and a lack of maintenance. The roads they travel over can be incredibly punishing with bone-shaking corrugations, massive under-bonnet temperatures and regular discharging cycles as they are called on to power a range of 12-volt accessories commonly used by four-wheel drivers. While most of us use a dual battery system employing a starting battery and a deep-cycle battery for accessories in our 4x4s, CYB has taken its Overlander 4×4 battery to the next level with hybrid technology.

The new dual-purpose Overlander 4×4 battery uses calcium and antinomy plates to produce both reliable starting power and semi-cycling capabilities required for high accessory usage. This allows the battery to handle the discharge from additional accessories without damaging the internal components and harming the overall life of the battery.

The plates themselves are thicker full-frame cast plates for improved strength and durability and use Century’s exclusive Platelock Technology, an adhesive that binds the battery plates securely together to provide superior vibration and impact resistance. Just the stuff you need in your rough-and-tumble 4×4.

CYB makes its battery plates in-house at its Brisbane factory – 360,000 plates a day, or almost two million per week, using 55 tonnes of lead per week. That’s enough to make more than 1.5 million Aussie-made batteries per year.

The company has been making batteries in Australia for 88 years and has invested more than $3 million into upgrading the factory to manufacture the new SMF batteries.

“Century has a long history of manufacturing in Australia, starting in New South Wales 88 years ago,” Century’s Australasian automotive general manager Stu Stanners said.

“While a Reserve Bank study suggests the future for Australian manufacturing lies in conducting research, development and design at home while doing production offshore, we have invested millions of dollars to ensure we continue to be operational in Australia for years to come. Not to mention this is a damn good battery.”

While CYB imports some batteries for specialist applications such as motorcycles and AGM batteries, its core products are its Australian-made units. Yet it sees further changes ahead as vehicle technology evolves. Many vehicles are employing idle stop-start systems to reduce fuel consumption and emissions, and these require special heavy duty batteries not yet made here. Then there are the hybrid and full-electric vehicles that are also increasing in numbers, which again have specific needs.

Further investment will be required in the near future to produce these products locally and retain Century’s 600-strong workforce in Australia. Improved products and a vision of what lies ahead point to a strong future for Century Batteries and its Australian workers, so think of that the next time you go to buy a battery for your 4×4. CYB has a range of Australian-made batteries to suit most popular 4×4 vehicles.

For more details and to view the full range of batteries available, go to the company website.

CONTACT

CENTURY YUASA BATTERIES (head office) Phone: (07) 3361 6161 Email: [email protected] Web: www.cyb.com.au Address: 49-65 Cobalt Street, Brisbane

Four nights of camping in cold, wet and blustery winter conditions in WA’s great south might have some people questioning their sanity. Especially when you find out that these crazy campers drove halfway across the country for the event.

Allow me to introduce the FJ Cruiser Club of Australia, where common sense may be lacking but passion and determination certainly aren’t. When it comes to can-do attitude and a real sense of community spirit, these guys have it in spades.

While the eclectic bunch of singles, couples and families all own FJ Cruisers, each vehicle is as individual and unique as their owners. Their hardcore love of the outdoors and respect for the Aussie bush is a common bond. This is a club with a family-friendly atmosphere, camaraderie and genuine desire to simply have fun. And neither rain, hail or shine, freezing temperatures, mud or burning heat could dampen the enthusiasm of these members for their National FJ Cruiser Summit.

This year’s bi-annual national summit was held on the Rainbow Coast. During winter, when the sun is just 42 degrees above the horizon, rays stream in from the north and refract through raindrops in the air off the vast southern ocean to produce an idyllic array of rainbows. It’s a mix of spectacular sandy beaches and harsh, rugged, rocky coastline set against a backdrop of timeless karri and tingle forests on WA’s southern coast; ranging eastwards from old timber town Walpole in to historic Albany, Western Australia’s first settlement.

When planning the summit for September, the organisers – James Mandy, Troy Shortland and Gavin Gillet – were expecting typical clear balmy days and cool but comfortable nights. Certainly not what you’d consider to be a particularly testing experience. However, the weather gods had other ideas.

Halfway between Walpole and Denmark (the Australian town, not the European destination), Ayr Sailean was the perfect base for the summit, offering onsite chalets, 52 campsites and a fully enclosed camp kitchen.

As James explained: “Club members had the opportunity to explore incredible karri forests, beautiful beaches and magnificent dunes; do a spot of fishing, great 4WDing or kayaking and could plan their trip via winery regions or other scenic destinations.”

The organisers planned thoroughly, including a couple of recce trips to plot out the weekend. “All destinations had to be accessible by a factory standard FJ,” Troy confirmed.

The day trips provided every club member with the opportunity to experience the best the WA south coast has to offer, with varying degrees of difficulty and expert assistance for any less experienced 4WD jockeys.

There were plenty of activities to entertain the family, starting with a group sausage sizzle at base camp where Richard Nicholls from Adventure Offroad Training provided some handy tips on driving techniques, safety and vehicle recovery. A fun-filled quiz night on Sunday evening with awesome prizes kept everyone happy. For those who needed a rest day between 4WD adventures there were options to explore local tourist destinations, restaurants and wineries.

Despite being unable to control the weather, no-one could deny Troy, James and Gavin made a herculean effort to provide something for everyone, including plenty of 4WDing.

On Sunday, Troy Shortland led a convoy of some 30 FJ Cruisers through the Yeagarup Dunes, the largest land-locked mobile sand dune system in the southern hemisphere, approximately 20km from Pemberton.

Yeagarup Lake, at the end of Ritter Road in the Warren National Park, provided the perfect opportunity for everyone to air down and extend their tyre footprints before following a 4WD track to the constantly moving entry point of the dunes. This time it was a straight hill/dune climb up around 50m high. By airing down, the vehicle’s weight was distributed over a larger surface area, allowing the Cruisers to be driven on soft sand with little compaction.

The need to air down became apparent when a family was found with their Grand Jeep Cherokee precariously resting on its chassis rails halfway up the climb. Troy was quick to respond to the father’s distress; unstrapping the MaxTrax, a long-handled shovel and a snatch strap. Within minutes the Jeep was out and Troy provided the grateful driver with some helpful advice on tyre pressures and techniques for negotiating the troublesome soft sand.

Richard’s advice on how to correctly set up vehicles for dune driving immediately paid dividends. With tyres correctly set and controlled to moderate momentum, almost all the FJs successfully conquered the dunes on their first attempt to the cheers of supportive onlookers.

After negotiating the entry, the drive through the dunes to the Warren River is well marked and easy to follow. It’s not only safer to follow the marked route, it avoids any unnecessary vehicle access to sensitive areas. Fortunately the majority of the 4WD community respects the guidelines.

On a good day it’s possible to cross the Warren where it meets the ocean and enjoy a further drive along the beach before tackling the very long and challenging climb back out via the steep gradient of Calcup Hill, which is guaranteed to test any traction control system due to the steep, soft and deep-shifting sand.

However, the Warren River is unpredictable and, depending on the weather conditions, it can be a calm stream or a raging torrent. After several days of rain and hail the Warren looked dark and ominous, flowing at such a speed that large plumes of sand erupted through the water and carved a deep channel through the beach.

Luckily, saner heads prevailed and the team leaders put the safety of every club member first, deciding not to indulge the curiosity of those who hadn’t experienced how a sandy base can rapidly and disastrously turn into the consistency of quicksand. Unsurprisingly, the Warren crossing was a no-go zone.

The following day club members chose from a range of smaller excursions. Troy invited me to ride shotgun on the Peaceful Bay excursion. Only a few kilometres from base camp the scenery was spectacular with lots of twists, turns, climbs and dips as we followed the many 4WD trails through an ancient landscape.

Some of the sandy climbs had rubber mats (and there’s the odd wooden section), which have been installed due to track damage. With the rubber mats offering good traction, it’s unlikely you’d have any trouble traversing even some of the steeper sections.

Mother Nature had kindly topped up some of the larger hollows with long, deep puddles as we made our way down to Rame Head beach. This was nothing the FJs couldn’t take in their stride, and it provided a perfect opportunity to soak the photographer. Down on the beach, members sat back to enjoy a little sunshine after another cold, wet night, while drivers tested their skills by reading the cyclic pattern of the waves and running the gauntlet of a small beach crossing to a rocky outcrop on the other side.

James Mandy took another group to Bornholm Beach. As James explained: “This drive wasn’t for the faint-hearted, while the trails are basic and easy-going, the incredible descent to the beach is the only way in and out. Coming out of this beach will test a driver’s skill, vehicle set-up and patience. It may require tyre pressures as low as 5psi, and it has earned a position on the bucket list for most difficult beach exits in Australia.”

Gavin Gillet headed a group out to Boat Harbour. Gavin told me: “It’s an enjoyable drive, as you travel easy sandy trails lined by shady peppermint trees to make your way to the stunning location of Boat Harbour. A simply beautiful bay lined by rocky outcrops. A perfect place to enjoy a cool dip or cast a line.” Spoiler alert: keep an eye out for Gav’s rig in an upcoming edition. It’s well worth the look.

Despite very cold overnight conditions, including hail and rain that turned base camp into something of a mud pit, it was an excellent weekend with every attendee having nothing but praise for the event.

There’s also a serious side to the FJ Cruiser Club of Australia, and special mention has to go to hard-working club administrators Walter Meerza and Robert Hardpan. This is a club where members don’t take their personal good fortune, the environment, or the privilege to explore it for granted.

They work hard to engage with local businesses who donated products for auction and prizes – all to raise funds for a very worthy charity. Over the course of the summit the club raised a very impressive $9243 for the Starlight Children’s Foundation to help grant a special wish for a seriously ill child.

A huge thanks for the community-minded spirit of the many sponsors involved: ARB Wangara, Rhino Rack, Camera Electronic, Adventure Offroad Training, Spotters Sunglasses, BA Mufflers, Pussyfoot Socks, Pure FJ Cruiser, Ellis Precision, Drifta Camping & 4WD, Getaway Outdoors, Vasse Felix Wines, Toyota Insurance, Ayr Sailean, Vanos Personalised Gifts, and Redarc.

And my thanks to Troy Shortland who invited me along and allowed me the opportunity to contribute to the fundraising by donating the photographs for attendees to ‘purchase’ via contribution to Starlight.

Admiring the FJ Cruisers
1

SWAG OF PRIZES

Check out these awesome prizes and giveaways members were awarded during the summit – talk about setting the bar high for future summit meetings!

FIRST PRIZE: J. Fitzpatrick, WA ARB 60L Fridge, one year of Toyota full comprehensive insurance, BA Mufflers cat-back exhaust system for FJ Cruiser, Bushranger Nighthawk spotlights, ARB air compressor in case CKMP12, Spotters Sunglasses prize pack, MaxTrax, Vehicle Recovery Device, $300 Online Voucher from Pussyfoot Socks, and an ARB Ezy Deflator tool. TOTAL VALUE: $5301

SECOND PRIZE: B. Jacobs, WA ARB Skydive Double Swag, ARB air compressor in case CKMP12, Spotters Sunglasses prize pack, MaxTrax, Vehicle Recovery Device, $300 Online Voucher from Pussyfoot Socks, Fenix Titan XT LED light bar, and an ARB Ezy Deflator. TOTAL VALUE: $2405

THIRD PRIZE: S. Brown, SA ARB Premium Recovery Kit RK9, $300 Online Voucher from Pussyfoot Socks, Fenix Titan XT LED light bar and an ARB Ezy Deflator. TOTAL VALUE: $1156

Rhino Rack donated a Rhino Rack platform and backbone set-up specifically for an FJ Cruiser. The winning bid was C. Cheetham of Victoria for $1370.

N. Lambert of WA secured an impressive Redarc Tow Pro for a cool $220.

MORE What’s your next off-road destination? Find out andu00a0explore.

Ron and Viv Moon’s latest news and info from Australia’s treks and tracks

BIG BILLY BORE CAMPING AREA (VIC) The area around this historic bore and watering place has been made into a pleasant remote camping area by the Department of Environment, Land, Water and Planning (DELWP). Located on Nhill-Murrayville Road in the Big Desert State Forest, it’s a great spot for an overnight camp or as a base to explore the many 4WD tracks in the area.

THE MAN FROM SNOWY RIVER FESTIVAL (VIC) Held on the edge of the Australian Alps in Corryong, the Man from Snowy River Festival is a fantastic few days celebrating everything High Country. There will be plenty of horse-riding action, with cross-country races commemorating ‘The Man’. There will also be an action-packed rodeo on the Saturday night and a heap more entertainment including bush poetry, dog high-jump events and a ute muster. Held from March 30 to April 2, you can find out more at www.bushfestival.com.au

SIMPSON DESERT RE-OPENS (SA/QLD) The Simpson Desert will re-open to travellers on March 15 at 6pm. All vehicles crossing the desert must be fitted with a safety flag. It is mandatory to purchase a Desert Parks Pass to enter and camp in the Simpson Desert Conservation Park and Simpson Desert Regional Reserve. For permits go to www.environment.sa.gov.au

DEVONPORT MOTOR SHOW (TAS) Want to check out some nice cars in Tassie? Then visit the Devonport Motor Show, where a wide range of vehicles will be on display. The event will showcase hot rods, vintage and classic cars, modern and modified vehicles, and motorbikes. The show will be held on the foreshore of the Mersey River on March 26.

SAVE NINGALOO STATION (WA) The property owners who have been managing camping at Ningaloo Station for decades are still fighting with the Western Australian Department of Parks and Wildlife (DPaW), who wish to take over management of camping and implement significant changes including a very big resort-type development. To find out what is happening on this great piece of coast, go to www.facebook.com/ningaloostation

ST PATRICK’S RACES (NSW) One of the biggest and richest outback racing meets on the calendar, the St Patrick’s Day races in Broken Hill is an event you should experience at least once. This year the races will be held on March 18, but there will be plenty of fun and activities in this charismatic outback town throughout the entire week. For more details visit www.stpatricks.org.au

BURKETOWN BARRA FISHING COMPETITION (QLD) With more than $20,000 in cash, prizes and trophies up for grabs, the Burketown Barra Fishing Championships is one of the most popular in Australia, and this year’s event is the 39th annual running of the competition. Held on the Easter weekend (April 14-17) the not-to-be-missed competition will feature nice fishing and great prizes. For more details visit www.burke.qld.gov.au

LAST WEEK, Mercedes-Benz released a teaser pic of its all-new G650 Landaulet. A smartphone video soon made its way online, teasing the salivating public further. Yet, at the time, details remained scarce and questions lingered.

Now Mercedes-Benz has put some of those questions to bed by outlining specific details surrounding the open-air off-roader, as well as releasing official footage of the beast in water-crossing action.

We already knew the G650 utilises Merc-AMG’s 6.0-litre twin-turbo V12, which pumps out 463kW and has a peak torque of 1000Nm.

However, we’ve now learnt the Maybach Merc measures in at 5345mm long and 2235mm high. It has a wheelbase of 3428mm and a ground clearance of 450mm thanks to those portal axles that are familiar from the AMG G63 6×6 and G500 4×42 variants.

On the inside, the Merc features active multi-contour seats with massage functions, thermal cup holders and high-grade design upholstery with diamond stitching (two-tone and available in four trim colours).

The folding top covering the rear, single-seat passengers is electronically operated via the press of a button, while a glass partition (also button-operated) separates the front and rear seats. This glass can be changed from transparent to opaque also by the press of a button.

The G650’s aggressive appearance is enhanced via 22-inch five-twin-spoke light alloy wheels, front and rear under-ride guards and large carbonfibre wheel-arch flares. A spare wheel with integral holder for the third brake light is fixed on the right rear quarter.

Typical of all G-Class vehicles, the G650 will be produced by Magna Steyr in Graz, Austria. A limited run of 99 units has been confirmed.

The open-top off-roader will make its worldwide debut at the Geneva Motor Show, which runs from March 9-19, 2017.

You’ll find the Helena Aurora Ranges in the Great Western Woodlands, located in the south-west of Western Australia.

Stretching from the Nullarbor Plain in the east to the rabbit-proof fence in the west, and from near Esperance in the south up to Kalgoorlie in the north, the Great Western Woodlands are 16 million hectares (that’s almost the size of England) of huge swaths of woodlands and heathlands interspersed with salt lakes and amazing banded ironstone ranges.

Unfortunately, these banded ironstone ranges are being systematically targeted by the mining industry for iron ore. Due to their formation of layers of chert and iron oxide, the ranges are extremely valuable to our mineral export industry.

Several ranges in and around the Great Western Woodlands are already in the process of being destroyed by mining companies. Mining is allowed as the area is currently part of a conservation park; if it were a National Park, it wouldn’t be permitted. Petitions to upgrade this area to National Park status have so far been unsuccessful, so it’s best to go see the ironstone ranges before they’re gone.

The destination on this trip was the Helena Aurora Range (Bungalbin) located 100km north of Southern Cross in the Great Western Woodlands. The Helena Aurora Range currently has mining proposals looming over it by Polaris Metals, and the urgent need for protection becomes abundantly clear as the mapped track off the Bullfinch-Evanston road is blocked off – Polaris has created a detour track around its new J4 Mine, which is already operating at the north-west end of the range.

On the plus side, Polaris didn’t put much effort into its track building, so it makes a nice off-road drive into the Helena Aurora Range. This approach from the west is the long way, but it’s well worth the effort if you have the time. A more direct route is to come up through Southern Cross via Koolyanobbing, then onto the Mt Dimer track which will deposit you on the south side of the range.

As the Helena Aurora Range is located within a conservation park it’s not managed for recreational use and there are no facilities. The unofficial campsite is located on the north-west side of the range and is simply a reasonably level stretch of ground beneath the trees – not a bollard in sight. You’ll need to be totally self-sufficient and remember your camping etiquette: if you bring it in, take it back out with you.

The direct route is still a six-hour drive from Perth, so a few stops along the way should see you arrive and set up camp just in time for beer o’clock. Depending on the time of year, there are many different wildflowers to be found around the area. However, due to the harsh conditions and the lack of water, wildlife can be a bit sparse – we did spot some emus early in the morning, though.

It’s easy to spend an entire day driving around the Helena Aurora Range. Heading east from the camping area you’ll pass the sign for Ridge Track, which recommends high clearance 4WDs only past that point. The track is rutted and steep in places – the family sedan certainly wouldn’t make it.

This track, as the name suggests, takes you up to the top of the ridge where you’re treated to stunning views in all directions. There’s evidence of past campsites at the top of the ridge, but camping here is no longer encouraged. The vista at sunset would no doubt be stunning, but it was quite exposed and very windy on our trip.

The maps show a circuit track around the entirety of the range, but it’s no longer possible to trace it. The section of track at the eastern end of the range is very steep and is well and truly washed out and impassable. This is one case where the ‘track closed’ sign was entirely warranted.

As you backtrack past the campsite you can loop around the southern side of the range all the way to the bottom of the closed section at the eastern end. At this point it’s well worth getting out of the vehicle to take a hike up this section, if only to reassure yourself that you weren’t too quick in obeying the track-closed sign.

A mountain goat would feel right at home on the washed-out, deeply rutted, boulder-ridden remains of the track which would be near-on impassable even for the most hardcore 4WD – and if you break something out here, it’s a long way to get help.

The scenery at this end of the range is rugged and beautiful. Be sure to take the camera as you hike up the closed track to complete the loop, as the surrounding rock formations are stunning.

As you meander back to camp, there are numerous tracks off the main loop road which head in towards the range. These are fun to explore; although, be warned that they are rather overgrown and the wheel tracks often disappear entirely, requiring some guesswork to keep you heading in the right direction. However, the scenery is lovely and the tracks make interesting and reasonably easy side trips. If you’re a bit precious about your paint work, though, stick to the main loop road.

It’s sad to think that such a beautiful place may soon be dug up, put on the back of a boat and sent overseas. The balance between developing WA’s mineral wealth and protecting its unique geology, plants and animals is seen by many to have swung too far in favour of the miners. Once it’s gone, it’s gone forever; as anyone who has had the misfortune to drive through a “rehabilitated” mine site will contest. Come and see it while you can – it might not be here much longer.

The Helena Aurora Range makes a great destination for a long weekend out of Perth. There’s plenty of space for a group to spread out and camp. For those who want to bring a camper or off-road caravan along, access to the campground is possible via reasonable gravel tracks.

TRAVEL PLANNER

WHERE The Helena Aurora Range is 100km north of Southern Cross in the Great Western Woodlands. It’s about a six-hour drive from Perth, four hours to Southern Cross and then two hours north to the range. The last hour is on a good dirt road.

WHEN TO GO The most spectacular time is before the summer heat during spring, when the wildflowers are blooming. Winter and autumn can also be pleasant. Rain in any season can make parts of the track impassable. Enquire about recent and expected local weather conditions.

TRIP STANDARD During the drier months the Helena Aurora Range is accessible by 2WD, but 4WD is recommended. High clearance is required to drive up to the ridge of the range.

WHAT TO BRING You’ll need to be totally self-sufficient. Take at least one spare tyre, an air compressor and a puncture repair kit.

ACCOMMODATION It’s all bush camping, with zero facilities.

MAPS – 2837 Bungalbin: 1:100,000 – SH50-12 Edition 3 Jackson: 1:250,000 – More information can be obtained through publications such as Explorer Series’ 4WD Days in the Goldfields of WA or websites such as: www.helenaaurorarange.com.au

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This month we took our long-term Hilux for a 3600km drive to South Australia and then up through outback NSW, cruising on a variety of roads – from good blacktop, well-maintained gravel roads and lightly chopped-up tracks.

I was pretty surprised at the driveability of this 2.8-litre, six-speed manual version. It took off easily from the lights, even on an incline, and when cruising on the open road it held top gear with ease. However, if you want to accelerate up hills you really need to drop back a gear to stir things along. But all things considered, it was still pretty good.

Later I towed our 1.9-tonne caravan and the Hilux performed well, although you did have to fiddle with the gears more than before.

In all we averaged an impressive 9.0L/100km for the entire trip. At one stage, cruising quietly on backroads at 80-90km/h, we managed 8.7L/100km. While we weren’t heavily loaded, there were still two of us with all our gear for 10 days in the bush, but we didn’t have a roof rack to weigh us down further.

Engine noise was a lot quieter than the previous model (we would know, as we have one) but you do notice the snorkel air-intake noise, especially if the window is slightly down.

The ‘keyless start’ feature with its interlocks was often a source of frustration. It frequently refused to start even though I had my foot firmly planted on the clutch. Often when we were stopped and had the ignition switched to accessories (to keep the fridge running a little longer) a number of warning lights would come on. To clear them you would need to switch the ignition off, lock the car, unlock it and then turn the ignition back on.

I had to get used to the six-speed manual gearbox as well. The shift pattern is close together, and reverse is where you’d normally find first in a four- or five-speeder. The gate is also relatively easy to go through.

Ride comfort on the variety of roads we travelled was also another enlightening feature, with the suspension soaking up bumps and corrugations with aplomb.

The tyres – Bridgestone Duelers H/T in passenger construction – are pretty soft in the sidewalls and no doubt helped with ride comfort. Still, the tyres would be something I’d change to a more robust construction if I was traversing dirt roads and tracks often.

I must say that the hard tonneau and bed slide in the cargo area are near bloody useless for outback conditions. Not only does the tonneau restrict access to the cargo area, it does nothing to stop dust – I think we would have been better off without a cover at all.

The bed slide takes up a lot of room in the cargo area and decreases available height. While it may make access to equipment on the actual slide unit easier, it proved to be a pain when the cargo area was full or near full. Equipment kept falling down behind the slide and jamming it.

For an extra $370 you can get some bed slide walls, which would be a big improvement on the basic slide. An even better option would be a fully fledged aftermarket canopy and a decent drawer set-up.

Total Kilometers: 8,506km Date acquired: OCT 2016 Price: $66,166 Km this month: 5231km Av fuel: 9.0L/100km

Check out how the Hilux SR5 performed towing a caravan.

SO THERE we were, me and Gordon Shaw. Between us we’ve done a bucket load of hard four-wheel driving in Australia; Gordon in his heavily modified 20-year-old Opposite Lock Defender and me in Milo. Maybe that’s why we kept picking the Kia Sorento, neither of us could believe how comfortable the bloody thing was!

Fully adjustable leather seats and air-conditioning that tamed the worst Africa could throw at it. The thing also had a bucket of zip happening somewhere under the bonnet, too. Thanks to the Front Runner fit-out we had a water tank behind the seat, an Engel in the back and a roof topper on the rack.

Not that either of us bothered with the topper, we’d both opted for Front Runner’s quick chuck-down tents and a night spent closer to the ground. First time we heard a lion roaring I think we both wondered if that’d been the right decision.

A quick recap. We were in Africa to test the locally made Front Runner vehicle accessories. Gordon, who’s had more experience with Front Runner gear than anyone in Australia, is a total 4WD nut.

Camp set-up
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He’s squeezed some incredible trips from his old Defender, proving that good preparation is the key to really getting to out-of-the-way places. But then he’ll admit to loving his wife Loraine’s little Suzuki Jimny, too – at least since he’s barred it out with OL gear.

Front Runner had decided to equip a bunch of soft roaders to prove that good, lightweight aftermarket clobber can make even a soft roader a useful weapon off-road. Then they’d picked a 10-day route through the semi-arid Kalahari Desert, taking in Botswana and parts of Namibia. This is savannah country, not dissimilar to parts of our Pilliga scrub and the run-up country before the Simpson. Certainly there were plenty of sandy tracks and corrugations to deal with.

Vehicle-wise we had the Kia Sorento, a Jimny – making Gordon feel right at home – a shorty Pajero, as well as a winched and tyred-up Jeep to act as recovery vehicle. If you’d have asked me before we left which vehicle I’d prefer, I’d have said the Pajero or Jeep for sure. However, as it happened, things didn’t turn out that way at all.

The Pajero had the worst case of dash rattle I’ve ever seen. It only had to see some corrugations to start shaking as if it was going to drop the lot in your lap any second.

Vibration and the lack of dust sealing made the Mitsubishi pretty sad. It was competent enough, but in stock off-the-floor condition it really wasn’t pleasant to drive. No doubt some decent suspension and better tyres would have made a difference here, but you could say that about any vehicle.

What did make it work was the Front Runner rack. Being all-aluminium and super strong with tailor-made fittings for the MaxTrax, an axe, water tanks and a shovel, it also wound up carrying a fair bit of our load. Some of that load was clothes and food, and thanks to trip leader Jaco Nell, a lot more of it might have been drinks.

Jaco is a self-confessed Suzuki nut, and we had to prise him out of the Jimny most days because, to be honest, the little Zook was absolute fun to drive. Even loaded to the gills – it’s amazing how much clobber you can carry on a good rack – it ploughed through the sand drifts and was so nimble that even in stock-standard condition it was super competent. Maybe those Suzuki nuts are on to something.

The Jeep? Well, with suspension, tyres and a winch, the only problem with the Jeep in this pack was it wasn’t overly challenging. Anyway, the one vehicle Gordon or I didn’t have much to do with was the new Sorento.

Lion watching us
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On the surfaced roads out to the desert it was definitely the fastest and most comfortable. Knowing the Kalahari was in drought conditions I liked the idea of the big water tank behind the seat – although, Gordon did happen to mention that most of the grog was tucked back there, too.

So while we took turns driving everything, Gordon and I kept gravitating back to the Kia partly because we figured it’d be the first vehicle to chuck in the towel. Some fair-dinkum Aussie-style testing in someone else’s car in another country. We joked about leaving a burnt-out wreck buried in a sand hill somewhere as we jetted back home.

As it turned out the first time the Kia got bogged we weren’t even driving it. One of the guys stopped to take a photo on a slight rise of soft sand and that was that, instantly bogged to the belly pan. The Jeep made quick work of spinning around and reeling out its winch, but after looking at the only ‘recovery point’ up front of the Kia, both Gordon and I scotched that before it did a lap in anger.

A couple of MaxTrax – Front Runner’s mount for our Aussie designed Maxxies is a beauty – and with plenty of oomph and a bit of a push the Kia climbed that hill, but not without some serious jagging to the cardboard-like underbody wheel panels. A few sand hills later and we’d collected the entire lot in the back of the little wagon. Not that they were worth saving, but at least the Kia guys could see we cared.

Jacking-up a car
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Using plenty of pace was the answer for soft sand in the Sorrento, but that meant the occasional ploughing of the front grille, too. After one belt Gordon lifted the bonnet, inspected the damage and then put it down slowly saying in his soft Scottish drawl “oh dear…” It didn’t stop, but that radiator was running awfully close to the fan.

Then the scissor jack collapsed trying to get one of the two ply tyres off for a plugging after it got sliced on a rock. Yes, we were running about 16psi. It’s amazing how quick you can sort something out, though, when there’s big cat footprints close by.

All said and done the Kia was really out of its depth, but I’m pretty sure an owner wouldn’t even bother going where we went. What was proven was that even a soft roader – perhaps with better tyres and a smidgen of lift – can make for some awesome touring if it’s running the right sort of accessories.

Okay, next month we’ll be back hammering away at Milo Two. Talk about chalk and cheese.