LIFE used to be simple. In years gone by, the old carby could be blown out at the roadside for a quick fix. With a bit of ingenuity, luck and mechanical know-how there wasn’t much car owners had to do to get the old girl running again.

These days it’s not quite that easy. Like them or not, the electronically controlled engine is here to stay, well for the near future anyway. While they might have made modern 4x4s more reliable and powerful than ever, when something goes wrong it’s often not a bush-mechanic fix that’s called for. It’s a trip to a qualified mechanic – probably on the back of a tow.

For all those troglodytes out there, we’ve tested an Engine Data Scan tool that is used to diagnose mechanical gremlins. Navigating the ins and outs of engine-performance upgrading is a bit of a minefield, so we’ve also fitted a DPChip to our Troopy to maximise engine performance.

Let’s see how the new tech fared.

ENGINE DATA SCAN

MANY of us wouldn’t have the faintest idea on how to diagnose or fix a late-model 4×4 breakdown, but there is a simple and relatively cheap way to get roadside answers. An Engine Data Scan (EDS) tool can help with all manner of mechanical mysteries. The EDS simply plugs into your on-board diagnostics (OBD) port which allows monitoring of most engine controls, as well as other parts of the vehicle. While you may not get going again like you used to, you can at least find the problem and potentially reset the error code to get your steed rolling to the nearest mechanic.

Be warned, though; simply erasing an error code is not fixing the problem, just masking it to get you going again. Depending on the fault, a proper repair should be sought as soon as possible.

Aside from reading error codes the EDS also allows for reading real-time information from the vehicle, such as RPM, vehicle speed, fuel-system status, engine-coolant temperature, fuel pressure, intake manifold absolute pressure (MAP), calculated load-value, ignition timing, intake air temperature, absolute throttle position, battery voltage, fuel usage, oxygen-sensor output voltage and air-flow rate, as well as a few others depending on vehicle type.

Car-specific diagnostic trouble codes (generally beginning with P1xxx) can be downloaded and printed via enginedatascan.com. I’ve printed the list for my V8 diesel Troopy (to keep in the glovebox) and while some are self-explanatory and easily fixed, I’ll admit some are bamboozling and can even be way over my head.

The kit includes: an EDS vehicle-specific computer, Velcro mounting strips, a comprehensive user manual and quick-start guide, and a six foot detachable cable to make installation easy. The kit is so simple that it only took my fumbling fingers about 10 minutes to plug, fix and run the wires without any tools. The unit derives power from the OBD port, so you won’t be cursing the old “batteries not included” sticker.

After initialising the unit, the most time-consuming part is setting up the trip computer and fuel-usage modes. After that there is nothing else to do, other than choose which of the four parameters you’d like to view on the screen. The EDS powers up each time you turn the ignition on, providing vital information if something goes wrong out on the road.

It is one thing to have a diagnosis for why your pride and joy suddenly developed all the velocity of a slow-moving tree, but fixing that problem is another matter altogether.

RATED

EDS Available from: www.enginedatascan.com RRP: $99.00 We say: Great for all late-model 4x4s.

TOYOTA-SPECIFIC TROUBLE CODES Code Description P1100 BARO Sensor Circuit P1120 Accelerator Pedal Position Sensor Circuit P1121 Accelerator Pedal Position Sensor Range/Performance Problem P1125 Throttle Control Motor Circuit P1126 Magnetic Clutch Circuit P1127 ETCS Actuator Power Source Circuit P1128 Throttle Control Motor Lock P1129 Electric Throttle Control System P1130 Air/Fuel Sensor Circuit Range/Performance (Bank 1 Sensor 1) P1133 Air/Fuel Sensor Circuit Response (Bank 1 Sensor 1) P1135 Air/Fuel Sensor Heater Circuit Response (Bank 1 Sensor 1) P1150 Air/Fuel Sensor Circuit Range/Performance (Bank 1 Sensor 2) P1153 Air/Fuel Sensor Circuit Response (Bank 1 Sensor 2) P1155 Air/Fuel Sensor Heater Circuit (Bank 1 Sensor 2) P1200 Fuel Pump Relay Circuit P1300 Igniter Circuit Malfunction – No. 1 P1310 Igniter Circuit Malfunction – No. 2 P1335 No Crankshaft Position Sensor Signal – Engine Running P1349 VVT System P1400 Sub-Throttle Position Sensor P1401 Sub-Throttle Position Sensor Range/Performance Problem P1405 Turbo Pressure Sensor Circuit P1406 Turbo Pressure Sensor Range/Performance Problem P1410 EGR Valve Position Sensor Circuit Malfunction P1411 EGR Valve Position Sensor Circuit Range/Performance P1500 Starter Signal Circuit P1510 Boost Pressure Control Circuit P1511 Boost Pressure Low P1512 Boost Pressure High P1520 Stop Lamp Switch Signal Malfunction P1565 Cruise Control Main Switch Circuit P1600 ECM BATT Malfunction P1605 Knock Control CPU P1630 Traction Control System P1633 ECM P1652 Idle Air Control Valve Control Circuit P1656 OCV Circuit P1658 Wastegate Valve Control Circuit P1661 EGR Circuit P1662 EGR by-pass Valve Control Circuit P1780 Park/Neutral Position Switch Malfunction (Only For A/T)

DPCHIP

EVERYONE, it seems, is a self-proclaimed ‘expert’, all too happy to dish out their advice to an open ear (wanted or not). While I’m sure some of the ‘newer’ experts could provide a perfectly good and safe engine performance upgrade, handing over my pride and joy to someone who hasn’t been in the game for long enough to know the ins and outs isn’t something I can do.

Sure, the younger set tend to be more up to date with all things electronic than the older generation, but I still wonder if some young’uns totally understand the ramifications when they go fiddling about with the electronic workings of a common-rail turbo-diesel engine.

Given my own exhaustive research on upping my Troopy engine outputs I’ve gone with the tried and tested, albeit slightly conservative, DPChip. It’s a simple plug-in electronic computer module that has been individually programmed for my vehicle to alter the fuel, timing, boost, pressure and air characteristics for safe, upgraded performance returns across a wider power band. No expensive ECU flash tunes, no fancy remaps and no outlandish claims of clutch-destroying power upgrades. The DPChip module plugs into the existing wiring harness and took Andrew Leimroth of Berrima Diesel only a couple of minutes to install.

Given Berrima Diesel, the creators of the DPChip, have been in the diesel-engine game since 1956 (Reinhard Leimroth was trained by Robert Bosch) and offer a six-year warranty on its power modules, as well as factory-backed driveline warranty and a 60-day money-back guarantee, there’s a lot to be said for assuaging any fears of mystical electronic gremlins causing limp-home modes that we often hear of from other systems.

With the DPChip living downstream of the factory ECU, all engine safety modes are left intact. If something goes wrong then all standard factory engine fault codes will activate, uninterrupted by the mod.

The chip is user-adjustable and can be used to increase power at the expense of fuel usage. However, out-of-the-box settings and improvements are more than adequate.

Before and after dyno runs show the DPChip-enhanced Troopy pumping out an extra 106.1Nm at its peak and about 100Nm more across the useable rev range. While the actual percentage increase isn’t quite up to the maximum claims of “up to 25 and 35 per cent”, my engine’s output of 747.5Nm and 131.0kW at the rear wheels – in combination with a three-inch mandrel-bent exhaust – has sure made a notable driving difference.

Before we get into how improved the drive is, we need to understand this is a commercial 4×4 with low gearing, a manual gearbox and low-revving engine; not an auto, high-revving passenger or SUV-type 4×4. Given that, we simply can’t expect to be shaving huge amounts of time off quarter-mile runs. While there is more urgency in the initial acceleration, it’s the added torque that comes into play once you’re up and rolling that has made a huge difference to this Troopy.

My roll-on times (60-100km/h and 80-100km/h without changing gears) have improved massively – a result of the higher torque. Being able to hold a higher gear on the freeway, around town and while towing is easily done and is the advantage of having more torque to play with.

As diesel prices rise, so does the importance of fuel consumption. Now that we’ve increased our power output, fuel economy is bound to suffer.

From my first five tanks of fuel (at about 500km per tank load) my first tank returned abysmal fuel economy – a reality of about 3.0L/100km worse off (although this may have been more because of my lead foot until the novelty wore off).

After filling the tank twice more, I took a more sensible approach to my driving and allowed the engine to take advantage of the extra torque without over-revving it all the time. No loutish driving and no stomping on the loud pedal at every chance, and I was rewarded with pre-DPChip fuel economy. Using that higher torque at lower revs and in higher gears without over-loading the engine is the only way you’ll achieve improved fuel consumption – despite being less fun.

For my final tank I drove like a grandmother. Forgoing my usual ‘hurry up and wait’ approach, I dropped back by five to 10km/h, took off gently and got honked a few times by impatient drivers. Despite the indignity of being called a Sunday driver, my resulting fuel consumption of 3.0L/100km better off brought a smile to my face and a welcome reprieve to my hip pocket.

The improved torque at lower revs for towing, easier long-distance touring and similar-to-slightly better fuel economy is great, especially when you consider this isn’t a backyard job liable to destroy your pride and joy.

RATED

DPChip Available from: www.berrimadiesel.com RRP: Varies We say: Simple way to get power!

THE Amarok V6 diesel represents the first significant change to the Amarok since the eight-speed automatic four-cylinder models arrived in early 2012, around a year after the debut of the original four-cylinder manuals with their dual-range part-time 4×4.

The V6 comes with a beefed-up eight-speeder and at this stage is only available with a single-range full-time 4×4 system (with auto-proportioning and auto-locking centre ‘diff’) similar to that successfully employed (former 4X4 Ute of the Year winner) with the four-cylinder engine. The V6 brings a significant jump in power (plus 48kW) and an extra 130Nm over the four-cylinder models, at a modest $3000 premium in Highline specification and $4000 in Ultimate spec.

Our test vehicle was the Ultimate. The cheaper Highline loses the heated leather 14-way adjustable seats and the paddle shifters. The Highline also gets 18- rather 19-inch alloys, a more basic sports bar and sidesteps, and 47kg payload hike (up to 911kg). Leather and seat heating is optional on the Highline but not the 14-way adjustable seats. The test vehicle was fitted with an ‘off-road pack’ which brings AT tyres on 17s and deletes the sidesteps.

TOURING

The Volkswagen Amarok offers levels of on-road ride, handling and performance that would put many 4×4 wagons to shame. And in top-spec Ultimate guise, as tested here, it’s packed with top-end equipment befitting its (almost) $70K price tag.

The 3.0-litre turbo-diesel engine is a gem. It’s smooth, responsive and well-matched to the superb eight-speed auto transmission. If claimed peak power and torque outputs of 165kW and 550Nm aren’t enough for you, the overboost function (available in third and fourth gears for up to 10 seconds at a time) boosts output to a claimed 180kW and 580Nm. This means exceptional acceleration on the road and a sub-eight-second 0-100km/h time.

The Amarok is so easy to drive thanks to its single-range full-time 4×4 system and auto-locking centre diff; simply select drive and steer it on or off the road. Selecting the ‘off-road’ mode via a button on the console allows hill-descent control to function and recalibrates the ABS for slippery surfaces. There’s also a handy button to switch off the stability control.

On test, the Amarok recorded an impressive fuel-consumption figure of 11.1L/100km, so you can expect a safe touring range of 670km from a full tank of diesel when on an adventure.

TRAIL DRIVING

Despite not having low-range reduction, the Amarok proved an effective off-road performer in the Victorian High Country. It has adequate ground clearance (192mm), good approach, ramp-over and departure angles (28°, 23° and 23.6°), good wheel travel and a very effective traction control system that remains active with the rear diff lock engaged. On steep descents, you either have to engage the hill-descent control or hover over the brakes to keep speed in check, which is obviously not ideal but the only solution without low range gearing or a super-low crawler gear.

Ride quality on rough surfaces is good, although it should be noted that our test vehicle was optioned with 17-inch wheels/tyres (the standard rims on this top-spec variant are 19-inch with 55 series rubber).

Over-bonnet visibility is good thanks to the Amarok’s short bonnet and height-adjustable seat, and a small turning circle makes manoeuvring in tight terrain easy.

SET-PIECE HILL CLIMB

One of the great things about driving the Volkswagen Amarok is that you can steer off the highway and drive off-road without touching a button. Bearing this in mind, 4X4 Ed, Matt Raudonikis initially tackled the set-piece hill climb without locking the rear differential, or selecting the off-road mode. It struggled for traction but the Amarok made the climb relying solely on its electronic traction control.

It never felt wanting for lower gearing, despite an overall first ratio of 17.4:1 with no low-range reduction.

On the second attempt, with the rear diff lock engaged, the Amarok made light work of the hill climb, thanks in part to the electronic traction control remaining active on the front axle.

Rear-wheel travel looked impressive and front-wheel travel more than adequate for the task at hand, and the Amarok didn’t bottom out on the climb.

CABIN, EQUIPMENT AND ACCOMMODATION

The Amarok Ultimate is loaded with gear, from its 14-way adjustable heated leather seats to its colour touchscreen with sat-nav and Apple CarPlay and Android Auto connectivity. Convenience features include four 12V power outlets and, on the safety front, the Amarok has the lot: front head and thorax airbags, auto pre-collision braking system, stability control, trailer stabilisation, parking sensors, reversing camera, tyre-pressure monitor, and much more. The lack of rear seat side airbags is a concern for many potential buyers.

Front seat occupants are spoilt with super-comfortable seats and the range of adjustment means anyone will find a comfortable seating position in the Amarok. Rear-seat passengers will also be happy with their pew. There’s generous shoulder room for three adults and good headroom for the outboard passengers, although leg room will be an issue for taller occupants. The leather trim looks fantastic and the rest of the interior appointments are of a very high quality.

The Amarok has a generous tray and is the only vehicle in its class that will accept a full-width pallet between the wheel arches – bragging rights indeed.

PRACTICALITIES

The Amarok’s wading depth is only 500mm, and a glance under the bonnet explains why: the air intake is located behind one of the headlights and the alternator is positioned quite low in the engine bay. You’ll also need to dig out a screwdriver to access the air filter, and there’s no space in the engine bay for a second battery.

As mentioned, our test vehicle was shod with optional 245/65R17 Pirelli Scorpion ATR tyres in place of the standard 255/55R19 high-speed road tyres. Interestingly the 245/65R17s ATs are smaller overall in nominal diameter (by half an inch) than the 255/55R19s road tyres, so they actually reduce the ground clearance; although they do help the off-road gearing.

SUMMARY

The general consensus after a week’s testing was the Amarok is a well-rounded 4×4 ute that delivers car-like levels of comfort and refinement, outstanding on-road performance and more than adequate off-road capability.

“The Amarok delivers on its promise of a performance pick-up with refinement and ability to boot,” 4X4 Ed Mat Raudonikis said. “VW again proves that you don’t need low-range to go off-road.”

4X4OTY judge Norm Needham went a step further, declaring of the Amarok, “sophisticated but user friendly, with very respectable on- and off-road performance, and agreeable looks to boot! I’m in love.”

TOUGHEN UP

The Amarok has a different suspension mounting configuration to most vehicles, and the Tough Dog suspension solution has been engineered to suit this. Offering a 20mm lift for this car with two spring options in the front (bullbar then bullbar and winch) and in the rear (0-300kg, then constant 300kg+)

It should be noted that owing to the configuration of the lower mount of the front strut, it is not possible to offer a complete strut assembly, but TD does have a step-by-step video for installation on its website to assist.

Prices range from $2025 to $2355, depending on options selected. With other vehicles on the market there may already be some components already developed and suitable for this vehicle.

SPECS

Engine: 3.0-litre V6 turbo-diesel Max Power: 165kW @ 2500–4500rpm* Max Torque: 550Nm @ 1500-2500rpm Gearbox: eight-speed automatic 4×4 system: single-range full-time Crawl ratio: 17.4 Tyre spec: 245/65R17 111T Kerb weight: 2216kg GVM: 3080kg Payload: 864kg Towing capacity: 3000kg GCM: 6000kg Fuel tank capacity: 80 litres ADR fuel claim: 7.9L/100km Price: $67,990** *180kW on overboost **Price exclude on-road costs

MORE 4X4 OF THE YEAR

HOME: 4X4 OF THE YEAR 2017
The seven most interesting 4×4 vehicles of 2016 get together for a week to determine the 4×4 Of The Year.

THE FINALISTS
Meet the seven most interesting 4×4 vehicles of 2016 battling it out to be crowned 4×4 Of The Year.

THE RESULTS
Only one of the seven best 4x4s from 2016 can be crowned 4×4 Of The Year 2017

4X4 OF THE YEAR HOME
Finding Australia’s Best 4x4s

FORD’S Ranger has stormed out of the sales blocks to take an early lead in 2017.

Ford managed to shift 2221 4×4 units in January, 257 more than its long-time rival, the Toyota Hilux (1964).

However, the January result indicates a notable decline in sales for both brands compared to December 2016, where Ford sold 650 more Rangers and Toyota 1261 more Hiluxes.

The Holden Colorado (1333), Toyota Prado (1063) and Mitsubishi Triton (974) round out the top three for the month of January.

It was a stellar year in 2016 for new-car sales right across the board, and 2017 looks set to continue that momentum, with the first month of the year maintaining a steady sales result.

In fact, 537 more vehicles (an increase of 0.6 per cent) were sold in January 2017 compared to the same month last year.

Tony Weber, Chief Executive of the Federal Chamber of Automotive Industries, explained, “Coming off the back of another record sales year, we’re pleased to see a modest gain, with private buyers active in the market and taking advantage of the offers out there from the brands.”

“It’s a very good indicator for the year to come,” he said. “We remain confident that given unchanged economic conditions, the market will remain buoyant.”

Despite this overall growth, the Light Commercial Vehicle (LCV) segment fell 3.9 per cent compared to January 2016, with 561 fewer units finding homes.

Interestingly, within the private SUV segment, the sales of diesel engines declined 6.9 per cent and the sales of petrol engines rose by 14 per cent (compared to January 2016).

Australia’s best-selling vehicle for January was the Mazda3 (3473 sales). The Corolla was second (2943), while the Hilux 4×4 and 4×2 (2702) and Ranger 4×4 and 4×2 (2622) rounded out the top four.

PIRANHA Off Road Products began operations as a simple family business run by Alan and Barbara Johnson – the same Alan and Barbara Johnson who, along with Mark and Denny French, brought to life the Aussie Outback Solar Challenge in 2015.

Piranha Off Road Products now manufactures and distributes highly specialised products for the four-wheel drive industry on a much wider scale. On the scene for more than 25 years (beginning as Piranha Electronic Ignition), the 100 per cent Australian-owned company now operates out of several manufacturing locations, and its head office and showroom is located in Boronia in Melbourne’s eastern suburbs.

The business also has a wide distribution network in every Australian state and territory – Don Kyatt is the only go-to destination for Piranha gear if you’re in the NT!

The distribution centres stock a range of high quality off-road gear, including battery trays, batteries, engine data scan tools, fridges, 12V accessories, lighting products, safety and recovery products, snorkels, ignition systems and camping accessories.

However, Piranha is most known for suppling and installing dual battery systems, and when installed at Piranha HQ in Boronia or an authorised Piranha distributor, customers receive a five-year warranty extension.

The company’s philosophy is simple; to provide excellent service and client satisfaction. It’s imperative that all Piranha staff spend generous time with customers to advise on the best solution for each and every vehicle.

Piranha has a growing range of up-to-date products available, and the company strives to remain innovative in a thriving market.

Piranha stores a full range of spare parts on-site, and can service and install its entire range.

Piranha’s head office is located at Factory 4, 383 Dorset Road, Boronia. Give them a call on (03) 9762 1200 to sort out your off-road needs or visit piranhaoffroad.com.au to see where the closest distributor is to you.

The 4×4 Of The Year judges share their thoughts on the awarding-winning Cruiser.

Matt Raudonikis: “Without doubt the best 4×4 in the group, but let down by safety and expensive price.”

Dean Mellor: “Now with added safety features, more relaxed fifth gear and a host of other minor updates, the LC79 is better than ever. It is without doubt one of the most capable bush tourers on the market.”

Norm Needham: “Small but practical changes (like gearing and improved NVH) make a bland but good thing even better.”

David Cook: “The addition of some tried and true tech advancements is a welcome addition to one of the most capable off-roaders in the field. The big unit is designed for one purpose, and it’s probably not the best family car when you aren’t in the bush.”

Penny Wells: “The improvements of traction control, hill assist, cruise control and the seat upgrade are a welcome change to a vehicle that previously had a very agricultural feel to it.”

Bryan Wells: “Subtle changes in all the right spots have transformed the farm truck into a serious long-term tourer.

Dan Everett: “If I was to set off and spend the next year or two travelling remote Australia this would without doubt be the pick. It’s rugged and simple with a nod of civility, at least compared to the Merc. And with twin lockers, solid axles and that V8 grunt it stands out among the beige-sweater crowd.”

Ron Moon: “The truck that every capable workhorse is judged against is just as good as before but now comes with better gearing and a few more safety features.”

MORE 4X4 OF THE YEAR

HOME: 4X4 OF THE YEAR 2017
The seven most interesting 4×4 vehicles of 2016 get together for a week to determine the 4×4 Of The Year.

THE FINALISTS
Meet the seven most interesting 4×4 vehicles of 2016 battling it out to be crowned 4×4 Of The Year.

THE RESULTS
Only one of the seven best 4x4s from 2016 can be crowned 4×4 Of The Year 2017

4X4 OF THE YEAR HOME
Finding Australia’s Best 4x4s

Toyota’s 70 Series dates back more than 30 years, and this latest round of significant updates is the first in four years. Many are a result of mandatory emissions compliance and industry safety demands.

All variants get a new five-speed manual gearbox that brings a much-welcome taller top gear as well as a taller second gear. All models also get auto-locking hubs, cruise control, and electronic stability and traction control. Single Cab models then get additional curtain and driver’s knee airbags and thicker frame rails, among other changes, which results in five-star ANCAP safety compliance. Euro 5 emissions compliance changes for the 4.5-litre V8 diesel run to piezo injectors and a diesel particulate filter, which combine with the new gearbox to lower the fuel use by around 10 per cent – not an insignificant result.

For 4X4OTY we tested the Toyota LandCruiser 79 GXL Double Cab. The cheaper WorkMate has 16-inch one-piece steel wheels and vinyl seats, while the lockers become a $1500 option. Toyota offers five genuine-accessory trays for the Double Cab with either headboard or under-tray mounted spare wheels. Prices range from $2325 for a basic alloy tray with headboard spare to $6088 for the heavy duty tray with under-mount spare.

TOURING

Of all the upgrades to the 70 Series Land Cruiser, the one that most benefits its touring capability is the (almost 15 per cent) taller fifth gear. Not only does the new gearing improve fuel economy, it makes the Land Cruiser more relaxed on the open road, with a shade under 2000rpm showing on the tacho at 100km/h in top gear.

The Land Cruiser feels very predictable on the open road, although the recirculating ball and nut steering will feel a bit vague to those used to modern rack-and-pinion set-ups. As you’d expect from a vehicle with a relatively tall ride height (and slightly narrower rear track), body roll is pronounced when cornering at speed, but it never feels untoward. Ride quality is more than acceptable over poor road surfaces, even when there’s minimal load in the tray, and road noise insulation is sufficient.With a flat, upright windscreen, wind noise is pronounced and induction noise from the snorkel is ever present. However, push your foot into the go-pedal and the deep note of the TDV8 will soon override any other audible anomalies; it’s simply intoxicating.

See all of the action from 2017 4×4 of the Year

Another touring benefit is the new auto-locking hub set-up. You no longer have to exit the vehicle to lock the hubs if you want to engage 4WD on gravel after long stints on sealed roads. And if you’re going to be driving off-road for extended periods, you can manually lock the hubs using the vehicle’s wheel brace.

While it doesn’t benefit from all of the Single Cab’s upgrades, the addition of vehicle stability control to the 79 Double Cab is a great improvement, adding another level of safety without feeling too intrusive. Thankfully you can still slide the Cruiser around a bit before the electronic aid intervenes.The addition of a diesel particulate filter to the LC79 has resulted in the removal of the 90L auxiliary fuel tank, so overall fuel capacity has been reduced from twin 90L tanks to a single 130L tank. With an average fuel consumption of 13.8L/100km on test, you can expect a safe touring range of just below 900km.

TRAIL DRIVINGThe LC79 is one of the best out-of-the-box off-roaders on the market. Its 4.5L TDV8 develops oodles of low-rpm torque, and low-range gearing (44.1:1 in first gear) is excellent. Wheel travel is good front and rear and the Cruiser has plenty of ground clearance. A standard snorkel aids water crossings and the 265/70R16 tyres offer plenty of sidewall.

Second gear is now seven per cent taller, making it more flexible at low speeds, reducing the gap between second and third. And the hill-start assist function works well, making handbrake starts a thing of the past.

The Cruiser easily conquered everything thrown at it off-road, and the only complaints on the trails were manoeuvrability in tight spots and the fact the lockers can take a while to actuate for tough conditions.

SET-PIECE HILL CLIMBWith low-range selected and front and rear lockers engaged, the Land Cruiser 79 crawled up the set-piece hill climb with minimal fuss, just lifting a wheel here and there on the deepest holes in the track. However, with the lockers switched off and the electronic traction control on the Cruiser struggled but still made it a fair way up the hill climb.

The Cruiser’s big TDV8 offers loads of low-rpm torque, and a decent overall low-range reduction of 44:1 in first gear makes crawling up steep hills easy. On the way back down, the Cruiser’s engine braking also proved exemplary.

Despite being one of the more difficult vehicles to manoeuvre within the tight confines at the top of the hill (especially when the diff locks were being recalcitrant), the Cruiser still offers good visibility – over the bonnet and through the deep side windows. You have to love old-school, near vertical A-pillars! Ground clearance is good and the Cruiser didn’t bottom out anywhere on the set-piece hill climb.

CABIN, EQUIPMENT AND ACCOMMODATION

The LC79 now comes standard with ABS, vehicle stability control (VSC), active traction control (A-TRC), hill-start assist control (HAC), brake assist and electronic brake-force distribution. Other safety upgrades include front seatbelt pretensioners, but the SRS package in the Double Cab is limited to driver and passenger airbags. Cruise control is standard across the range but air-conditioning is not (it’s still a very hefty $2761 option).

The LC79’s dash layout is basic but has everything you need, including comprehensive instrumentation, effective vents, a clock, and an easy-to-operate sound system. The driving position in the LC79 is a comfortable one, even if the seats are basic, and you’re afforded a good view over the bonnet. Rear-seat passengers are provided with a comfortable seat, but legroom and shoulder room could be better for such a big vehicle. The centre rear seat only has a lap belt, and there are no air-conditioning vents in the back.

PRACTICALITIES

The LC79 comes standard with a snorkel and has a big, easy-to-access air filter. The alternator is located quite low in the engine bay where it’s susceptible to mud ingress in extreme conditions, and it’s not easy to get at. You could fit a second battery under the bonnet with a bit of fiddling.The Cruiser’s 265/70R16 tyre size provides plenty of options for those who want to fit some tougher rubber. Everything under the LC79 is tucked up and out of harm’s way.

SUMMARY

The Land Cruiser 79 has the heavy-duty 4×4 Double Cab market all to itself these days, and with its recent upgrades it’s now a better off-road tourer than ever.“If I was to set off and spend the next year or two travelling remote Australia, this would be the pick without a doubt,” 4X4OTY judge Dan Everett said. “It’s rugged and simple with a nod of civility… and with twin lockers, solid axles and that V8 grunt it stands out among the beige-sweater crowd.”

TOUGHEN UP

With its suspension relatively unchanged in the update, Tough Dog is well equipped to offer a suspension package for your 79 no matter what the application. There are options for weight of accessories, load carrying, adjustable or foam cell shocks – whatever you need.

WHY THE LC79 WON

With such a diverse group of vehicles in this year’s 4X4 Of The Year line-up, it’s just as well that each contender is scored against a set of five criteria rather than pitted directly against each other. After all, how could you compare the on-road touring capability of the Mercedes-Benz G-Professional cab-chassis with the Volkswagen Amarok TDi550 Ultimate, or the off-road capability of the Holden Trailblazer with that of the Toyota Land Cruiser 79 Double Cab?

After just a couple of days testing at Rob Emmins’ excellent Melbourne 4X4 Training and Proving Ground, it soon became evident there were two favourites amongst the judges: the Volkswagen Amarok and the Toyota LC79. Then, after a couple more days driving in some challenging conditions in the Victorian High Country, opinions had changed little.Each night around the campfire we discussed the relative merits of each vehicle and weighed them up against the 4X4OTY criteria, but it wasn’t until a week after the test that all of the judges’ scores were in and we had a winner: the Toyota Land Cruiser 79 Double Cab GXL.With eight judges scoring each of the five criteria out of 10 points, there were a potential 400 points on offer in 2016.The Land Cruiser ended up with 300 points, just a single point ahead of the Amarok on 299; even though five of the eight judges scored the VW in front of the Toyota. So it was a very close call!

The LC79 won’t be for everyone, and it certainly doesn’t raise the bar in terms of technology, safety or refinement like, say, the Amarok does, but it’s still one of the most capable 4x4s on the market, with a fantastic TDV8 engine and vastly improved touring capability.The ageing 70 Series Land Cruiser could have easily been killed off, but pressure from Australian mining companies and other commercial operators convinced Toyota there was life in the ‘old girl’ yet. While the Double Cab doesn’t benefit from all of the upgrades that see the Single Cab variant achieve a five-star ANCAP rating, it does receive several upgrades that not only improve the vehicle’s safety, but also its touring capability.If you want a big, capable 4×4 that you can be confident will take you and your family to the most remote parts of Australia and get you home again, you can count on the Land Cruiser 79 to do the job.

MORE 4X4 OF THE YEAR

HOME: 4X4 OF THE YEAR 2017
The seven most interesting 4×4 vehicles of 2016 get together for a week to determine the 4×4 Of The Year.

THE FINALISTS
Meet the seven most interesting 4×4 vehicles of 2016 battling it out to be crowned 4×4 Of The Year.

THE RESULTS
Only one of the seven best 4x4s from 2016 can be crowned 4×4 Of The Year 2017

4X4 OF THE YEAR HOME
Finding Australia’s Best 4x4s

COMPLETE coverage of the annual 4×4 of the Year award headlines a massive March 2017 issue of 4X4 Australia.

In this jam-packed issue we also pit two traditional workhorses, Merc’s G300 and Toyota’s LC79, against each other on some of Australia’s toughest tracks.

The best-selling 4×4 vehicles of 2016 is also inside, as are some amazing, must-see outback destinations.

Grab your copy of 4X4 Australia from newsagents or by subscribing to 4X4 Australia in electronic or print format.

What else is in the March issue?

2017 4X4 OF THE YEAR Complete coverage to find the year’s best 4×4.

BATTLE ROYALE Two traditional rivals brawl on rough soil. Merc G300 v Toyota Land Cruiser 79.

CUSTOM: JEEP JKU WRANGLER RUBICON Mean and green JKU is a rock-crawling fun machine!

BEST-SELLING 4X4s OF 2016 Looking back at the 10 best-selling rigs of 2016.

WEST MACDONNELL RANGES, NT Arguably the most accessible outback destination in Australia.

OUTBACK ROADSIDE ASSISTANCE Who can you call when you break down in the bush?

PAROO RIVER, NSW Tracing the Paroo River’s string of ephemeral water holes.

STRZELECKI TRACK, SA The accessible desert track is rich in history.

REBELLE RALLY, USA Tagging along on America’s first female-only off-road race.

THE REST We test a ute-load of 4×4 gear including Hema HX-1 Navigator, Opposite Lock 72-litre fridge/freezer, Axial SXC10 II Jeep Cherokee, Mr Swagman swags, Coleman Hot Water On Demand system, Bridgestone Dueler M/T tyres and GME TX6150 UHF CB radios. We also welcome a new 4×4 to our long-term shed – Toyota’s Land Cruiser 79 GXL Single Cab. Plus, Roothy gets some experienced hands to help with the Milo 2 build, Fraser has an answer to the fuel-use-label dilemma, Deano reveals the hassles of driving snorkel-less 4x4s and Ron advises everyone to stop for a snooze.

The March issue of 4X4 Australia is in stores NOW.

Competition is now closed. Good luck to those who entered.

Congratulations to Steve G. from WA for winning the $500 Tough Dog Voucher.

We judged the finalists not against each other but against set criteria, which we’ve listed below:

•VALUE FOR MONEY: What you get for what you pay.

•BREAKING NEW GROUND: Each vehicle is rated for the new technology or features it has and on the effectiveness of that technology or those features.

•BUILT TOUGH: Each vehicle is rated on how well it is designed and built.

•BUSHABILITY: Each vehicle is rated on how practical it is in the bush and in the outback, and how readily it can be made more bush and outback practical via aftermarket enhancement.

•DOING THE JOB: Each vehicle is rated on how well it does the job it has been designed for.

THE Toyota Land Cruiser 79 Double Cab GXL has won 4X4 Australia’s 2017 4×4 of the Year award.

In a nail-biting finish, the durable Toyota workhorse finished a solitary vote ahead of the uber-comfortable and capable Volkswagen Amarok V6 (300 points to 299 respectively) to claim the award presented at the Virgin Australia Supercar Championship-sponsored Australian Motoring Awards.

Following an exhaustive test route – from Rob Emmins’ Melbourne 4×4 Training and Proving Ground to the varying undulations of the Victorian High Country – each vehicle was hammered to find its on- and off-road strengths and weaknesses.

See who the contenders were in 2017 4X4 of the Year

All eight experienced judges compared each of the 4X4OTY finalists against a set list of criteria: value for money, breaking new ground (new tech or features), how well it is designed and built, how practical it is in the bush (what aftermarket enhancements are available) and doing the job it’s designed for.

When all was said and done, the scores were tallied (out of 400) and the Land Cruiser scraped through by the barest of margins.

While the Land Cruiser mightn’t raise the bar in terms of technology, safety or refinement, it’s still one of the most durable and capable vehicles on the market thanks in part to its brilliant V8 donk.

“Without doubt the best 4×4 in the group,” judge Matt Raudonikis said. Following the same sentiment, fellow judge Dean Mellor added: “It is without a doubt one of the most capable bush tourers on the market.”

Stay tuned tomorrow to read the full review and watch the video of 2017’s winning 4×4 of the Year. For complete coverage of the event, pick up a copy of the March edition of 4X4 Australia, in stores February 2.

MORE 4X4 OF THE YEAR

HOME: 4X4 OF THE YEAR 2017
The seven most interesting 4×4 vehicles of 2016 get together for a week to determine the 4×4 Of The Year.

THE FINALISTS
Meet the seven most interesting 4×4 vehicles of 2016 battling it out to be crowned 4×4 Of The Year.

THE RESULTS
Only one of the seven best 4x4s from 2016 can be crowned 4×4 Of The Year 2017

4X4 OF THE YEAR HOME
Finding Australia’s Best 4x4s

WHAT fourbie will take home the coveted 2017 4×4 of the Year crown?

All will be revealed tonight at the Virgin Australia Supercar Championship-sponsored Australian Motoring Awards, taking place at Melbourne’s Crown Casino.

The ceremony starts at 7pm at Crown’s Palladium, with the 4X4OTY award presented at approximately 7.50pm.

Tune in to 4X4 Australia’s Facebook page from 7:40pm to enjoy a live stream of the presentation. Trust us, it will be worth it – we had to recount the 4X4OTY votes multiple times as it’s that tight!

To find the winner, eight judges, with tray-loads of experience in the 4×4 industry, put the seven finalists – Haval H9, Holden Colorado, Holden Trailblazer, Mercedes-Benz G300, Mitsubishi Pajero Sport, Toyota Land Cruiser 79 Series and Volkswagen Amarok V6 – through a severe testing process during a week in the Victorian High Country.

Following the on- and off-road test routes, all judges compared each vehicle against a set list of criteria, rather than against each other. The criteria includes: value for money, breaking new ground (new tech or features), how well it is designed and built, how practical it is in the bush (what aftermarket enhancements are available) and doing the job it’s designed for.

You’ll notice no Ford Ranger or Everest in the group of contenders – and there’s a very simple reason why. Every vehicle competing for the 4X4OTY crown must be all-new or significantly revised mechanically during the previous 12 months.

The full coverage of the 2017 4X4OTY will be available in the March issue of 4X4 Australia, in stores February 2. So if you want to read it first in the mag, avoid our social media tonight!

The WhichCar Style, MOTOR Performance Car of the Year and Wheels Car of the Year awards will also be revealed throughout the evening.

THE CONTENDERS

HAVAL H9

HOLDEN COLORADO

HOLDEN TRAILBLAZER

MERCEDES-BENZ G300

MITSUBISHI PAJERO SPORT

TOYOTA LANDCRUISER 79

VOLKSWAGEN AMAROK V6