FORD’S Everest only arrived in showrooms the winter before last, yet its credentials are well established.

The two-box wagon is a proper off-roader, built on the Ford Ranger ute chassis with coil springs for the rear plus some extra bits. Inside and out it’s a well-considered Australian design for highways and back tracks, a very worthy 4X4 of The Year for 2015 here at 4X4 Australia.

Now the Ford Everest has been given a little work-over by the folk at MSA 4×4 Accessories, makers of all manner of storage solutions. This one is more of a subtle showcase of MSA’s products, a little quieter in character than some of the other wagons and utes on the MSA fleet, which include a Toyota Prado, Ford Ranger and a Y62 Nissan Patrol, all used for real-world testing of product.

Here, Queensland-based MSA 4×4 Accessories see the Ford Everest as more the family tourer, the wagon for day-to-day duties through the week and a decent vehicle for exploring bush and beach on the weekends. So MSA were looking to get into the mindset of that Everest owner, a different owner maybe to those out exploring the scrub with their LandCruiser at every opportunity.

This is MSA’s first look at the SUV side of four-wheel driving, their first move to design and make a product for those choosing a vehicle with the capability to get onto the beach or further into the forest with the family, yet not wanting to tackle challenging tracks day-in, day-out.

The resulting Ford Everest here is a handsome and comfortable machine that’s a little more capable than what’s on the showroom floor. It’s well kitted-out with MSA gear, including the latest in the company’s extra-special drawers for the cargo area.

For all the add-ons, this is no sky-scraping, mud-tyred wagon that’ll scare the neighbours. No need here for big bullbars, side rails, big spots and such.

FMSA director Shane Miles and his crew appreciated the style of the Everest and kept things clean.

So up front on this deep gray Everest Trend is a Ford factory nudge bar, powder-coated black and wearing a GME radio aerial (a GME TX3350 UHF radio keeps everyone in touch) plus an 18-inch Great Whites LED light bar.

Underneath the bonnet the five-cylinder 3.2-litre diesel has been re-mapped by ChipTorque (for a bit over $1500) with 430Nm taken up to 480Nm and delivered more progressively; this helps eliminate a good deal of turbo lag, and the Ford is more responsive off the mark and spins out that bit smoother.

A Redarc battery management SBI12 (for dual Narva power outlets down the back) and a Redarc Tow Pro Elite Brake Controller has been slotted in, but there’s no room for a second battery in the Ford’s engine bay; here MSA added a Waeco CoolPower battery pack for the fridge, figuring Everest owners would prefer that to a second battery taking up permanent space at the back.

A Tough Dog suspension set-up with heavy duty shocks gives the wagon an extra 40mm lift, and the rig sits on 17-inch black and chrome alloy wheels from Dynamic Wheel Australia. These in turn are shod with Coopers’ 265/70R17 Discoverer A/T3s.

At the rear is a tow bar and up top is a Rhino roof rack with an MSA Tourer Pack for storing bulky but light pieces such as tents, camp chairs and bedding (the canvas Tourer Packs and the Basket Pack are available in a number of sizes, all 100 per cent waterproof). Yet the highlights on this Ford Everest are inside the cabin.

All five seats are covered with MSA’s canvas seat covers. Waterproof, dogproof and dustproof canvas, they’re airbag-compatible with double panelling in high wear areas and integrated adjustable lumbar support. Like all its gear there’s a lifetime guarantee, and MSA’s 12-pocket, aluminium-framed organisers sit on the back of the front seats.

The firm’s latest drawer systems are fitted to the Ford: MSA’s 4×4 Explorer Aluminium Storage Drawers. These are patented works of engineering art, no less.

A ‘pro-glide’ slide runner system, with sealed bearings along the side, allow the drawers to extend 100 per cent of their length. This means there’s no re-arranging needed to reach gear packed at the back of the drawer. The lockable, all-aluminium drawers will carry 250kg and have been crash-tested. There’s a patented ‘stay-open block’ so they will remain open even when parked on slopes.

And the patented piece de resistance? An LED strip lights up when the drawer is opened right up (it’s an integrated electrical circuit with no wires and an override switch if you don’t want the kids to see you pinching the last packet of chips).

The MSA drawers are modular, and where some explorers may opt for MSA’s fridge slide or drop slide, here the 12mm ply top of the drawers has been left free. The thinking is a fridge slide could be an inconvenience in a family wagon, so here the Waeco CFX40 fridge-freezer just sits on top. But these drawers – in four sizes, from 945mm long by 275mm high and 510mm wide on the outside – are just as useful for day-to-day use as for exploring.

It’s this approach to efficient, safe and tidy packing – plus those subtle mods – that broadens this Everest’s appeal as a wagon for all seasons.

MSA FORD EVEREST GEAR MSA 4X4 Explorer Aluminium Storage Drawer System: RRP $2549 MSA 4X4 Canvas seat covers with cotton lining and integrated lumbar supports: RRP $933 (complete set, front and rear) MSA 4X4 seat organisers: RRP $108 (each) MSA 4X4 Tourer Pack: RRP $438

CONTACT MSA 4X4 Accessories Address: 43 Harrington Streetc Arundel, Gold Coast, 4214 ph: (07) 5594 6664 website: www.msa4x4.com.au

A simple, delicious and different way to serve cauliflower

INGREDIENTS Makes: 6-8 servings 1 large head of cauliflower ½ cup cream cheese ½ cup sour cream 6 spring onions, thinly sliced and chopped ¼ to ½ cup grated Parmesan cheese 6 slices of bacon – cut into small pieces (more or less to taste) 1 cup grated cheese Salt and pepper

DIRECTIONS Prep Time: 15-20 mins Cooking Time: 10 mins (cauliflower); 30 mins (baking) • Preheat your camp oven or oven to 180°C. • Prepare the cauliflower by cutting out the stem and core and removing all outer leaves, then cut into large pieces. • Bring a large pot of water to the boil, add salt and cauliflower. • Cover, reduce to a simmer, and cook until just tender. You don’t want the cauli too soft or it will be too mushy when you bake it. • Drain well and place in a large bowl. • Mash gently with a potato masher – but don’t mash too much as you want some chunks. • While the cauli is cooking, cook the bacon in a pan over a reasonably high heat until it’s nice and crisp. Remove and drain on a paper towel. • Mix the cream cheese and sour cream in a bowl until well-blended. • Add this mixture to the cauli mash, along with the chopped spring onions, Parmesan and ¾ of the chopped bacon. Mix well to combine. Season to taste. • Lightly grease an ovenproof dish or foil tray (one that will fit inside your camp oven), spoon the cauliflower mix into the dish and spread out evenly. • Sprinkle the top with the cheddar cheese and the rest of the chopped cooked bacon. • Bake for 30 to 35 minutes, or until hot and the top is slightly browned.

VIV’S HINTS You can use low-fat cream cheese, light sour cream and light cheese if you like, but don’t use ‘no fat’ versions. You could also use a flavoured cream cheese, such as chive and onion.

Cauliflower releases sulphide when cooking, producing an unpleasant odour. To prevent the smell, add a splash of milk to the boiling water as it’s said to neutralise the release of sulphide. You can also add a dash of wine or vinegar to the pot.

When choosing a cauliflower, pick one that is firm and has a compact, creamy-white head with no signs of bruising or wilted outer leaves. Store it stem-side up.

Do not wash vegetables until you’re ready to eat them.

OFTEN I hear of great places that others explore and think, ‘one day I should do that’. So, with a little time up my sleeve, I headed to the outer skirts of the scenic rim in South East Queensland to traverse the Condamine Gorge area.

A two-hour drive south-west of Brisbane landed me at the quaint village of Killarney, a friendly town with a population of about 800. Basic supplies can be purchased here for further exploits. The plan was to head out to the Condamine Gorge area, check out the impressive local waterfalls – Daggs Falls, Queen Mary Falls and Browns Falls – and then continue on to the 45km Condamine River Drive loop.

The Cambanoora Gorge, commonly known as the Condamine Gorge run, is part of the bicentennial trail and was once used to move supplies to the early settlers within the gorge.

Cut through in the mid-1800s, it was also used to move timber to nearby Killarney where logs were loaded on the railway, but now it’s a popular 4WD trail as it crosses the Condamine River 14 times. Starting only a short distance from Killarney, the gorge drive is relatively easy in most high-clearance 4WDs and can take as little as an hour to drive. However, water levels will rise and make things more challenging after rain.

The fury in this area is evidenced by the amount of debris left high in the trees after big floods, while the steepness of the gorge walls provides beautiful views as you pass through. It’s almost prehistoric, with gnarly, twisted trees shaped by the floods, huge granite boulders, and sheets of basalt rock that have stood the test of time.

In the summer months there are plenty of different swimming holes beside the track, so be wary of people swimming nearby. Dust and water-wash may also be a problem as you pass. Interestingly, the water here from the Condamine River eventually flows into the Darling River system, the largest water catchment in Australia.

The land on both sides of the river is private property, so camping isn’t possible without prior permission. However, the locals at Killarney pointed me towards a newly opened cattle station that allows camping: Cullendore High Country.

An easy 30-minute drive south-west along the Mount Lindesay Highway soon led me onto Cullendore Creek Road and towards the station. Cullendore is in the heart of granite country, and Cullendore High Country is a secluded station where you need to travel almost 3km to get to the office from the front gate – then a few more kilometres to get to the many campgrounds on the property.

Stuart, Wendy and their son Matt will welcome you when you arrive and go all out in typical country style to show you around; and Matt does a great job supplying firewood and will even deliver it to your campsite. A property map with named tracks and an information sheet is provided when you book.

Cullendore is a 16km² working cattle station, yet the owners have set aside nearly half of the property for camping, mountain-bike riding, canoeing and bushwalking. There’s also nearly 20km of 4WD tracks located on the property, but don’t come here expecting twin-diff-locked kind of tracks as this isn’t a 4WD park.

You’ll need to engage 4WD on some tracks, whether it be heading down to the Maryland River for a swim or heading out to the Lookout to take in the most stunning views. The owners have spent the past three years getting this property up and running with pristine campsites in several locations. They’ve also installed flushing toilets and hot showers, and with the popularity of this hidden gem they are soon opening more secluded camps with facilities.

It’s not until you chat to the owners about the uniqueness of Cullendore that you realise what lies within. Stuart and Wendy have owned this property for 16 years and are very much keeping the eco theme. Stuart is always up for a chat and is full of interesting facts about the property and welcomes any advice and feedback.

The River Track is the longest on the property (although there’s a plan for a full day loop) and should not be missed. Heading from the campgrounds it follows the western boundary along the ridge line past old loading ramps and the dams before it turn towards the bottom of the property. Down at the Maryland River the water is crystal clear as it filters through the granite sand and, interestingly, this river flows into the Clarence River system which is the second largest catchment in NSW.

There are groves of native Waratah trees where you’ll find yellow-tailed black cockatoos. On the property you’ll also find the rare spotted quoll, platypus, a massive amount of birdlife, wild pigs and Angus cattle.

If you’re still unconvinced about making the trip, the property adjoins the Maryland National Park, providing a further 23,000 hectares of walking and mountain bike trails. Spending several days in the great South East Queensland is never enough.

TRAVEL PLANNER

WHERE CONDAMINE Gorge and Killarney are a little over two hours’ drive south-west of Brisbane. The falls and gorge loop is around 45km long and takes a couple of hours to enjoy. Cullendore Station is another 30km south-west of Killarney, just across the NSW border on Cullendore Creek Road. Access is via the Mount Lindesay Highway.

SUPPLIES AND FACILITIES The quaint village of Killarney has most facilities and supplies fuel, food and workshop repairs. If travelling out to Cullendore, make sure you have ample fuel and food. Phone service is patchy around Killarney and Cullendore and there is none in the gorge.

TRIP STANDARD The Condamine Gorge drive is suited for most high-clearance 4WDs, depending on water levels. Generally it takes an hour without stops. Cullendore Station has nearly 20km of trails and is suited for soft-roaders and 4WDs.

CAMPING Whether you have a camper, off-road van, tent or swag there are plenty of campsites available at Cullendore for groups. There are secluded sites in several different areas. Flushing toilets, fire bins and hot showers are supplied. Firewood is available from the office.

CONTACTS AND INFORMATION Tourist information can be found at Killarney’s co-op, where you can pick up leaflets and current conditions. Also check volunteer website Killarney Queensland for local info. For information on Cullendore Station, call Stuart or Wendy on 0459 901538, or visit: www.cullendore.com

4×4 Australia Annual Gear Guide went on sale in newsstands this week and in it you will find this wicked LandCruiser 79 Series from Patriot Campers.

Now we’ve seen these rad rigs before and they are some of the most awesome expedition vehicles that money can buy, but this one is different.

Keen observers might have spotted that the steering wheel of this Cruiser is on the wrong side of the car. That’s right, it’s an imported model and being imported it comes with a petrol engine that isn’t offered in the 70s we get here in Australia.

The engine is the 1GR-FE 4.0-liter V6 that we know from the Hilux, Prado and FJ Cruiser Toyotas. It’s a 200kW engine but lacks the torque to push these big Cruisers so Justin and the boys at Patriot have fitted a full exhaust system to the Super Tourer along with a Unichip that allows multiple engines tunes to account for outright performance or low tune to cope with the poor quality fuels that can be common in some of the countries where this rig will operate.

This car was shipped here from Dubai for the Patriot conversion and has since been shipped to Mongolia where it will serve duty. This is the first international built for the Queensland-based Patriot crew and if the number of enquiries from other global clients is anything to go by, it won’t be the last.

Just another great Aussie company taking their world-class product global! Who says manufacturing in Australia is dead?

Check out the video as Justin puts the Super Tourer through its paces and tell us all about the build.

4X4 Australia’s annual Gear Guide hits stores today.

Grab a copy, get some ideas, put a few bucks aside, and start turning your 4×4 into the best overland tourer it can be. What are you waiting for?

As well as all of the best gear currently on the market, the guide also features an immaculately modified PXII Ford Ranger and a neat black-and-white Hilux.

The 2017 Gear Guide also explains how to camp with children for the first time!

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

Here’s what else is inside the 2017 Gear Guide:

GEAR OF THE YEAR 12 bits of gear that’d brighten up anyone’s Christmas morning.

CAMPING WITH KIDS It doesn’t have to be a nightmare if you prepare and do it right. Here’s how.

HARROP’S RANGER The Ranger’s kicking goals on the sales charts. This custom takes it a step further.

AFN’S HILUX We belt a Hilux that’s decked out in trick AFN gear.

BULLBAR GUIDE The no-bull guide to buying the best bullbar.

OPPOSITE LOCK’S FORD RANGER We’re given the keys to a Ford Ranger draped in Opposite Lock goodness.

PLAYING IT COOL Eight fridges are scrutinised and compared to find a winner.

PATRIOT CAMPERS’ LC79 LC79 tweaked by Patriot Campers to tackle the hills of Mongolia.

TYRE TIPS Fitting and maintaining the correct set of off-road rubber.

MSA 4X4’S FORD EVEREST Gorgeous black Everest receives subtle MSA 4×4 treatment.

WEEKEND ESSENTIALS 10 essential bits of kit you need for that next weekend away.

LIVE-AXLE SWAP What exactly is a live-axle conversion? We find out.

GUIDE TO CANOPY AND CAMPERS Which portable accommodation best suits your budget and needs?

THE REST We test dual battery systems, the Flashlube Catch Can Pro, GME’s TX3350 UHF radio, the iDrive throttle tuner, Tru-Fit’s Resomat, Yakima’s Skybox Pro 16S, a set of Cooper STT Pros, a set of Toyo OPAT IIs, Helinox’s Camp and Sunset chairs, the K9 Rak and a range of Pelican lights.

We also pay a visit to Berrima Diesel in NSW and Outback Accessories in WA.

Pick up a copy today. It’d make a great Christmas present.

THIS snub-nosed, boxy Bushmaster began its automotive career in Japan as a stock-white Mitsubishi Delica.

Some 45,000km later it landed in Australia, where the Delica 4×4 lads at Platinum Vehicle Sales transformed the people-mover into an adventure-mobile. They’re keen to show how these second-hand imports can be customised for individual requirements and the matte-orange Mitsubishi Delica Bushmaster here is one with the lot – plus a bit more.

It has 44,895km on the clock and, with pretty much everything thrown at it, a $58,888 price tag. Sounds a bit rich until you start adding it up. There’s a straight, corrosion-free body covered with an orange and grey wrap, and there’s also a 35mm suspension lift sitting on good-looking 16-inch CSA black alloy wheels shod with Maxxis 980 Bravo AT tyres.

The sidesteps are the lowest points of the rig and provide some protection for the engine, transmission and drivetrain; but they’re a fraction too low for hang-ups in the rough. Standard Delica ground clearance is – on a vehicle using a platform similar to Mitsubishi’s Outlander – 210mm.

Up front is a JAOS nudge bar, while a roof-wide light bar sits up top, along with a rooftop tent and a side awning mounted on a trio of Whispbar roof racks. Down the back of the 4.7-metre-long van sits a tow bar and a ladder on the one-piece, lift-up tailgate.

With three rows of seats, the Delica is touted as an eight-seater, but seven would be more comfortable. The back row can be folded up to the sides for extra cargo space, while laying the two back rows down flat provides space for a double bed.

Curtains for all back windows are part of the deal, and the sliding rear doors have electric assistance for opening and closing.

Japanese luxo touches continue inside with black leather seats and a veritable forest of high-gloss ‘timber’ trim finishes for the dashboard. Two big gloveboxes and a smallish infotainment screen for audio and satellite navigation fill up the dashboard.

Controls, in particular the shift lever for the six-speed auto, fall nicely to hand. Don’t expect much in the way of English script on the sat-nav – the radio will also throw up a couple of Japanese frequencies before settling on a local station.

Fire up this Delica’s 2.4-litre petrol engine, tucked away in that snub nose (there’s a 2.2-litre turbo-diesel option) and head on out. It’s a familiar powerplant found in other Mitsubishi models such as Lancer and Outlander, and it pushes out 125kW at 6000rpm and 230Nm. Helped along by paddle-shifters for the CVT transmission, the Bushmaster had no trouble keeping up with town or highway traffic.

In standard trim it weighs 1800kg. Fuel consumption on a combined run without too much 4WDing should see it sit around 10.0L/100km. There’s an 80-litre fuel tank and the handbook recommends 95RON. Services are six months or every 10,000km.

With gusty winds and a light steering feel there was no escaping the Bushmaster’s high ride height – the tent option takes its overall height beyond two metres and, at an indicated 100km/h, the light bar sets up a little whistle.

However, the front-drive van settles into a safe and comfortable gait on forest tracks where there’s no wind factor. Ride comfort is good over minor corrugations, and the high ride height provides great visibility to the front and sides.

The extra-short bonnet makes it easier to look out for pitfalls on the track, while also making it easier to turn in tight spots. All this, plus dial-up 4WD and differential locks (but no low range), add confidence when tackling slushy tracks.

The Maxxis tread design is a boon, but we’re limited by clearance. Wheel articulation is okay, just not great. If taking the Delica to more demanding tracks is planned, then an even bigger lift is advised – we’re not sure how that would affect the car’s dynamics.

There is a small gamble in driving off in a non-factory import, but there’s a fair bit of mechanical commonality with other factory-supplied Mitsubishis. Plus the company has a fair reputation for reliability and durability.

The Delica is easy to drive, handles well enough and performs well with a light load aboard. There’s a heap of cabin space in a reasonably compact body, and there’s a tonne of dress-up options available to turn one of these from family wagon to full-time explorer.

Perhaps have the satellite navigation converted to the local lingo, or simply replaced, before heading out bush.

CONTACT

Platinium Vehicle Sales: 62 South Pine Road, Brendale, Qld, 4500. Phone: 13 50 52 Web: Delica 4×4; Platinum vehicles

One-stop shop

Sales manager Joe Raffaele wants to show Platinum’s customers the range of customising possibilities for these Delicas, using imported and local dress-up components, from alloy wheels to rooftop tents.

The Mitsubishis are bought from Japanese auction houses, based on individual vehicle ratings. “So we work on a minimum rating, rather than a minimum mileage,” Joe said. “We have some here with 130,000km, some with 70km. We try to get as broad a spectrum as we can and cater for the budget-conscious too.”

Platinum is also building up a spare parts inventory to become a one-stop shop for service, repairs and parts for all Delicas.

Timeline

THE Mitsubishi D5 Delica is the fifth generation of a vehicle series which first appeared in the 1960s as a cab-over ute in Japan. The model name reputedly derived from ‘Delivery Car’.

Australia knew it first as the Chrysler L300 Express and, from 1980, the Starwagon.

Primarily a commercial, multi-purpose van, it also became an eight-seat people-mover, as per Volkswagen’s venerable Kombi and Transporter buses.

The first 4WD version used early Pajero underpinnings and was introduced in Japan in 1982, arriving in Australia a year later with a five-speed manual transmission and a 1.8-litre engine. Some people still swear by them as a 4WD camper van.

The last of the Mitsubishi Express machines here was a commercial van, introduced in 2003 and pulled from the Australian market in 2013 due to a one-star ANCAP crash rating.

The fifth-gen Delica, introduced in 2007 and designed as an eight-seat people-mover, continues to be built and sold in Japan.

HEADING out bush for the first time with your children for some camping and 4×4 touring is an exciting yet daunting prospect, and it can instil a love for camping and the bush in your kids when they are still young and impressionable. It also provides the perfect excuse to get out and explore this country.

All it takes is a bit of extra planning: how much additional gear, what accommodation option (swags, tent or camper-trailer) to go for, where to go first, how long to go for, what to take to keep the young ones entertained, and how to involve them in the whole experience.

It isn’t as dramatic as it sounds though; get the initial plan sorted and tweak it over progressive bush trips and you and your kids will never look back.

PREPARATION IF anything is going to ruin that first 4×4 camping trip with your kids, it will be a lack of preparation. It sounds amusing, but the best way to prep for the first trip is to treat it like a military operation – no, really. And that starts with researching the whole camping-with-children thing. In other words, ask those who’ve already done it, and take plenty of notes of what worked for them, what didn’t and what, if anything, they’d change (allowing for your children’s temperaments/quirks).

The next thing is to source all of the additional equipment you will need, from sleeping gear and clothing to an extra camp kitchen kit (plates, bowls, water bottles, etc.) Bearing in mind how easily things get lost – both in a vehicle and at a campsite – make sure you pack a few spare water bottles and additional cutlery/crockery.

This is a great way for your kids to feel more involved in the bush camping process – even before you head out. Knowing they have their own gear “especially for camping” immediately invests them in the upcoming adventure. For small kids (under 12) there are a number of children’s sleeping bags on the market (we purchased ours from BCF). There’s also plenty of other kid-focused gear including swags (ARB offers two child-sized swags, Ariel and Fourby) and smaller daypacks.

The accommodation option you go for will depend on the age of your kids. For us, with a five-year-old and a 2.5-year-old, a tent or camper trailer is the best bet. Keeping everyone under the same roof keeps the young’uns reassured at night and adds to the adventure as they’re sleeping right next to mum and dad – just make sure the tent or camper trailer includes a large vestibule/covered area, or take an additional tarp.

Nothing will kill the fun of that bush camping adventure more quickly than a day or so of rain, with parents and children all huddled in a small space. Having a large covered area is great for the wet weather, but it also provides space to store kids’ toys, the fridge-freezer, dining tables and more. It is also very handy on particularly hot summer days to ensure you and the kids don’t cop sunburn (of course, pack sunscreen as well).

If you’re bush camping with older kids then things like swags and/or separate tents (basic two-person hiking tents are great for kids who want their own space) are definitely worth checking out (vehicle storage space permitting). For our young family the ultimate bush accommodation would be a camper trailer with an included (large) annex area(s). A camper trailer can house all the family’s gear, as well as additional toys such as bikes, a canoe or a tinnie. The gear you bring for your kids to keep them occupied will be governed by where you plan on camping.

However, there are a few things we’d suggest as absolute essentials, especially when heading out on that first trip. Digital cameras are dirt-cheap these days and, on a recent Red Centre bush camping trip, our daughter Sarah was given a small compact digital camera and loved it, taking photos the entire trip. It didn’t matter in the slightest that the photos were sometimes blurry or tilted, as she was having a great time recording her first outback adventure.

There were three other essentials we gave Sarah in her daypack that we’d recommend for any touring parents: a head torch, binoculars and a diary. The head torch is pretty self-explanatory, providing light for kids to eat their dinner at camp, and for general moving around at night. It also gives them a sense of independence in what can be a confronting environment the first time they’re out bush.

The binoculars were handy when we spotted a bird or small mammal in the distance, and even at camp we’d see them being used to check out our surroundings. The diary was Sarah’s own idea and, even though she’s still getting the hang of writing, she diligently scrawled in the diary every day out in the desert. Like the camera, a diary will bring the kids closer to their bush camping environment as they record the sights during the day. It’s a simple and cheap investment that ups the fun factor.

THE DESTINATION IT would be awesome to head straight out into the desert or tropics for your first bush camping trip with the kids, but if there’s one part of the whole preparation process that needs a bit of extra attention it is where to go first. For that first bush camping experience we’d recommend a national park campground. You will usually find a national park near home, and most of them usually have at least basic facilities including drop-toilets and cleared camping areas. Opting for your first bush camp to be near home also covers any unforeseen eventualities, whether it’s your kids freaking out, or simply that the weather turned rubbish and you don’t want their first camp memory to be of crap weather.

A few weekends of camping in nearby national parks (or caravan parks and campgrounds) is the best way to give your kids that initial taste of bush camping, while also figuring out if your set-up is working how it should. Being able to return to the same place as you try different things is also handy as both you and your children know “the drill” in terms of what’s there, where to camp, and how long from set-up until they are out on their bikes or exploring the nearby bush. Once you’ve nailed the camp set-up, then you can look to longer 4×4 camp trips, knowing that no matter where you go the most potentially stressful component of camping – the actual setting up at camp – will be nearly eliminated.

It’s when looking at new destinations that you can include your children in the planning. If there’s one thing our daughter became obsessed with during our Red Centre adventure, it was the Hema Maps app on my iPhone. Showing Sarah our route on the screen – and then again on a larger paper map once we got to camp – was another brilliant way in which to get her excited about being out in the bush.

Including children in the route-planning, with big maps and photos of the destination that show what is there and what activities they can tackle, is a brilliant way to up their enthusiasm for any trip. Giving them a map of their own that covers said route is also another way of engendering a love for camping.

Some people think a family bush camping destination has to have plenty to occupy the kids, but this would be doing children in general a disservice. You’ll be surprised how easily they can be occupied just exploring the area around camp. And this is where bush camping – as opposed to caravan parks and campgrounds – is a real winner. Simply being in a remote location, whether desert, high country, tropics or beside a wild river, will be amazing enough for kids, especially once they start checking out everything in their new surrounds. From “that big rock over there” to a bird’s nest in a low-lying shrub that the parents haven’t seen, kids will soon find things to keep them occupied in the natural environment.

Once you’re at camp involve the kids in the setting-up process by getting them to make their bed or collect firewood. Being at camp also means you can teach your kids some essential around-camp rules: ensure they know not to go near the camp fire; teach them to zip up the tent fly; to stay away from snakes and spiders; to avoid tent guy-lines so as not to trip; and to help with the washing up of plates after dinner. This immerses them in the whole bush camping culture, where everyone in camp pitches in to get jobs done so they can get back to the more fun stuff of exploring the area.

Speaking of exploring the area, it’s important to try and stay more than one night at each camp. This is where those who have previously travelled one- or two-up with another adult will notice the biggest difference once the young’uns come along: your daily travelling times will be seriously shortened. Little people can only stand being in a vehicle for short periods at a time, so stopping more regularly to stretch legs, give them more food, and change nappies will have to be factored into your trip’s planning. This doesn’t have to be a pain, as stopping for a “rest” means you can tell them about the route you’ve just covered, ask them what they saw when they were looking out the window, and keep them pumped about the big adventure.

Staying a few nights at one camp also means everyone isn’t constantly on the move, and you and your kids won’t become overly tired and, as a result, irritable, which can make any camping trip become a misery. Trying to fit too big a distance in is a big mistake 4×4 tourers can make. And, really, what person doesn’t love kicking back at an awesome campsite for a few days and forgetting about the world you’ve left far behind?

A RETURN ON INVESTMENT If you asked me five or so years ago, before I had kids, what I thought of the whole idea, I would have shaken my head, taken a look at the perceived effort for minimal enjoyment, and simply said “no way”. Yep, it was sheer ignorance. When I look at the many benefits – for kids and parents – that 4×4 touring and camping offers, it’s hard to find a single negative. Even the daunting prospect of that first bush camping trip can be viewed in a positive light, as it gets you out there in the awesome Australian bush.

It gets better fast and, by fully focusing on how much fun bush camping is for everyone each time you pack the 4×4 and head out, your kids will come to see it as an integral part of growing up.

Just get ready for the nagging. Since we got back from the Northern Territory in July we’ve been bombarded weekly with: “When are we going out to the desert again, dad?” I can think of far worse questions to be asked.

I’M SURE I’m like a lot of four-wheelers who carry a Hi-Lift Jack but rarely need to use it.

Must say, though, when you do have to avail yourself of the thing, there is nothing that could take its place. But they remain a pretty dangerous device, meaning you really should get some instruction and practice before the need arises to operate one out in the scrub.

One of their less positive attributes is that they tend to be unstable – the higher you jack a vehicle, the more the instability becomes apparent. Now there are times when you can use that instability to good effect, but most of the time you want a more stable jack, which is when the Bogert Hi-Lift Jack Stabilizer comes into its own.

The US-based Bogert group of companies has spent more than 30 years making workplaces safer and more productive. Their products, designed for farmers, the military and many other applications and industries, serve four-wheel drivers just as well and are every bit as appropriate.

The kit consists of a large, flat plate which the Hi-Lift Jack’s base clips into, while two aircraft-grade cables with brackets and quick-release pins help stabilise the jack. I’ve found the plate is good to use on soft ground with any jack.

Once you have slotted the jack into the base plate and connected the cables to the jack via a quick-release bracket, it’s ready to use. You’ll find it makes the jack a lot more stable and, therefore, a lot safer. It’ll give you years of use – probably for about as long as the Hi-Lift Jack does.

RATED

Available from: www.proquip.com.au RRP: $240 (approx.) We Say: well-made, expensive, reliable.

I’VE been driving a couple of different variants of the new Suzuki Vitara range this month.

Unfortunately with monocoque construction and no low-range or fully independent suspension this new Vitara isn’t a tough 4×4 like previous Vitaras, but it’s interesting nevertheless thanks to two very impressive engines: one representing the present, and one that looks very much like the way of the future.

The automobile’s rise from curiosity to ubiquity in the last 100 years has come off the back of free enterprise. However, in more recent times that free enterprise has been subject to increasing government influence and control. For example, the fact the vast majority of new 4x4s sold in Australia today are diesel- rather than petrol-powered is a result of political decisions made in Europe in the 1990s.

A broad framework of government policies (vehicle and fuel taxes, etc.) that supported diesel engines as a key strategy in the EU’s push to lower vehicle ‘greenhouse gas’ emissions led to a huge investment and consequent rapid advancement in diesel-engine technology. Car companies quickly transformed the diesel engine from dunger to superstar in just a few years, thanks largely to electronic high-pressure fuel injection systems and sophisticated turbochargers.

The knock-on effect is that modern diesel engines are so good compared to petrol engines that few new 4x4s are now petrol powered – and when a petrol engine is offered it sells in tiny numbers.

Still, while one hand gives, the other takes away. The very Europe that instigated the rise in diesel popularity is now moving in a direction that could see diesels consigned to history – ever-tightening exhaust emission standards risk putting the kybosh on the TDi party.

Australia has moved to line up with exhaust emission standards developed in Europe under the so-called ‘Euro’ standards. These standards address many things, but critical to diesel’s future are particulates (soot) and the various oxides of nitrogen collectively known as NOx. Right now the car industry is dealing with Euro 5, which targets particulates with mandatory use of a diesel-particulate filter or equivalent technology. From 2018, Euro 6 targets NOx and will need selective catalytic reduction (AdBlue) or equivalent technology. With new engine designs and specific technology, car makers have E5 and E6 covered for diesels.

By around 2020 even tighter proposed standards in Europe and the USA will make the game even tougher for diesels – so much so that many car companies are now saying enough is enough and they won’t be able to build diesels that comply with future regulations.

There is good news, though, and it’s plain to see behind the wheel of this new Vitara and its turbocharged petrol engine. Most telling was driving this turbocharged petrol engine back-to-back with the optional turbocharged diesel, a modern Fiat design backed by a sophisticated six-speed dual-clutch sequential gearbox (GSG) – effectively a contemporary ‘best-practice’ diesel powertrain.

Both engines are fours, the petrol a 1.4-litre and the diesel slightly bigger at 1.6 litres. The diesel claims 88kW at 3750rpm, while the petrol claims 103kW at 5500rpm. As expected the diesel offers far more peak torque, 320Nm against the petrol’s 220Nm.

But there’s a qualifier: the petrol’s 220Nm is delivered over a spread of engine speeds from 1500rpm to 4000rpm; while the diesel’s 320Nm peaks at 1750rpm and declines thereafter. That the petrol engine makes good torque at higher engine speeds than the diesel is why it ends up making more power.

On-road the diesel is grunty, while the petrol is zippy and ultimately quicker. It’s also more refined, smoother and quieter than the diesel. On give-and-take undulating roads the diesel’s DSG holds onto the taller gears better than the petrol’s six-speed torque-convertor auto, but there’s not much, due in part to the torque convertor’s ability to unlock and ‘slip’ – which the diesel’s DSG can’t do.

After more than a week in identical conditions the diesel used a thrifty 5.5L/100km, while the petrol used 6.5L/100km. An excellent result, even if the petrol does ask for 95RON. If diesels follow the dinosaur there’s much to be said for new-gen petrol turbos, designed for broad torque rather than high power.

IT MIGHT seem like a long bow to draw, but the two 4x4s on these pages actually have quite a lot in common.

However, there’s a huge difference in price – more than $40,000, in fact. The Mahindra you see here has a drive-away price of just $32,990 and comes with a three-year, 100,000km warranty. The best dealer-sourced pricing for this LC79 LandCruiser, however, is a whopping $74,290.

Neither truck is perfect, but the Toyota has the runs on the board in terms of reputation, and durability. We’re not suggesting the Mahindra Pik-up is any better than the Cruiser, but is it $40K better?

SHORT ON GEARS THE move to the 4.5-litre 1VD-FTV bent eight has given the Cruiser a bucket-load of torque – 430Nm from 1200-3200rpm – and more potential power at 151kW. But this is hamstrung by a very low-geared five-speed manual, which sees the Cruiser screaming its head off at highway speeds. That said the Euro 5 update of Toyota’s workhorse, due about now, will see a taller fifth gear, plus more airbags and electronic stability control and traction control. But those changes will also see even more added to the already high sticker price.

The wider front axle to accommodate the big diesel also left an unchanged rear axle track that doesn’t do much for the Cruiser’s handling when lugging a load. Perhaps the biggest boon for the Cruiser is its effortless 3500kg towing capability. It remains the best original-equipment vehicle on the Aus market for towing a big weight a big distance.

The Mahindra sports a modest AVL 2.2-litre four-pot common-rail turbo-diesel that provides 88kW/280Nm, as opposed to the Toyota’s 151kW/430Nm, but it will tow up to 2.5 tonnes and can haul a one-tonne payload on its back. Just don’t try to do both at the same time.

The Pik-Up’s body, like the LandCruiser’s, sits on a ladder-chassis frame and, in single cab form, handles the same size tray as the Toyota. The frames are near identical. However, where the LC79 uses a coil-sprung live-axle front end, the Pik-up opts for torsion bars.

FIRST TEST BOTH use a five-speed manual gearbox and a two-speed transfer case; in the case of the Mahindra it’s a BorgWarner electric shift. The Toyota still uses an extra stick and free-wheeling hubs.

Mahindra is keen to point out that while the 4WD selector is a dial, it’s not shift-on-the-fly; try it and you’ll eventually break stuff. As our test LC79 was a top-of-the-range GXL, it arrived with diff-locks front and rear. The Mahindra features an Eaton auto locker on the rear diff as standard kit. The Pik-Up also gets cruise control, the Cruiser doesn’t.

The Pik-Up is squarely aimed at the agricultural market as a cheap farm ute. However, my experience with the subcontinent’s fourby has shown it to be quite a surprising and honest little package. The term “as honest as yoga pants” springs to mind. Just to inject a little real-world relevance to this comparison we also added a 400kg payload to each vehicle to make them work a little harder.

First stop was some bog holes in the Beerburrum State Forest to test the traction and fording capabilities of both trucks. The result was a one-all tie, with both trucks getting stuck. Ground clearance, or rather a lack of it, is the Mahindra’s biggest issue; the torsion bar front end is protected by bash plates but it still runs aground quite easily.

I got the Cruiser stuck after losing momentum and having to resort to using the diff-locks, by then it was all over traction-wise. The only issue with the diff-locks in the Toyota is that you have to be in low-range to select them, and they only engage when the wheels spin.

This may not be a big deal if you are crawling slowly through terrain that you know, but if you’re rumbling along in 4H and hit a soft patch, as I did, you’ll lose all momentum before you can grab the lockers. That is, of course, always bearing in mind that you shouldn’t try and engage any diff lock while the wheels are spinning. The auto locker in the Pik-Up works in all ranges, including 2H, and will help you keep moving before things get dire.

On the open road to Maleny in the Sunshine Coast hinterland, the Cruiser made good use of its prodigious torque on the hills, but that didn’t stop my mate Allan dropping a couple of cogs in the Mahindra and overtaking me on the drag up the hill from Landsborough.

The stiffly sprung Cruiser handled the load quite well, with not too much body roll. But the Pik-Up understandably rocked and rolled quite a bit more. Dampening is an issue for the Indian-built ute – some aftermarket shocks would take some bounce out of the Mahindra over the rough stuff.

PADDOCK PLAY WE hit the farm to give these two trucks some bush playtime. It’s easy to see why the Cruiser is so popular in the paddocks – it just feels planted when off the track. Feedback through the steering wheel is excellent, and it doesn’t keel over much with a load on undulating terrain, though it would be better with a wider rear track.

The notchy truck-like gearshift of the Toyota is easy to live with in this environment, and the big bent eight is happy to lug along quietly at any speed.

The Pik-Up had more of a tendency to keel over on its suspension, but nothing startling. The gear-shift in the Mahindra is pretty vague and has a huge throw, but the key to getting the little red beast over rough country is to keep the revs up; make sure you’re in the right gear and stay in it. The Toyota is understandably more forgiving in this department.

Ground clearance also played to the Toyota’s advantage among the rocks and tussocks. The Cruiser would still cock a leg when clambering over embankments, but the Mahindra was more prone to showing daylight under its nether regions.

SAND ’N’ SURF A ROMP on the beach at Bribie Island played to the Mahindra’s strengths – this thing just loves a squirt on the sand. With tyre pressures down and a bootful of revs, the Pik-Up happily clambered along the tracks and trundled comfortably along the beach. In this environment the Cruiser feels a lot less nimble. It roars through the soft stuff where the Pik-Up seems a more relaxed drive.

Sure, the Toyota remains the pick of the two, but at a huge premium. That premium does

give you a massive dealer and parts network. Plus there’s the resale factor based largely on a formidable reputation earned over more than five decades in this country. Call it the Toyota Tax, if you will.

RESALE EQUATION SHOW me a used LC79 anywhere near the price of a new Mahindra and I’ll show you a truck that has spent its working life in muck up to the door handles on a mine site somewhere. The Mahindra’s resale, however, disappears into the basement as soon as you drive out of the dealership.

The Pik-Up is a tough little customer and I suspect time will prove it to be quite a durable jigger. It’s a basic, simple design that holds little in the way of surprises. A set of aftermarket shocks, an air-bagged rear end and some torsion bar adjustment would easily crank up the ground clearance of the Pik-Up while also addressing the bounce. There’s even a power chip available for it. Let’s face it, how many people leave their 4x4s completely stock anyway? That still leaves a lot of change from Toyota-type money.

It mightn’t be cool, and it may even strike some as odd, but the Pik-Up provides some bang for your buck.

MAHINDRA PIK-UP 4X4 Engine 2.2-litre mHawk 4-cylinder common-rail turbo-diesel Power 88kW @ 4000rpm Torque 280Nm @ 1800rpm Payload 1000kg Towing 2500kg (braked) Warranty 3-years/100,000km Price As Tested (drive-away) $32,990

TOYOTA LANDCRUISER LC79 GXL Engine 4.5-litre 1VD-FTV 8-cylinder turbo-diesel Power 151kW @ 3400rpm Torque 430Nm @ 1200-3200rpm Payload 1000kg Towing 3500kg (braked) Warranty 3-years/100,000km Price As Tested (dealer sourced drive-away) $74,290

To see how these 4x4s performed watch the Mahindra Pik-up vs Toyota LC79 video review.