IT’S that time again, folks. So grab a coffee – or a coldie – and sit back and enjoy the November issue of 4X4 Australia.

Inside you’ll find a killer custom GU Patrol ute that was once a wagon; a four-wagon comparo taking place on the CSR’s red dirt; a custom JK Wrangler that Jeep should have already built; and we take our first dance with the new Trailblazer.

We also reveal which dual-cab ute is the best at towing and carrying heavy loads.

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

Here’s what’s inside the November issue:

FIRST DRIVES: HOLDEN TRAILBLAZER & GREAT WALL STEED Can two of the newest entries into the 4×4 stables leave lasting impressions?

WILD TRANSFORMATION Nissan GU Patrol cops a ute chop and gets a 5.7-litre LS1 V8.

WHEN THE DUST SETTLES Prado, Fortuner, MU-X and Everest duke it out on the Canning Stock Route.

GOLD NUGGET Murchison Products in Queensland has created a wildly modified JK Wrangler pick-up. We took it for a spurt as part of Murchison/AEV’s weekend expedition.

ULTIMATE LOAD AND TOW TEST We strapped down 800kg in the tray – and then attached a forklift to the towbar – of seven popular dual-cab utes to find out which one has the best pulling power.

ALL ABOARD Following the route of the Old Ghan Railway from Marree to Alice Springs, in a couple of Fords.

DAY TRIPPIN’ Take a day trip from Brisbane to the remote and peaceful Conondale National Park.

GREAT LAKES Pack the togs and fishing gear, and head to the Great Lakes region of NSW.

4X4 GARAGE: DANA AUSTRALIA Part 1 of the 4X4 Garage takes us to event sponsor Dana Australia’s Melbourne facility.

THE REST We put more aftermarket products under the microscope, plus we catch up with three generations of workers at Berrima Diesel in NSW. We explain how to safely and easily clear a path with a chainsaw, and we also provide an in-depth look at differentials. Ron Moon tackles the feral dog dilemma, Dean Mellor explains how classic 4x4s are making a comeback, Roothy jumps from swags to rooftop campers, and Fraser takes a look at Infiniti’s variable compression ratio engine. Plus, there’s heaps more inside!

So many people tell me I have the best job in the world because I get to drive all these flash 4×4 vehicles and visit so many amazing places.

They’re probably right, as it’s not a bad gig at all. One thing I truly enjoy, and one that many folks don’t see, is the amount of clever and innovate products we get to play with.

Gear for 4x4s, kit for camping, outdoor clothing, technology, the list goes on. It’s amazing just how much of it is designed and made right here in Australia.

Here at 4×4 Australia we’re pretty proud of the fact that our magazine, the one you’re reading right now, is produced in Melbourne and printed in Sydney; keeping Australians in jobs and allowing us to deliver the best product possible. You might be surprised how many supposedly Australian magazines and newspapers are not wholly produced here.

Yes, we often bring you off-road trips from other countries because many people like to broaden their horizon and travels by exploring other places and cultures.

Sure, we use and review some products that are not made here, but at the end of the day we’d always recommend a locally made piece of gear over anything else; so long as it’s as good if not better than the overseas stuff.

That’s one of the best things about working on an independent 4×4 magazine. We don’t try and sell you anything but our magazine. We don’t import cheap products and try to sell them up against the superior Australian engineered and/or made stuff. We don’t have to bow to the will of any sponsors or owners. 4×4 Australia is its own thing – independent, unbiased and proudly Australian produced.

If you dig into the world of publishing you’d find that 4×4 Australia is owned by Bauer, a huge German family-owned media company. But that doesn’t really effect what we do here at the coal face. We can still call things as we see them and say what we think about vehicles, places, products, whatever. If something is crap or not up to spec, we’ll say it is so long as we can justify our comments. If that costs us an advertiser then so be it. If the product doesn’t deliver what it should or claims to, then they need to lift their game.

Likewise we’ll look at products we like from companies or manufacturers that don’t advertise in our magazine. If it’s good stuff, does what it should and we like it, then we’ll say as much.

That’s the beauty of being truly independent; the people that write the words you read on these pages, or on our website, don’t kowtow to anyone. It’s something few publications can honestly do today and we appreciate that freedom. I hope you appreciate what it allows us to give you.

WHEN news and pics surfaced last week of the Hennessey Performance-tuned F-150 VelociRaptor 6×6, we started thinking about the best 6×6 rigs. So, here are six of the best 6x6s:

HENNESSEY PERFORMANCE VELOCIRAPTOR Let’s start with the rig that inspired this list.

US tuner Hennessey Performance has sprinkled its magic touch over the yet-to-hit-the-market V6 Ford F-150 Raptor to create one hell of a machine.

Highlights of the 6×6 concept – priced from a whopping US$295,000 – include a tweaked EcoBoost engine that generates more than 600 ponies (450kW), and an extra driven axle at the rear.

It also includes: 6×6 locking rear axles, upgraded Fox suspension, upgraded 20-inch wheels and off-road tyres, special front and rear bumpers, a rollbar, and LED lights.

A 600hp+ upgrade (US$22,500) will also be available, and includes upgraded twin turbochargers, stainless-steel exhaust mods, upgraded front-mounted air-to-air intercooler, and a retuned factory computer.

WILD BOAR OFF-ROAD’S JEEP WRANGLER HELLHOG What do you get when you transplant a wild Hellcat V8 into a 6×6 Jeep Wrangler? A ridiculous off-roader that costs in excess of US$300,000!

The Hellhog’s blown Hemi pushes out enormous grunt (562kW/915Nm) thanks to the help of Dakota Customs, who fettled the boost and tune.

Heavy-duty Mopar Dana 44 diffs were required front and rear to cater for the surge in performance. These work in tandem with a Ford nine-inch pass-through diff.

Plenty more work has been put into this unbelievable machine. Read the Jeep Wrangler Hellhog’s full review here.

79 SERIES BATTLE CRUISER We just couldn’t leave out APV’s deadly long-range patrol vehicle (LRPV).

With an overall length of 6.7m, APV’s 79 Series LandCruiser LRPV dwarves a stock 79 – and the battle-ready Cruiser’s 4.5-litre V8 has no issues lugging the rig’s heavy 4700kg kerb weight.

Plus it’s got its own 360-degree weapons ring! Full the APV LandCruiser review here.

MDT SOUTHERN SCORPION GEELONG-based Multi Drive Technology engineered a 6×6 from a new LC79 double cab-chassis.

In-house jobs done to the Southern Scorpion include MDT’s six-wheel-drive conversion, a chassis stretch, widened rear track, and a fabricated styleside body.

For a rig like the Southern Scorpion, you’re looking at about $180K. Read the complete review here.

MERCEDES-BENZ AMG G63 AMG’s G63 AMG 6×6 first broke cover back in 2013.

The left-hand-drive-only rig was produced in extremely limited numbers and wears an incredibly expensive price tag – when it was launched that number was in excess of $550,000.

A 5.5-litre V8 generates 400kW/760Nm and launches the monster to 100km/h in 5.9 seconds.

MERCEDES-BENZ G-WAGEN In 2007, the Australian Defence Force ordered a mix of this purposely designed war rig in 4×4 and 6×6 configurations. In 2012, vehicles began entering service.

The all-terrain reconnaissance warrior is powered by Merc’s 3.0-litre turbo-diesel engine.

The 6×6 version has a payload capacity of 3000kg. It’s fitted with a front weapon mount and rear weapon ring.

PHOTO CREDIT: www.military-today.com

If you think we may have overlooked a ripper 6×6, let us know on our Facebook page.

WITH the warmer months just around the corner, it’s time to get your rig in tip-top shape.

Regardless of whether you’re an experienced remote-area tourer or a first-time adventurer, there’s always something you can add to your off-road repertoire.

So for this instalment we’ve assorted a range of aftermarket products that’ll make your next off-road venture that little bit easier.

HELPING HAND YOU’LL be getting your mates out of mischief in no time with Sherpa 4×4’s new 17,000lb winch called The Steed. The heavy duty winch is designed, assembled and tested in Australia, so it’s made to withstand everything the harsh Aussie outback throws at it. The 6.6hp motor coupled with a three-stage planetary gearbox will make light work of whatever needs recovering. It’s compatible with almost all 4x4s and winch bars, and it’s available in 12- or 24-volt. There are synthetic rope or steel cable options available. RRP: $949-$1299 Website: www.sherpa4x4.com.au

TOW, TOW, TOW YOUR BOAT THE recently released Tow-Pro Classic from Redarc offers a single (user-controlled) mode of braking at the turn of a dial. Simple to use and easy to install, the next-generation brake controller has the power to stop you safely and comfortably when towing caravans, camper trailers, horse floats and boats. It’s suitable for 12-volt vehicle systems and is AL-KO ESC and Dexter Sway Control System compliant. It’s also able to operate electric and electric/hydraulic trailer brakes without manual selection, while the remote head can seamlessly be mounted in the cabin. It comes with a two-year warranty. RRP: $275 Website: www.redarc.com.au

VICE CITY WILTON’S All-Terrain Vise lets tradies turn their 4x4s into portable vice stations. The high-strength vice simply connects to a standard two-inch tow bar hitch. It can be transported from job to job and it’s ready to lock down as soon as you get there. Features include a hitch pin for security, a patented 360-degree locking handle and screws designed to fit tightly and limit vibration when driving. The lightweight vice is easy to carry and comes with a lifetime guarantee. It can be mounted in the tray of your ute or truck. RRP: $289 Website: www.intercoequipment.com

SOLAR POWER RELYING on mains power at a campsite is a thing of the past with the release of Redarc’s solar blanket range. The range includes three black solar blankets with SunPower cells in 115-, 150- and 190-watt power ratings and a flexible 112-watt red solar blanket with an Amorphous cell. The portable and lightweight blanket range includes newly designed solar regulators with Anderson SB50 connectors available in 10, 20 and 30amp models. A large three-inch backlit LED display allows you to monitor the solar panels, battery and system information. The blankets are backed by a two-year construction warranty and five years for the cells. RRP: $1500 (approx.) Website: www.redarc.com.au

CURVE BALL COOLDRIVE Distribution has welcomed Ignite’s curved single-row LED light bars to its range. The curved light bar range is available in three sizes. Complementing the existing Ignite straight single-row LED light bars, the curved design provides a wider beam angle and improved aerodynamic efficiencies. Three different beam patterns are offered: spot (pencil), flood (spread), and a combination beam. The compact and lightweight 6063 extruded aluminium casing features a black anodised polyester powdercoating that is UV stabilised. While an IP68 rating protects against dust, moisture and water pressure. More features can be found on CoolDrive’s website. Website: www.cooldrive.com.au

DAWN OF THE DEAD THE new Jump Start Kit (UPP120) from Uniden is a must-have travel companion. It enables users to self-sufficiently recharge a flat car battery, power up a variety of devices and even adjust tyre pressure. A powerful 12V portable battery pack and a set of jump cables allow users to supercharge a flat battery. It has a lifecycle of 1000 discharges. In addition, motorists can inflate their own tyres while on the road with the help of a compact air pump with pressure gauge and an in-built air hose. The kit also packs a 2-1 mini USB/micro USB cable and an LED flashlight. Looks too small to be true. RRP: $199.95 Website: www.uniden.com.au

HOW MUCH JUICE? STAY on top of your battery’s life with an Ironman 4×4 12V Digital Battery Monitor. The new monitor displays a digital readout for both main and auxiliary batteries. To ensure your batteries are healthy the Ironman 4×4 monitor shows if either battery is undercharged (11V) or overcharged (15v). There is also a built-in auto dimming feature. The monitor can be used with dual or single battery set-ups. A mounting kit is also included. RRP: $135 Website: www.ironman4x4.com

GOT THE CHILLS KEEP those beers chilled in an Opposite Lock portable fridge/freezer. OL has added two fridges – a 42-litre and a 70-litre – to its range of accessories. The ideal travel partner is designed with attractive stainless-steel cabinets. Both fridge/freezers feature a durable polyurethane foam insulation, which provides top-class insulation. The units also feature a Snomaster 66W refrigeration compressor, an interior LED light, 12V/24V/240V power, and an insulated transit bag. They’re fully supported with a nationwide five-year national compressor warranty and a two-year national parts warranty. RRP: $1249 (40L); $1549 (72L) Website: www.oppositelock.com.au

BLOWIN’ IN THE WIND HERE’S one way to rid your rig of leaves and muck: blow 270km/h air at it, with Bosch Blue’s new versatile cordless blower. Sure, there are better ways to clean your rig, but the blower has many more uses around the house or worksite. Its great for starting campfires for example. The 18-volt Professional Cordless Blower weighs in at a lithe 1.4kg and is only 523mm long, so it’s easy to lug around. The German-engineered blower is great addition to the tray of any 4×4. RRP: $129 Website: www.bosch-pt.com.au

Kids are going to go bananas for these sugary treats.

Banana Parcels

Ingredients 4 to 6 bananas split lengthways or sliced 1 small packet of white marshmallows roughly chopped (or miniature marshmallows, if you can get them) ½ cup of caramel topping 2 tbs of orange juice Choc bits or pieces Toasted, flaked or slivered almonds (or toasted crushed mix nuts)

Instructions

• Combine the sliced bananas, marshmallows, caramel topping and juice in a bowl and gently mix.
• Distribute the mixture into 4 to 6 pieces of foil. Wrap and seal each piece.
• Barbecue or grill parcels over a medium heat until heated through.
• Unwrap and sprinkle with choc bits and nuts before serving.
• Hint: You could add other toppings such as chopped strawberries, walnuts, pecans, granola or toasted muesli.

Banana Waffle Cones

1

Ingredients Peanut butter Nutella chocolate spread or caramel topping Miniature marshmallows (or chopped marshmallows) Chocolate chips Sliced bananas Sliced strawberries Toasted almond flakes or slivered almonds Toasted, crushed mixed nuts Waffle cones

Instructions

• Line each cone with your choice of peanut butter, Nutella or caramel topping (or go the whole hog and use them all).
• Fill each cone with layers of your favourite toppings and then tightly wrap each cone with foil, making sure each parcel is sealed well.
• Place on a medium-heated grill/barbecue for 3 to 5 minutes, turning occasionally; or place on a grill over a campfire for about 3 to 5 minutes or until the chocolate and marshmallows have melted (if at home, you can bake them in your oven on a medium heat, 180°C, for about 5 to 7 minutes). Don’t overcook them or the waffle cones tend to soften.
• Unwrap and enjoy.
• Melted marshmallow can be very hot. So, be careful to ensure the kids don’t burn their mouths.

Also, if you have an over supply of bananas, peel and cut them into 4 to 6 pieces each, and then place them in a freezer bag. Mark the bag with the day’s date and store in the freezer for 1 to 2 months. Frozen bananas can be used for smoothies and shakes.

• Update 1
• Update 2

We haven’t seen much of the Australian-designed and engineered wagon since then, but we’ve remained keen to spend some more time with it and see how it performs over some outback kilometres.

So when Ford Australia’s offer of a three-month Everest loan coincided with the annual Finke Desert Race in the Northern Territory, we jumped at the opportunity to seek out the red dust and stunning sunsets.

The white Trend lobbed to our office with 10,000km already on it, so it was well and truly run in. The run to Alice Springs for the Finke race was just days away, so we sought out a set of more durable tyres than the OE offering.

Fortunately for us, Cooper Tires had just released a new size in its A/T3 range: 265/60R18s. These are just right for the Trend, with the added durability of Light Truck construction and the traction of an All-Terrain tread pattern.

Some of our writers have had great results with the Cooper A/T3S, with unbelievable mileage, so we were pretty sure they’d suit the Everest without upsetting its on-road ride and dynamics.

The on-road ride and refinement had been instrumental in the Everest’s success at 4X4OTY, and these traits were still at the fore as we loaded it up with camping kit and left Melbourne early on a winter’s morning. The relaxed gait of the five-cylinder diesel engine coupled with the six-speed auto transmission had the Ford cruising comfortably; we were in a similar state as we rolled into Mildura for breakfast.

Melbourne to Mildura is a relatively tedious drive, but it was made easier by the great driving position, dual-zone climate control and quality sound system. However, our re-acquaintance with the Everest reminded us of a few complaints we had with its interior design. Firstly, the lack of reach adjustment on the steering column means that the tiller is too far away for long-legged drivers. Secondly, the HVAC controls are a poor design, with small buttons positioned too low and in a dark part of the centre console.

It would have been so much better if the volume and tuning dials of the audio system were located up higher in the centre stack near the A/V screen; and the temperature control dials, not buttons, could go in the space vacated by them.

Our aim was to break the back of a long drive and put as many kilometres behind us as possible on the first day, and it seemed like no time before we rolled into Peterborough to enjoy a couple of well-deserved coldies and a country feed.

From Peterborough it was a long morning’s drive before we grabbed lunch at the historic Farina bakery. This place is a must-see location, operating among the ruins of the old township just south of Marree. It was great to see the work done by the volunteers here, and we grabbed a pie from the age-old underground oven.

Marree was the starting point for our adventure drive along the old Ghan Railway Line up to Alice Springs, which you’ll read about in next month’s magazine. The Oodnadatta Track had just re-opened after a few days of rain and we were anxious to see how the Everest handled the outback roads.

Stay tuned.

Specs Total distance: 14,350km Date Acquired: May 2016 Price: $60,990 Distance this month: 4290km Av fuel consumption: 10.9L/100km

UPDATE 1

The Everest gets the ultimate Oodnadatta experience

UNLESS you read the magazine from back-to-front, you would have seen that our Ford Everest has worked its way up the Oodnadatta Track to Alice Springs.

Last month we left off at Marree, which marks the start of the track and also where it meets the Birdsville Track. From there we travelled north, taking in the usual tourists sites at the various railways sidings: Coward Springs, the William Creek Hotel and the Pink Roadhouse.

Heavy rainfall the weeks preceding our trip had closed the Oodnadatta Track, but it was opened just days before we left Peterborough. It was still closed north of the Pink Roadhouse – where the track veers west to meet the Stuart Highway – due to flooding, which suited us as we had planned to follow the line of the Old Ghan Railway to Finke and then on to Alice.

Stopping at the Roadhouse for fuel, an ‘Oodna Burger’ and some local info revealed that many travellers heading to the Finke Desert Race had passed through the open roads earlier in the day. Even though the roads were open, they were still very wet in places and the muddy conditions gave us the chance to sample the Everest’s Terrain Management System (TMS).

The Everest’s full-time on-demand-drive system works almost like a two-wheel drive set-up under normal driving conditions, with very little drive being sent to the front axle. It’s only when wheel-slip is detected at the rear axle that the system sends more torque to the front wheel. This is reactionary and there is a bit of a delay in how quickly it works – enough of a delay to get you stuck in the wrong conditions.

To avoid the delay and reduce the risk of getting stuck, the driver can select one of the off-road modes in the TMS: Snow/Mud/Grass; Sand; or Rock. You can feel the differences in the TMS system by flooring the throttle on wet grass or another equally slippery surface.

In Normal mode, the rear wheels slip before the front wheels take up the slack and pull you forward. In any of the off-road modes the drive to the front is instantaneous and doesn’t allow the rear wheels to slip as much.

Snow/Mud/Grass mode was selected for the slippery conditions, and we either mashed it through the mud and ruts or worked our way around the detours that had been formed in places where the track was impassable. Needless to say, the Everest got us through – helped by the more aggressive Cooper AT3 tyres we’d fitted to it.

One complaint about the TMS is the dial used to select the mode. Instead of having four detented positions, it is infinitely adjustable both clockwise and anticlockwise. So instead of being able to select a mode by feel without looking away from the track, you need to divert your gaze to see what mode it is in. To its credit, the TMS mode is displayed on the gauge binnacle as well, but it would be much nicer if you could do it with a simple turn of the dial.

After a couple of days in Alice Springs, and following the Finke off-road race, the Everest returned to Melbourne via a tour of the West MacDonnell Ranges, Kings Canyon and Uluru.

UPDATE 2

They say time flies when you are having fun, and three months with the Everest have already come to an end

HAS IT really been three months already? They say time flies when you’re having fun, and we’ve had our share of fun with the 4X4OTY-winning Everest Trend. And like all of our long termers, we’ll be sad to see it go back.

Since returning from its epic Red Centre expedition, the Ford Everest has been on commuter duty in Melbourne. It serves this purpose well, as it’s spacious and comfortable, and the heater warms up quickly in the mornings. It makes weekend escapes easy, too, as the cargo area takes a pushbike and a bit of gear with the second- and third-row seats folded flat.

The rear seats also accommodate passengers – ideally, two adults in the second row and kids-only in the third row. Limit it to that and there shouldn’t be any complaints from the back. On the outback trip, one of our adult, second-row-seat passengers mentioned that the seat belts tightened up uncomfortably over the rough roads, and it was tricky to get them to release.

The city grind is much different to outback touring, but we still appreciate the large glasshouse of the Ford that provides good visibility for the driver when pulling out of side streets – though we still we prefer the view of wide-open bush plains on the other side of the glass.

The urban slog is also harsher on fuel use than the open road, and around town we’ve averaged 13.2L/100km in the stop-start stab ’n’ steer environment. That equates to an average of 11.1L/100km over our three months with the Trend, which isn’t bad considering its size, weight and the heavier Cooper AT3 tyres we had fitted to it.

The Cooper tyres have been faultless, enduring the rocky outback tracks and remaining quiet on highway and city roads. Any noise is certainly cut out by the Everest’s clever active noise cancelling system, which adds to the excellent overall refinement of the wagon.

We’ve tested the Everest under many different conditions, and the past three months has reinforced our decision to award it our 4X4 of the Year accolade.

Five things I don’t go off-road without

1. My Toyota Hilux As a kid I was a Scout, and in my uni years I backpacked a bit. I’ve tested many new cars and 4x4s in 25 years and I’m involved in motorsport. All of that has taught me lots: environmental respect, the importance of simple, sensible design and the benefits of light weight. That design philosophy is here in my Toyota HiLux. It’s equipped with everything I need for a bush or desert trek and pops ’n’ packs in four minutes. I’ve taken it plenty of places – High Country, Simpson, Moreton – in my role with 4X4 Australia.

2. Air compressor and gauge What’s more useful than a snatch strap? An air compressor! Tyre pressure is one of the most overlooked recovery aids for off-road driving, ever. A pump is essential, as is a good tyre pressure gauge. I also carry a string-type puncture repair kit. From bush to freeway, it’s all had a good workout. Your tyres are your link to the terrain, so spend wisely on them – and on their maintenance, too – before you buy all the brightly coloured hero gear.

3. Firelighter It’s not much fun when you’ve set up camp, cracked a sunset beer and have a beaut steak to cook… and no way to light your fire. It’s worse if it’s raining and you’ve been winching up the Victorian High Country’s famously soapy clay. Yep, been there, done that! So I always carry two zappy fire lighters. Not only are they more reliable than matches or a conventional ciggy lighter for starting your stove, they’re great for burning your dunny paper before you bury it, too. Bush streamers are disgusting.

4.Beer Like many travellers, I’ve seen plenty of morons in the bush, loaded-up on beer or bourbon and putting on a show for their mates’ cameras with wrecker-spec trucks. But the idiocy of some doesn’t prevent me having a relaxing drink – or three – if I’m perched high on a mountain, or sheltered in a lush valley, staring at the golden-red glow of a warm campfire with a group of good mates. Mine’s Tooheys; cans not bottles, because having broken glass around vehicles isn’t too sharp, is it?

5. Camera Even for a journo, I don’t take many pics. Work-wise, I almost always have professional shooters around me that have more experience and can do a better job.

And not having kids means I’m not trying to catalogue their lives for their 18th birthday happy snaps! Plus, when I began in magazines, it was $1 per pic. I soon learned you could smash a week’s wages in one afternoon if you were being blasé with the button. I’m re-discovering photography with my little Olympus.

FAVOURITE 4X4 DESTINATION

I grew up in Sydney’s outer fringes, climbing on the honeycomb-coloured bluffs of ancient Hawkesbury sandstone and catching cicadas from gum trees. I’m lucky enough to have parents who took me on holidays in the NSW Snowies and today, I try to visit this beautiful region for a few nights’ camping each year. But after being a spectator/journalist at Australian Speed Week in 2010, I decided to participate in this top-speed event held on the dry salt of South Australia’s Lake Gairdner. It’s an outback trek and motorsport. Excellent! I’ve run a VW there three times. Participating is equal parts privilege, pain and passion.

YOU CAN get bogged in mud, ruin your 4×4 in river crossings and destroy your panels in the rocks, but when it comes to life-threatening situations, steep ascents and descents well and truly have a monopoly.

More often than not they’ll be covered in loose, scrabbly rocks, with a pants-browning cliff to one side, and they’ll gradually get steeper – meaning the gear you need at the bottom isn’t the same as the gear you need at the top. It’s a dangerous cocktail of lethal proportions that requires absolute control at all times.

So what do you do when you find out halfway up a hill you’ve bitten off more than you can chew? Well, you can chew faster and hope you get lucky, or you can take the easy option and head back to the bottom for a second, more educated attack. We like doing things the smart way around here, so we strongly advise you take the second approach. Believe it or not, it’s easier than you might think.

STEPS

1. IDENTIFY THE SITUATION SITUATIONAL awareness can be a life-saver when off-road. Whenever you’re driving in potentially dangerous situations it’s vital to be aware of your vehicle and surroundings. Can you hear the engine labouring? Are the RPMs slowly but steadily dropping? Is the track about to take a steep turn that might see you sliding backwards towards a cliff? If so, it’s time to bring the hill-stall recovery into action.

2. STOP THE VEHICLE ONCE the situation begins deteriorating you’ll need to stop. Before jamming on the brakes, look around for a spot to secure your 4×4. If you’re in a convoy, think what stopping means for vehicles behind. When you’ve decided where you want to come to rest, gently take your foot off the accelerator and apply the brakes until the engine stalls, keeping your foot off the clutch. You can rely on the engine’s compression braking to provide another fail-safe to stop you rolling backwards.

3. SECURE THE VEHICLE YOU’VE got two methods to secure the 4×4. One is the engine. Unless you’re driving a compressionless 30-year-old LandCruiser, it should be able to hold you in place, even in high-range. You’ll also have your foot on the brake, but taking your foot off the pedal is a gamble. Pull the handbrake on as far as you can, without it being awkward to release. If you’re in that one-in-a-million situation you may still slide backwards as you stall. If that’s the case, see the ‘When it all goes wrong’ breakout (bottom of article).

4. GRAB REVERSE WITH your foot on the brake holding the vehicle steady (first stopper), in gear (second stopper)and the handbrake acting as your fail-safe (third stopper), gently depress the clutch and slot the gearbox into reverse. When you’re heading back downhill you’ll want as much control as possible. So if you were in high-range when you stopped, now is the time to select low-range.

5. IDENTIFY WHY YOU STOPPED IT’S very rare to find yourself in trouble when adequately prepared. In fact, most situations like this arise because the gentle incline you started driving up in 2WD slowly got steeper. With your 4×4 sitting secure, now’s the time to identify the issue and correct it. Selecting a lower gear, engaging low-range, locking in the hubs and airing down the tyres is normally enough to get you back in control and ready for the descent.

6. PLAN YOUR ESCAPE NOW is the time to plan your escape. It’s important to identify exactly where you intend to stop. Is there a side track you can steer into and turn around? Will you need to negotiate a tricky section of track in reverse? Are there any sharp corners you’ll need to plot your way around? If the track behind you is anything more than a straight run backwards, you’ll need a plan for each obstacle. If your passenger is able, it’s a good idea to have them walk back down the hill beside you as a second set of eyes.

7. LET THE BRAKE GO WHEN you’re ready to start heading backwards you’ll need to slowly rest the vehicle’s weight on the engine’s compression again. Start by releasing the handbrake; it’s generally on your least dominant arm and difficult to precisely control when releasing. Next, slowly release the brake pedal until you feel the weight transferring from the brakes to the engine.

8. START THE ENGINE TURN the key and start the engine, with your right foot covering the brakes, your left foot off the clutch, and the 4×4 in reverse. It may hesitate to turn over, but when it starts you’ll be driving backwards. Stay off the brakes and use engine braking for a controlled descent. If you’re uncertain reversing, looking over your shoulder is a sure-fire way to get disorientated. You’re better off using both mirrors, with both hands on the wheel. To go right, pull the steering wheel down with your right hand; to go left, pull the wheel with your left hand.

9. PICK A REFERENCE POINT NO MATTER how good you are at driving, sometimes you can lose vision when reversing, especially on the outside of a turn or on very rough terrain. Remember, if you were able to drive through the track in the first place, you know there’s enough room. Pick the side you can see and stick to it as closely as possible. You’ll be guaranteed to stay away from any potential dangers on your blind side, even if you can’t see them.

10. TRY SOMETHING DIFFERENT ONCE you’re safely at the bottom of the hill it’s time to plan your method of attack. If it’s not vital to get to the top, sometimes it’s easier to simply take another route. Otherwise, try doing something different on your second approach. Reassess what made you unsuccessful on your first attempt; it may be as simple as picking a different path, using a lower gear, lowering tyre pressures, or even just locking the hubs in.

WHEN IT ALL GOES WRONG

TRY as you might, sometimes things just go wrong and there’s very little you can do to stop it. In situations like this it’s vital to have an escape plan; identify the potential dangers before they happen and know what you’re going to do if the worst does happen. In most situations this will be as simple as working with gravity. If you start sliding backwards before you can regain control, fighting it with heavy braking and exaggerated steering can see you sliding out of control and even rolling. You’re far better off letting gravity take the vehicle, and then make slow but deliberate steering inputs to guide it back down the track. Once you’ve regained steering control you can attempt gentle braking. In almost all situations you’re better off being in control at 30km/h than being out of control at 5km/h.

Capable dual-range 4X4 wagons don’t come cheap but both Mitsubishi’s Challenger and Holden’s Colorado 7 are about as affordable as they come.

This article was originally published in the January 2014 issue of 4×4 Australia.

That’s largely due to the fact that both are based on high-volume utes, the Triton and the Colorado respectively, and the associated component sharing saves costs.

Aside from the obvious body and interior differences the major mechanical changes involved in turning the Triton and the Colorado into the wagons you see here are relatively straight forward. You shorten the wheelbase, ditch the rear leaf springs in favour of a coil spring/link arrangement, and swap the rear drum brakes for discs.

Background Mitsubishi’s second-generation Challenger first appeared in Australia in late 2009 but was updated in 2011 (when a 2WD model was introduced) and then again in 2012. The most recent facelift occurred earlier this year when the model range was simplified and the seven-seat option was dropped.

The Colorado 7 is far more recent and only appeared in late 2012. Then, in what was a surprise move and only 12 months after its debut, it was upgraded with a power and torque boost and a revamp of the automatic gearbox’s shift protocols, among other changes.

Powertrain Performance The 2.5-litre four-cylinder turbo diesel that powers the Challenger first appeared in the Triton in 2009, a few months before the Challenger was launched. In the Triton it replaced the long-serving 3.2-litre turbo diesel and, despite the smaller capacity, offered more power and torque, on paper at least. It claims 131kW of power but the torque is rated at 400Nm with the manual and pegged at 350Nm with the automatic.

The Colorado 7 is powered by what is new Italian VM Motori-designed 2.8-litre four-cylinder diesel. Initially this engine (when mated to the Colorado 7’s auto box) claimed 132kW and 470Nm although the recent upgrade has seen those figures bumped to 147kW and 500Nm.

On the road the Colorado 7 is comfortably faster and more responsive than the Challenger and side-by-side rolls-on from low speed see it effortlessly sprint away from the Challenger, its extra power and torque plus its additional gear ratio being more than sufficient to overcome its slight weight penalty. And all that before its engine upgrade.

Not so good is the fact that for an all-new design the Colorado 7’s engine lacks the refinement and noise control of equally new designs. In fact it feels no more refined than the older engine of the Challenger.

Likewise the Colorado 7’s six-speed auto doesn’t better the older five-speed of the Challenger for refinement or shift quality although thankfully the shift protocols have been tweaked in the recent revamp. And they really needed to be as previously the gearbox was too fussy, unnecessarily shuffling up and down the gears on undulating, give and take roads.

Not much in it for economy with our test returning figures of 11.2 and 11.6 litres/100km respectively. The recent Colorado 7 upgrade has seen the official ADR Combined Cycle figure come down from 9.4 to 9.2 litres/100km so it may do a little better again on the road. The Colorado 7 has an extra eight litres fuel capacity so it terms of fuel range it has a double advantage over the Challenger.

Ride and Handling While the Colorado 7 wins out on performance and economy, the Challenger has its measure in terms of on-road ride and handling. And this is despite being an older design and having a simpler three-link rear suspension arrangement whereas the Colorado 7 has a more sophisticated five-link arrangement.

Aside from the three-verses-five-link rear these two are very similar, at least on paper: separate chassis; double-wishbone coil-sprung front end; and coil-sprung live axle at the rear.

On the road however the Challenger feels tighter, more agile and offers a more supple ride. In comparison the Colorado 7 feels bigger, more awkward and has what is at times a very unsettling ride. The Holden’s steering also lacks the feel and accuracy of the Mitsubishi.

It’s not that the Challenger is a highly polished on-road performer, as it’s not. It’s just that the Colorado 7 could and should be better than what it is.

The Challenger has another significant on-road advantage with its Super Select 4X4 system, which offers the choice of full-time four-wheel drive. The Colorado 7, like the Colorado ute it is based on, has a basic part-time 4X4 system.

On wet bitumen roads, gravel roads and especially on roads that alternate from sealed to unsealed and back again, the set-and-forget benefit of the full-time 4X4 of the Challenger is both a convenience and safety advantage. At the same time the Challenger still has the option of 2WD for those long runs on sealed roads.

Off Road The Challenger’s star continues to outshine that of the Colorado 7 off road. On paper it has the similar clearance to the Holden but in reality it has more. It also has superior approach and departure angles. It’s also easier to see out of and has better over-bonnet visibility and is therefore easier to place on difficult trails.

Both the Challenger and the Colorado 7 have reasonable wheel travel, especially at the rear, and both have the benefit of electronic traction control to limit any potential wheelspin. The ETC systems seem equally effective.

The Challenger also has a driver-switched rear diff lock, which is a bonus in some situations. However, when the Challenger’s rear locker is engaged it unfortunately cancels the electronic traction control across both the front and rear axles, not just the rear axle, so it’s not always an advantage. Most newer-design factory-fit rear lockers, either automatic or driver-switched, kept the traction control on the front axle active when they are engaged. Still, in the case of the Challenger, it’s better to have the locker than not.

Cabins and Equipment There is a key difference here and it could be a deal breaker if you are tossing up between these two. At both spec levels the Colorado 7 seats seven. That’s why it’s called a Colorado 7. The Challenger however only has five seats. That’s not always been the case but the seven-seat option was dropped in the MY14 makeover.

The Colorado 7’s third-row seat is however a poor design. It sits fully proud of the floor and greatly inhibits the functionality of the load space. There’s also little luggage space behind the third row when the seats are folded out ready for use.

There’s not much between the second-row seats for comfort or space although the Challenger’s seat is a little wider and better for three adults. Up front the Colorado 7 has the more comfortable seats. The Challenger’s, like those of the Triton, are too close to the floor and lack under-thigh support.

Practicalities Both score well in terms of practicalities, as they are rugged, relatively simple separate-chassis designs. That’s the ute background working for you.

At base spec both ride on 16s and the bigger wheels of the up-spec models can be swapped for 16s if you so wish. Both have a full-size spare. Both also are rated to tow 3000kg but the Challenger edges out the Colorado 7 for payload. It also has a rear recovery point in addition to the fronts, which are standard on both. The Colorado 7 wins back some points with its inner-guard engine-air intake, a superior arrangement to the Challenger, which sources its intake air from under the bonnet lip.

Sum Up This is pretty simple really. If you need seven seats the Colorado 7 is the only choice. If you value performance with the added bonus of decent fuel economy and a longer touring range than the Colorado 7 should also be your first choice. The Colorado 7 also outscores the Challenger for ANCAP safety.

Put those factors aside however and the Challenger is the more appealing and effective package. It’s certainly the nicer on-road drive and is more capable off road. The Super Select 4X4 system is also a bonus. The Challenger is a little cheaper too and is the only way to get into a manual with this pair, if that is what you want.

Bang for your bucks

The cheapest way to get into either of these vehicles is via a base-model five-speed manual Challenger. Before on-road costs it has a recommended retail price of $42,490. For that you get front, side and curtain airbags, electronic traction and stability control and a four-star ANCAP safety rating. You also get Super Select 4X4, a rear locker, 16-inch alloys, cruise control and manual-adjust cloth seats with seating for five.

For an extra $2500 you can swap the five-speed manual for a five-speed automatic. For an extra $5000 you can then move up to the LS, which brings leather, electric-adjust front seats, auto wipers and headlights, an up-spec audio system, fog lights and 17s. From there an extra $1900 will get you a touch-screen multi-media/sat-nav system.

The Colorado comes in two models, the $46,990 LT and the $50,490 LTZ. Both are auto only and both seat seven in a five-star ANCAP cabin with front, side and curtain airbags. Both also have part-time 4X4 and electronic traction and stability control. The LT gets manual cloth seats, cruise control, and 16s. The LTZ adds leather, electric adjust for the driver’s seat, projector headlights and climate control. Both models a have sat-nav-compatible seven-inch touch screen but the ‘BringGo’ navigation app has to be purchased separately.

1

Price Guide*

Challenger (manual) $42,490

Challenger $44,990

Challenger LS $49,990

Colorado 7 LT $46,990

Colorado 7 LTZ $50,490

*Prices do not include any options or government and dealer ‘on-road’ charges. Except where noted all models have automatic transmissions.

Specifications: MY14 Mitsubishi Challenger Engine: 4cyl turbo diesel Capacity: 2477cc Power: 131kW @ 4000rpm Torque: 350/400Nm @ 1800rpm Gearbox: five-speed manual or automatic 4X4 System: dual-range, full-time (+2WD) Construction: separate chassis Front suspension: Independent/coil springs Rear suspension: live axle/coil springs Wheels: 16-inch alloys Tyres: 265/70R16 Kerb Weight: 2019 – 2029kg GVM: 2710kg Payload: 681– 691kg Towing capacity: 3000kg Seating capacity: five Fuel tank capacity: 70 litres ADR fuel consumption*: 9.8 litres/100km On-test consumption: 11.6 litres/100km Touring range**: 553km *Australian Design Rule ‘Combined-Cycle’ claim **Based on test consumption with a 50km ‘safety margin’.

Specifications: MY14 Holden Colorado 7 LTZ Engine: 4cyl turbo diesel Capacity: 2776cc Power: 147kW @ 3600rpm Torque: 500Nm @ 2000rpm Gearbox: six-speed automatic 4X4 System: dual-range part-time Construction: separate chassis Front suspension: independent/coil springs Rear suspension: live axle/coil springs Wheels: 18-inch alloys Tyres: 265/60R18 Kerb Weight: 2205kg GVM: 2820kg Payload: 615kg Towing capacity: 3000kg Seating capacity: seven Fuel tank capacity: 78 litres ADR fuel consumption*: 9.2litres/100km On-test consumption: 11.2 litres/100km Touring range**: 646km *Australian Design Rule ‘Combined-Cycle’ claim **Based on test consumption with a 50km ‘safety margin’.

For the first time in its 10 year history, the annual Drive 4 Life 4×4 tour ventured to the Kimberley region of Western Australia.

The not-for-profit event raises money for low-profile charity organisations – like Northcott, a NSW-based charity that supports people with disabilities, and their families. Drive 4 Life has raised more than $748,000 for Northcott since the event began in 2006.

For the 2016 event, participants gathered at the starting point in Kununurra, where the convoy was split in two groups and sent in different directions to prevent traffic jams.

Group One went in an anti-clockwise direction along Gibb River Road returning along the Great Northern Highway; Group Two took the clockwise route along the Great Northern Highway returning via Gibb River Road.

The day before the official event kicked off, Group One travelled 70km from Kununurra to Lake Argyle where they took a four-hour boat cruise – the lake is almost 17 times the size of Sydney Harbour. There are two hydro-electric generators at Lake Argyle which generate enough electricity to power Kununurra, Wyndham, the Argyle Diamond Mine and the Lake Argyle Resort. The group saw many freshwater crocodiles on the banks, and even had a swim in the lake for good measure.

On the first official day, Group One went to El Questro where they spent three nights. From there they drove up past Drysdale River Station and stayed the night at King Edward River, after viewing the indigenous rock art and various artefacts. It was a short drive to the Mitchell Plateau where they walked to the falls. Virtually everyone took the helicopter option to return to the campsite.

The road from Mitchell Plateau to Kalumburu had seen better days, and it was a slow, bumpy trip. The group camped at Honeymoon Bay, and a few diehards took the opportunity to charter a fishing boat for several hours. The fishing was excellent, with all on board catching their bag limit within 20 minutes. The haul fed all 14 in the group for the next three nights.

Group Two went from Kununurra to the Bungle Bungles (Purnululu) where they all took helicopter rides over the area, followed by a walk into Cathedral Gorge and Piccaninny Gorge. From there they drove to Fitzroy Crossing via China Wall, near Old Hall’s Creek. At Fitzroy Crossing the boat trip through Geikie Gorge was truly impressive and all agreed that Geikie Gorge is arguably the most impressive gorge in the Kimberley.

After Fitzroy Crossing the group took Leopold Downs Road up to Tunnel Creek and waded through the tunnel under the mountain. Several people saw small freshwater crocodiles and some of the five species of bats which live in the tunnel. The group continued up to Windjana Gorge where they walked through the gorge and saw at least 50 freshwater crocodiles. They continued on the Gibb River Road and into Broome, with a quick stop in at Derby along the way.

The next morning at 7.00am the group boarded two light aircraft and flew up to the Horizontal Waterfalls – about 50 minutes away. After circling the falls several times so everyone could get photos, the group flew back to Cape Leveque for breakfast.

Following a two-hour swim after breakfast, the group flew to Cygnet Bay and visited the pearl farm run by the Brown family. They were taken on a Giant Tides Tour to witness the effects of the tidal movement. This was followed by an excellent lunch. After lunch and a tour of the pearl farm’s land operations, it was back on a plane to return to Broome. The tour was very well run by Kimberley Aviation, and all agreed it was an excellent day.

After leaving Kalumburu, Group One drove to Mt Barnett Roadhouse where they camped and visited Manning Gorge. From there it was down to Windjana Gorge (the reverse of the Group Two tour), which included the Geikie Gorge boat trip and the helicopter flights over the Bungle Bungles. Incidentally, these were run by Helispirit, who also operate from a strip at El Questro.

Group Two arrived at Mt Barnett Roadhouse from Broome just as Group One were leaving, so there was much swapping of experiences and tips on what to look out for. After visiting Manning Gorge, Group Two drove to El Questro where they spent the rest of the day settling in and watching the sunset from up on Saddleback Ridge.

The next day it was a day trip to Wyndham and the Five Rivers Lookout, and the group discovered the Rusty Shed Cafe at lunchtime. It was then back to El Questro via a stop to see the Prison Boab Tree. The next day they took the cruise up into Chamberlain Gorge, and this was followed by visiting various gorges and springs on the El Questro Station property.

Both groups arrived back in Kununurra on day 14 where the Drive 4 Life organisers hosted dinner for the participants at the Lakeside Resort, which was used as the Kununurra base. Drive 4 Life thanks Carol Shaw and all the staff at the Lakeside Resort.

This wouldn’t have been possible without generous sponsors who pay the bills, thus allowing every cent donated by the participants to go directly to Northcott.

A big thankyou goes to our principal sponsor: ARB 4×4. Thanks also to our major sponsors: Cooper Tires, IGA Supermarkets and 4X4 Australia magazine. Drive 4 Life would also like to thank Hema Maps for providing each participant with an atlas.

The next Drive 4 Life tour will be in the first quarter of 2017, and it will be in the Victorian High Country; the organisers are already busy identifying and driving new tracks for 2017.