GREAT Wall Motors is back. With the asbestos scandal, safety row and a very public spat with its former Australian distributor all behind it, the Chinese carmaker has relaunched itself as a ute-only brand with a new image – and name.

Great Wall’s sub-brand Haval also has plans to roll out a premium ute based on the same chassis as the H9 SUV.

WHAT IS IT? It’s the Great Wall Steed. It’s the old V240 dual-cab ute, but wearing a new nose, restyled rear, fresh interior, engineering changes, and – this is the biggie – a full complement of six airbags, including head-protecting side airbags that run to the second row.

WHY ARE WE TESTING IT? Trade utes of some description now account for almost one in every five sales in Australia. It’s a lucrative slice of the market, particularly as buyers – both private and tradies – aren’t shy to shell out thousands more to make their ride look the business. After a rough start, Great Wall is having another crack at carving out its slice of the action.

MAIN RIVALS This corner of the market is pretty crowded with mainstream brands. However, if we’re sticking to the fringe dwellers trading on little more than price, there’s the Foton Tunland and the Mahindra Pik-Up. And let’s be realistic: add a second-hand Toyota Hilux that’s just out of warranty to this list.

THE VERDICT Good on Great Wall for looking at the needs of the Australian market and doing what it can to respond to its demands. However, aside from price, the Great Wall Steed brings nothing new to the space; it just catches up to the tail-end.

PLUS: Good price; interior revisions lift the game; decent mechanical upgrades. MINUS: No Bluetooth or sat-nav; underpowered petrol engine.

REVIEW “IT IS what it is.” Yep, with that oft-used quote, the new Australian management of Great Wall Australia went into the launch of its facelifted and renamed dual-cab ute with something of a defeatist attitude.

Good on them for having a go. Just a few years ago the brand was in disarray, feuding in the courts with its distributor, putting buyers offside with substandard aftersales support, and doing its best to corral the damage of an asbestos scandal.

In the meantime, it has reinvented itself. Great Wall is now just a ute company – SUVs sell under the more premium Haval sub-brand – and the chain of blame is broken by renaming the V240 twin-cab ute the Great Wall Steed, the same name used in the British market, and a significant cost-saving in terms of badging.

Underneath it’s the V240 but wearing a new nose and arse, a full suite of airbags that out-counts even the Volkswagen Amarok, some significant mechanical changes, a one-tonne payload, and a $25,990 price tag. A diesel donk adds $2000; AWD another $3000.

So prices have gone up a few thousand compared with the old utes, but you now get important things such as the latest Bosch stability control module, a new BorgWarner transfer case for the AWD diesel, a new turbocharger on the diesel model, all those airbags, and a pretty flash interior with piano black inserts, faux brushed aluminium highlights and pleasant textures. There’s even LED tail-lights and rear disc brakes instead of drums; bet you weren’t expecting that. The 235/70R16 tyres are made by Giti, the company that has tenuous management ties with Pirelli.

The drive experience doesn’t set any benchmarks. The carryover Mitsubishi-sourced 2.4-litre engine with its five-speed manual is thirsty, thrashy and pedestrian; the six-speed diesel needs heaps of revs on board to wring out any semblance of performance; and the cabin is constantly jiggling about over undulations without any load in the back.

The front seats are comfortable, and the rears about what you expect once you bend past the surprisingly short, rather upright rear door.

Aside from some minor fit-and-finish shortcomings, the only other problem we had with the Steed was a seven-inch head unit that exploded into a vomit of coloured stripes rather than the home screen (and reversing camera). It righted itself after a key-out hard reset.

In the end, though, it’s all going to come down to a new ANCAP crash rating. The old V240 scored just two stars. The new, more bulbous nose on the Steed carries no engineering improvements as far as we can tell – information was scarce and sources often contradicted each other – but with an airbag count that triples from the old ute, it has to do better. Its direct rivals both have three-star ratings.

The Great Wall Steed shakes off the legacy of the V240 and potentially brings the Chinese-made brand galloping ahead of its price-driven rivals. It is what it is, but what’s that saying? Don’t look a gift horse in the mouth.

AUTOMATIC CHOICES THERE’S no automatic transmission yet, but one is coming. Sources suggest it will be the other side of 2017 before one arrives.

For those champing at the bit to mod their Great Wall, the carmaker has no plans to offer anything other than the bolt-on sports bar. However, aftermarket suppliers are looking at snorkels and bullbars that are expected to trot out to market late this year.

SPECS Model: Great Wall Steed 4×4 diesel Engine: 1967cc in-line 4-cyl, DOHC, 16v, turbo Max power: 110kW at 4000rpm Max torque: 310Nm at 1800-2800rpm Transmission: six-speed manual Kerb weight: 1798kg 0-100km/h: N/A Fuel economy: 9.0L/100km (claimed) Price: $30,990 On sale: Now

Developing a complete suspension solution for a vehicle is a fairly involved process.

It isn’t as simple as simply making everything a bit longer and a bit beefier, the broad brush style of application simply doesn’t cut the mustard when developing a premium grade solution for the range of different applications people use their vehicles for.

At Tough Dog, we’ve recently taken delivery of the new Nissan Navara NP300 with leaf sprung rear end. Let’s have a look exactly what goes into every new vehicle suspension we create.

First Impressions

The NP300 Navara with the all new five link coil rear axle caused a bit of a splash when it first hit the Australian market. The first 4×4 utility with a coil rear suspension was bound to appeal to off road users. Of course, the leaf spring variant is still a popular variant, which of course meant it was in line to receive the Tough Dog suspension treatment.

“First drive shows the NP300 to be a very compliant ride,” Simon, the head of R&D says. “The Leaf spring being under the axle is the main contributor here, which is different to most utilities that are sprung over the axle housing.”

The first step in any suspension development is to establish the base line of the vehicle, and where the shortcomings in the OEM offering are. While some vehicles have difficulty carrying a heavy load straight out of the factory, others carry the weight without issue, but have difficulty providing a supple ride to the occupants.

We measure and drive the vehicle at a range of different load points, recording data on the effects of the weight on the spring through key measurement points like loaded camber (the amount of bend in the spring under load) and bump stop gap distances.

From there, the Navara gets pulled apart, and the factory shocks are cycled on our shock dynometer, which measures the resistance force that the shock exerts. The springs get tested for spring rate at their working height. When we compare the figures from the dyno graph and the spring rates with the real world driver’s seat experience, we gain an understanding of what areas need a little TLC to get the most out of the suspension.

First fit out

With our new found knowledge, we create the very first prototypes of the components. “The first set of suspensions is almost never right,” Simon explains. “There will always be a little tweaking based on the real world effects of the workshop changes. What works on paper isn’t always 100% when applied in the field.”

When it comes to the Navara, we found that we needed to place a flat spring perch section into the design to ensure the clamping force of the U-Bolts did not adversely affect the spring’s performance. “We’ve also chosen to make the ride slightly more direct and controlled compared to factory, as the factory ride is very compliant, especially when a load is placed in the vehicle.” Simon tells us.

After all the fine tuning, the loading and unloading and the fitup and removal of the springs has finished, the dust settles and we’re left with a complete set of prototype parts for the vehicle which will need to go into production. “We normally have one more test set of everything made for a final approval,” Simon mentions, “so that we always make sure our quality controls are spot on.”

The result

While the product is not released yet, we’ve successfully developed a 40mm lift offering with both our award winning 41mm Foam Cell shocks and also with our 40mm 9 stage adjustable shocks. We’re also going to be offering a 35mm Nitro Gas shock in the rear for light duty users.

On the spring side of the equation, two springs were developed for the front, one to suit vehicles fitted with no accessories and all the way up to a bulbar, and another spring for vehicles fitted with both a bar and a winch.

For a full review of what 4X4 Australia magazine thinks of the Tough Dog NP300 Navara, keep an eye out for the 4×4 of the Year testing later this year.

BUILD & BUY ONLINE Tough Dog Suspension’s website has a new feature called Build & Buy Online, which allows you to select the right suspension for your vehicle, and have it delivered to your nearest dealer for collection. You can also arrange to have the dealer fit the suspension if you prefer. To see what complete options Tough Dog have for your vehicle, check it out at www.toughdog.com.au

DON’T forget to get your copy of 4X4 Australia’s special edition Survival Guide.

The Survival Guide is chock-full of tips and techniques that’ll get you out of any off-road dilemma.

It features how-to guides on how to prepare your rig for a remote-area adventure. It’s also got quick trackside fixes, bush cooking techniques, tips on how to stay alive when stranded, and in-depth analysis of off-road gear.

Plus there are a couple of custom rigs that’ll get your spine tingling.

Grab the Survival Guide from newsagents and select stores, or get it before everyone else by subscribing to 4X4 Australia in electronic or print format.

What’s inside?

CUSTOM PATROL GU Patrol is packing a host of aftermarket mods, none more impressive than its 6.5-litre GM V8 diesel donk.

RECOVERY FOR DUMMIES Tried-and-true techniques to overcome everyday off-road obstacles.

CRAFTY CRUISER A 79-Series LandCruiser tinkered to perfection. You have to see it to believe it.

KITTED UP Every off-roader should have a recovery kit. Here’s what to pack inside it.

SNATCH AND GRAB How to master the dangerous snatch strap recovery technique.

BACK ME UP An in-depth look at why a dual-battery system is essential for remote travel.

POWER SURGE It’s back to basics with our easy-to-read guide on batteries.

WEIGHT PROBLEM The best way to safely and legally load your rig.

DINNER TIME Campsite cooking doesn’t have to be boring. Spruce it up with some handy cooking gear.

BOARD GAMES The simple recovery board can get you out of almost any tricky situation.

KNUCKLE SANDWICH Step-by-step guide on rebuilding a stuffed live-axle front knuckle.

COMPRESSION COMPARISON 15 12-volt compressors pitted against each other to find out which one is best.

Plus we show you how to prep for the cape, how to check the essentials before a trip, and how to solve mechanical and electrical gremlins.

There are also techniques on how to service a winch and fix a cooling system. And if all else fails, we’ve got last-resort trackside fixes, as well as how to survive in the bush when you’re stranded.

IT WOULD be easy to dismiss the update to Holden’s Colorado-ute-based SUV as largely superficial. Except that would he underselling the substantial changes beneath the skin of a car now known as the Trailblazer.

The basic body of the Trailblazer is unchanged from the Colorado 7 it is a major update of, although a new bonnet, front bumper, headlights and grille create a more aggressive character.

Value is a key part of the equation with the Trailblazer. While obvious competitors might include the Ford Everest, Toyota Fortuner and Mitsubishi Pajero Sport, Holden lists the size and pricing of the Isuzu MU-X as closer to the newcomer and, therefore, its most direct rival.

Pricing for the seven-seater starts at $47,990 for the LT, which gets 17-inch alloy wheels, a reversing camera, 7.0-inch touchscreen, a digital radio, and Apple CarPlay/Android Auto connectivity. All come with a six-speed auto.

The step up to the LTZ is $4500 and adds leather trim, an electric driver’s seat, rain-sensing wipers, larger 18-inch alloys and an 8.0-inch touchscreen.DRIVELINE AND CHASSIS IT’S BELOW the surface where Holden has made the biggest changes. Developed in line with the recent changes to the Colorado, that meant the Trailblazer benefits from a 100,000km local testing program.

The 2.8-litre four-cylinder turbo-diesel makes the same 147kW and 500Nm, although it’s now cleaner, having had a diesel particulate filter added to meet the Euro 5 emissions standards that apply from November.

There’s no shortage of muscle, especially torque – and it’s a lot easier to tap in to courtesy of a new torque converter that reduces vibration and locks up sooner. That direct link to the engine accentuates the performance with a lovely effortlessness to its low rev performance. Cruising on a freeway is all torque, with a relaxed 1700rpm engine speed at 110km/h.

Peak power is also decent, but the reality is you’ll rarely need it. Besides, the decisive transmission shifts almost bang on 3600rpm when you’re flat out, so you won’t often hit that peak.

Fuel use, too, has dropped with the Trailblazer, down from an official claim of 9.2L/100km to 8.6L/100km.INTERIOR GETTING in and out initiates an automatic opening of one window to reduce air pressure when closing the doors. It’s all about making it easier to shut the doors, but off-roaders may not appreciate the dust or mud streak it leaves if you’ve been getting down and dirty. It’s fair to say not everyone will be a fan of that feature; it’d be great if it could be disabled through the main vehicle settings.

Elsewhere, it’s all change for the dash of the Trailblazer, which brings a newfound cohesiveness over the Colorado 7’s mishmash. It’s dominated by the touchscreen, which is surrounded by nicely integrated buttons with a logical flow to their positioning.

Even the 7.0-inch screen in the LT is large and easy to navigate, with obvious icons and Apple CarPlay and Android Auto as part of the deal. The digital radio is a bonus for when you’re in larger cities, unlocking dozens of extra channels.

The LTZ looks classier thanks to the leather and larger touchscreen, which better fills the hole. It’s a shame the seats don’t have much in the way of under-thigh and lateral support, though, especially given the adventurous nature of the car. However, they’re not uncomfortable. No reach adjustment for the steering compromises the driving position, too.

The middle row of seats is also fixed, so can’t slide fore and aft as it can on many 4x4s. But otherwise there’s decent leg room and enough breadth to the seat for three people. In the boot the floor is quite high because of the shelf concealing the retractable luggage cover. Those doing a big trip might want to leave them at home in the garage. And, like all seven seaters, there’s not much usable luggage space if all seven seats are in play.ON-ROAD ARGUABLY the biggest changes to the Trailblazer are how it goes about its driving business. Put that down to the new shock absorbers and revised steering. Gone is the hydraulic set-up for the steering, and in its place is a new electric assistance system. The ratio, too, has been shortened, so it feels sharper, without being too aggressive so as to upset the high-riding chassis.

That steering feels respectably light at low speeds, while it settles into decent feedback on longer country road sweepers. Importantly, too, it’s more predictable.

There’s good body control for what is a big truck, and the new Bridgestone Dueler tyres deliver decent cornering grip, adding to the reassurance.

There’s still some rocking-and-rolling if you push on, but the Trailblazer is surprisingly well-behaved. Pitch into a corner and the body will lean, but changing direction can be something of an effort at speed. Brakes, too, have more initial bite courtesy of a larger brake booster.

But it’s the refinement that has had the biggest kick in the right direction thanks to everything from the new torque converter and engine/transmission mounts to reduced wind noise and revised suspension. It’s no luxury car, but the Trailblazer is certainly better set up for long distance touring than any Holden off-roader in years.OFF-ROAD NOTHING has changed with the key hardware for the Trailblazer, compared with the Colorado 7. That means a part-time, dual-range four-wheel drive system.

Refinement of the traction control software is said to improve its responses, but our initial drive on a Holden-arranged drive loop involved nothing more challenging than occasionally rough gravel tracks, all done in two-wheel drive.

There’s also downhill assist control, which is set by adjusting the speed with throttle and brake pedals, and then leaving the electronics to maintain that speed.

The Trailblazer can wade through 600mm of water and has up to 218mm of ground clearance; the 17-inch tyres on the LT model is 5mm lower, something that marginally impacts the generous approach and departure angles.

The tyre pressure monitoring system of the LTZ is a handy addition for those driving on gravel regularly.

As with the Colorado there’s a maze of accessories available including bullbars, additional underbody protection, all-terrain tyres and a snorkel.

The tow capacity is 3000kg, matching class leaders, and you get the impression the engine won’t hesitate lugging that sort of load. The roof rails are rated at 100kg, too, for those looking for additional carrying capability.

While we haven’t tested the Trailblazer’s off-road mettle, we’re not expecting it to be wildly different to the Colorado 7 it replaces, which translates to good.

That being the case, the new nameplate brings fresh attention to detail and impressive value in a segment with some impressive competitors. For buyers it means Holden is now a more serious challenger in the seven-seat 4×4 space.[specs] HOLDEN TRAILBLAZER ENGINE: DOHC 16-valve 4-cyl turbo-diesel CAPACITY: 2.8-litre (2776cc) POWER: 147kW @ 3600rpm TORQUE: 500Nm at 2000-2200rpm GEARBOX: six-speed auto 4X4 SYSTEM: part-time dual-range CONSTRUCTION: separate chassis FRONT SUSPENSION: independent/coil springs REAR SUSPENSION: live axle/coil springs WHEEL/TYRE SPEC: 255/65 R17 (LT), 265/60 R18 (LTZ) KERB MASS: 2194kg (LT), 2203kg (LTZ) GVM: 2820kg PAYLOAD: 626kg (LT), 617kg (LTZ) TOWING CAPACITY: 3000kg SEATING CAPACITY: seven FUEL TANK CAPACITY: 76 litres ADR FUEL CLAIM: 8.6L/100km ON-TEST CONSUMPTION: N/A TOURING RANGE: N/A PRICE: from $47,990

I was cruising down the Stuart Highway a few days ago when I stopped at the rest area at Central Mount Stuart, about 260km north of Alice Springs. The cairn erected here back in 1960 stands close to the highway, while the peak is just a few kilometres west and plainly visible from the road.

John McDouall Stuart, possibly Australia’s greatest explorer, named the peak in April 1860 when he found – by observing the sun – that he was camped in the centre of Australia. Like any good explorer he marked a tree and planted the British flag.

Charles Sturt had earlier planned to be the first European to reach the very heart of the continent. Before he set off on his monumental 1844 expedition, he said: “Let any man lay the map of Australia before him, [what an] honourable achievement to be the first to place foot at its centre.”

Stuart was on that expedition with Sturt, and when he found himself in the heart of Australia 16 years later he named the peak Central Mount Sturt in recognition of Sturt and his considerable achievements.

Only later was the peak’s name changed, and for more than 100 years that peak was considered the centre of Australia. Now there are a few more.

In 1965, as part of a major upgrade to surveying, the Australian Geodetic Datum (AGD) was established as the standard mapping system in the country (since replaced by the even more accurate Geocentric Datum of Australia) and the Johnston Geodetic Station in central Australia was a major reference point.

This cairn was built by the Division of National Mapping and is located about 1km north of Mount Cavenagh homestead – just north of the SA/NT border.

Then in 1988 the Royal Geographical Society of Australasia, looking for something to celebrate the bicentennial, decided to work out the gravitational centre of Australia. The location, now called the Lambert Gravitational Centre, was calculated from 24,500 points spread around the high-water mark of Australia’s coastline, and a major monument has been erected 32km north of the Kulgera-Finke road.

Researchers at Geoscience Australia have now come up with a few more ‘centres of Australia’. The ‘furthest point from the coastline’ was found by – rather crudely, I thought – drawing a series of concentric circles on a piece of transparent material and moving that over the top of a 1:5 million scale map of Australia.

The centre point in this case was at the centre of the largest circle that could be drawn inside Australia while still just touching the coastlines. This point is located north-west of Alice at 23°02’0” south, 132°10’00” east.

GA’s ‘centre of gravity point’ was worked out from more than 50,000 digitised points around the Australian coast, and each was assigned a weight.

The resultant centre point is where you could, theoretically, balance Australia on a pin. It’s located – to the surprise of all concerned, apparently – very close to the ‘furthest point from the coastline’ marker, at 23°07’00” south, 132°08’00” east.

This wasn’t the first time someone had tried to find Australia’s centre of gravity.

In the 1930s, when Dr CT Madigan travelled through Central Australia and across the northern Simpson Desert, he calculated the centre of gravity by using a metal cut-out of Australia with a plumb bob and string. His measurement was surprisingly accurate, as he selected a point less than 11km due west of the Lambert Gravitational Centre and not all that far from the centre of gravity point selected by Geoscience Australia.

The median centre point of Australia was calculated as the midpoint between the extremes of Australia’s latitude and longitude. That point is located at 24°15’00” south, 133°25’00” east, and is not far west of the Stuart Highway, south of Alice Springs.

You can find more info here. For me, I’ll stop at the Central Mount Stuart memorial whenever I go past, and one day in the not-too-distant future the Johnston cairn may tempt me to leave the highway.

The best survival skill you can have is the ability to improvise. However, packing a few survival items in your camping kit will go a long way in a bind.

FIRE • Candles and cotton balls are two fuel sources that are easy to light. • A flint, lighter and waterproof matches provide three ways to start a fire if the others should fail.

WATER • An aluminium bottle can not only be used to store water but boil it as well. • Water purification tablets for sterilising water for drinking. • Plastic bags and sheets can help to extract and store water.

SHELTER • Emergency blanket or poncho and rope serve double duty.

SIGNALLING • Emergency whistle, torch and mirror.

FOOD • Food ration packs, plus fishing line and hooks.

NAVIGATION • Bright marking tape can be used to retrace your steps and provide rescuers a path to follow. • A compass to help find your bearings.

OTHER USEFUL EQUIPMENT • Knife, first-aid kit and a torch.

The October edition of 4X4 Australia hits stores today, September 8.

Overflowing with off-road content, this issue also comes with a bonus LowRange DVD strapped to its back.

We take an in-depth look at a meticulously transformed FJ45, we explain how to spend your dollars wisely when building to a budget, and we take a first drive of Holden’s new Colorado (and drive it back-to-back with a Hilux).

We also reveal some of the Kimberley’s hidden secrets, and take a look at the build process of a mighty custom FJ Cruiser.

In the meantime, here’s what else is in this dazzling October issue:

FIRST DRIVE: 2017 COLORADO The 2017 Holden Colorado has arrived to shake up the 4×4 establishment. We take it for a first drive.

READY TO RULE THE ROOST Does the arrival of Mitsubishi’s Pajero Sport spell the end for the ‘old’ Pajero?

HEAVYWEIGHT BOUT We pit the new Colorado up against the class-leading Hilux. Can it keep up with the market leader?

BUILDING TO A BUDGET Regardless of how big the number is in your savings account, there’s a 4×4 build suitable for any budget.

DOG GONE Transformed from a make-shift dog kennel to one of the best FJ45 Troop Carriers in the world!

EXPEDITION TRUCK The versatile Fuso Canter 4×4 is a viable option as an ultimate expedition rig. We take one to the Vic High Country.

CULT HERO An immaculate custom FJ Cruiser that’s certain to become a cult classic.

SECRETS OF THE KIMBERLEY The well-worn tracks of the Kimberley still hide some secret gems. We reveal six of them here.

TROOPCARRIERS OF AUSTRALIA A record-number 150 Troopies congregate to celebrate the 2016 Winter Ramble.

THE RED CENTRE IN A RANGIE SPORT Is the city-dwelling Range Rover Sport capable of surviving an outback expedition? We take one to the Red Centre to find out.

DRIVE 4 LIFE 2016 This year the cruise ventured to the Kimberley region of Western Australia to raise money for charity.

WILD DOG WINCH CHALLENGE Winch racing is back in all of its hardcore, ear-drum-splitting, technical glory.

THE REST We test a heap more aftermarket products currently on the market, plus we’ve featured a step-by-step guide on how to do the tricky hill-stall recovery. Tow ratings are irking Ron Moon, Dean Mellor relives some disastrous camping adventures, Roothy continues to freshen up Milo, and Fraser explains how emission standards are changing the 4×4 market. Plus there’s plenty more!

Australian-owned company KTI has designed and made the world’s smallest personal locating beacon (PLB) with a 10 year battery replacement interval: the SA2G PLB.

While the issue of battery replacement may seem minor, it’s an important consideration for owners of PLBs, as battery replacement can cost in excess of $200.

The KTI’s PLB has been approved for use on COSPAS-SARSAT – the only dedicated search and rescue satellite system. This means the product had to undergo elaborate and exhaustive tests to very explicit performance standards.

The KTI SA2G provides GPS position updates every five minutes, whereas some others only update every 20 minutes – or not at all. Being able to update your position is important if, for example, you’re in a current or if the original signal was corrupted, which can occur for many reasons.

The whip antenna has a 360-degree swivel for reliable satellite detection. So if you’re trapped upside-down in a vehicle rollover, or in the ocean, you can point the KTI’s antenna upwards at all times. It’s also self-buoyant, while most rivals need some form of flotation jacket.

KTI’s PLB uses two batteries, each comprising two lithium cells – any system with in-built back-ups is a good thing. Each battery has a nominal capacity of nine watt hours once activated, but the device draws less than 0.5-watt per hour – so you should be okay for between 24-48 hours, provided the battery is fully functional.

Other key features of the KTI SA2G PLB include: 66 channels, fast acquisition GPS receiver, zero warm-up satellite communication technology, high intensity photoflash strobe light, ultra-compact size (88mm x 64mm x 31mm), ultralight weight (140g), waterproof, and resistance to immersion to more than three metres.

The SA2G has a 10 year warranty.

Available from: Road Tech Marine RRP: $299 We say: Compact, innovative, Aussie-made!

FCA AUSTRALIA has issued a recall for the 2014-2015 KL Jeep Cherokee and the 2015 BU Jeep Renegade – recall number S55.

The recall report said: “The transaxle wiring harness may have been built with insufficient wire terminal crimp(s), causing an intermittent high electrical resistance in the transaxle wire harness circuit(s).

“A high-resistance circuit(s) in this wiring harness will cause on-board diagnostic system to set a Diagnostic Trouble Code,” the report went on to say.

The result of the loss of motive power has the ability to cause a crash without warning, which can cause serious injury.

FCA made headlines back in July 2016 when the company issued a recall for its 2007-2010 Jeep JK Wranglers.

The JK Wrangler recall took place because a clock spring, capable of ingesting dust, had the ability to compromise the deployment of the driver’s airbag.

Today’s news follows the recall yesterday of GM Holden’s 2015 Colorado and Colorado 7s.

This recall was due to a fault with a bolt within the seatbelt mechanism.

FCA Australia will notify owners of affected vehicles in the coming days. Owners will then have to take the affected vehicles to a Chrysler Jeep Dodge service centre for free reparation.

This will involve a dealer inspecting the transaxle wiring harness and determining the best course of action.

Cherokee or Renegade owners with any further concerns should contact FCA Australia on 1300 133 079.

THE 4X4 ute market has been hotly contested ever since there was a 4×4 ute market to contest. Every updated model is designed to one-up the competition in towing capacity, handling, fuel economy and style.

The Hilux may be the benchmark all the others are compared to but Nissan’s Navara has been going toe to toe with the market leader for three decades and represents serious bang for your buck. When you factor in that it’s often ahead of the curve in terms of design and suspension systems, the Navara starts representing serious value for money.

It was this value that first caught Reece’s eye. When he started the hunt for a 4×4 ute that’d come with modern reliability and refinements, as well as take him to the many sand islands in south-east Queensland, the Navara was head and shoulders above the rest. He’s been able to tweak it into a purpose-built tourer capable of camping trips along the beach, boys’ weekends through the bush and the most difficult challenge of them all, the daily grind.

The D40 might have been a significant leap forward over the previous D22, but it wasn’t quite enough for Reece. The solution was simple and involved enlisting a few of the best custom shops on the east coast.

The first call was to the guys at In-House Fabrication, who are responsible for the trick stainless-steel work running around the Navara’s front end.

The new intake system starts off with the stainless-steel snorkel funnelling fresh air into the engine bay and through the custom airbox and Forefront Industries intake pipe. From there the stock turbo cranks the ambient air up to an impressive 25psi, requiring an extensive intercooler set-up on the hot side and a grate on the end of the snorkel to ensure no birds or small children are sucked into the engine on full noise.

The intercooler piping is also the handiwork of In-House Fabrication, though the 450x300x76mm intercooler is an off-the-shelf item from Aeroflow Performance. Helping the Navara get on boost earlier is a turbo back three-inch exhaust system with an HPD oil catch can tucked in the already tight engine bay.

With all the go-fast bits fitted and an aggressive tune the 2.5-litre turbo-diesel recently pushed out 190rwhp on the Just Autos dyno, a 55 per cent increase over the first run of 122rwhp. However, with the stock turbo now working at breaking point it’ll soon be replaced with a larger unit with the aim of 230rwhp – a 112 per cent increase.

The naysayers of Navara reliability might be humbled to learn that the standard drivetrain is holding steady, albeit with a heavy-duty clutch slotted in front of the standard five-speed manual cog-swapper.

Along with the significant power upgrades, Reece’s Navara has had more than a few aftermarket components tucked underneath.

The front is sitting five inches closer to the clouds thanks to a mix-and-match of components from around the globe. There’s a five-inch bracket lift from Calmini in the US teamed up with Australian-made King Springs and TJM struts. Heavy-duty Calmini spindles provide a much-needed strength upgrade, while there are adjustable upper control arms from Queensland’s Performance Suspension Racing to help dial in the alignment for optimum handling.

Moving to the rear, the live-axle and leaf-spring arrangement has made for a much simpler upgrade path. There’s a set of no-name two-inch-lifted leaf springs locating the rear diff, with Outback Armour shocks keeping them under control. That doesn’t come close to matching the five inches of lift up front, so accompanying them are a set of two-inch lift blocks bolted between the leaf springs and axle. The final extra inch of lift comes from extended Calmini shackles, levelling it out with the front.

To help the Navara float across sand and mud, Reece opted for a set of larger rolling stock in the form of 285/75R16 Mickey Thompson MTZs. To keep under the radar from the long appendage of the law they’ve been wrapped around 16x7in faux-locked Dynamic steel wheels, with a +13 offset keeping them in the arches.

Up front the Navara has had a serious facelift, with a colour-coded ARB deluxe bullbar providing invaluable defence for the radiator and aftermarket ‘angel eyes’ LED headlights.

Bolted between the front posts is a pair of Hella HID driving lights, while the aerial feeds into the GME UHF inside. With the Navara spending most of its life on the sand, Reece has forgone the usual winch to maintain a lighter front end; he keeps a snatch strap and pair of bow shackles at hand instead.

To round out the front protection package there’s a custom bash plate wrapping the front diff, with a second Calmini item tucked underneath. The front bar is only one part of a larger barwork package keeping the Navara in one piece. Down the flanks there’s a set of rock sliders from Phat Bars and a Jack rear bar from MCC 4×4. Reece assures us the rear bar has pulled more than a few Hiluxes out of strife.

Inside the rear tray are two factory sport racks. While there’s a stock one in its original location – it has been painted black – Reece picked up a second rack and modified it to suit the rear – it’s been flipped and painted to match the front rack.

The rack up top not only doubles the available storage for swags and bulky items but makes for an easy mounting system for the 2.5 x 2.5m awning on the passenger side, something most utes struggle to mount.

Reece has followed the same simple approach in the cab, with a few tasteful mods, including a larger stereo, boost and volt gauges tucked into a VY Commodore gauge pod, and neoprene seat covers. He’s bucked the trend towards big-dollar builds. Instead, a simple upgrade here, a little clever thinking there, and the result is a 4×4 perfect for getting him out on the tracks with his mates from the Elite Breed 4×4 Club and Nissan Navara Brisbane group.

For around the price of a new hatchback, Reece has built himself a reliable late-model 4×4 more than equipped to get out and explore everything south-east Queensland has to offer. With a heap of power under his right foot, it’s guaranteed to always leave a smile on his face!