Nissan’s long-awaited new Navara is finally here. It’s called the NP300, or D23 in Nissan-speak.
The Navara joins the newly-released Mitsubishi Triton MQ, a model designation once used by Nissan for its Patrol.
All this is pure coincidence. What counts is that the vibrant ute market has been given its first major shake-up since the arrival of the new Ford Ranger/Mazda BT-50 twins and the Volkswagen Amarok back in 2011.
The NP300 replaces both the D40 Navara and the older D22 Navara and is the first all-new Nissan ute in 10 years. At this stage only three four-wheel-drive models are available, all of them dual-cabs with factory tubs, but more 4×4 variants with single and extended cabs, including cab-chassis models, will be here by year’s end.
The new MQ Triton replaces the MN Triton that arrived in 2009, itself a development of the distinctly-styled ML Triton of 2006. MQ 4×4 variants include three dual-cab utes and single- and extended-cab cab-chassis models.
To get a measure on the new Navara and new Triton, we have lined them up against the standard-setters in the class: the Volkswagen Amarok and the Mazda BT-50. In this case the Mazda also represents the almost mechanically identical Ford Ranger. The Ranger and BT-50 differ in styling, pricing and some details, however they effectively drive and perform the same.
For this dual-cab test we aimed for the popular mid-spec automatics, which we got with the $43,490 Triton GLS and the $50,890 BT-50 XTR. However, we had to settle for the new base-spec $45,990 Amarok Core and a top-spec $54,490 Navara ST-X (prices do not include on-road costs).
But the specification consideration isn’t important here, because we are looking at how the respective utes perform both on and off the road, which has more to do with the mechanical package than equipment levels. To see how they went, read on…
MAZDA BT-50
When the then new BT-50 appeared in late 2011, it shared nothing with the previously named BT-50. In fact, where the original BT-50 was actually a Mazda, the current BT-50 owes more to Ford, because, along with the Ranger, it was largely designed and developed by a global Ford team headquartered at Ford Australia.
Mazda had an engineering team on hand and had input in the core development, and then went its own way with the details (see sidebar).
The BT-50 is a big ute in more ways than one. In this company it has the biggest engine, it claims the most power and torque, it has the longest wheelbase, it’s the heaviest and it has the highest Gross Vehicle Mass (GVM). All of this generally works in its favour, but not always.
Powertrain and Performance The BT-50’s 3.2-litre five-cylinder turbodiesel is a Ford-designed unit first used in the Transit delivery van.
Why five cylinders, you ask?
Well, it’s simple. A five-cylinder engine generally runs smoother than a similar-capacity four-cylinder engine, especially with engine capacities greater than 3.0 litres. Bigger fours can be harsh at higher engine speeds, where a five is smoother.
This advantage, however, doesn’t play out here, because Mazda’s ‘big’ 3.2-litre five is up against much smaller fours, the biggest of which is Triton’s 2.4-litre. It is no smoother in general running and, being a five, it has the disadvantage of a somewhat lumpy idle, something that’s not a problem with a four-cylinder. The 3.2 is not a particularly quiet engine, either, in this company.
Aside from its extra cylinder, the Mazda’s engine also stands out here, as it makes its maximum power at notably lower revs than all the others and doesn’t need or like to be revved as hard.
It’s also in the lowest state of tune, making just 46kW per litre compared to the VW’s 66.5kW per litre and the Nissan’s 61kW per litre, something that may help with longevity.
Despite its ‘lazy’ low-revving and soft-tune nature, the ‘big’ five-cylinder still claims the highest power and torque figures and provides competitive performance despite having to propel the heaviest ute.
It’s not the fastest ute here, but it’s not the slowest either. In fact, there’s little between the four in terms of straight-line performance. The Mazda does, however, use more fuel than any of the others, according to both the ADR figure (9.2L/100km) and our testing figure (12.0L/100km).
For its part, the Mazda’s six-speed auto mates well to the torquey, low-revving nature of the engine, and offers generally smooth, ‘intelligent’ and well-timed shifts. It’s the pick of the two BT-50 gearboxes, because the six-speed manual has a vague and awkward shift action, something that will hopefully be fixed with the BT-50’s imminent mid-life makeover.
Ride and Handling One thing that Mazda (and Ford) got particularly right with their shared platform some five years back are the on-road dynamics. The Mazda’s chassis has a slightly ‘sportier’ tune than the Ranger’s, but this is hard to notice unless you drive the two back-to-back.
Either way, this is a good ute to steer, with a positive road feel and surprisingly tidy handling despite its leaf-sprung live axle at the rear and load-carrying suspension tune.
But the Mazda does have limitations, when compared to the other utes. On poor quality roads with marginal and constantly changing traction, the full-time 4×4 systems of the Triton and Amarok (selectable in the case of the Triton) offer more drive and reassurance, with the convenience of being able to use 4WD regardless of the road surface.
The Nissan also has conventional part-time 4×4 like the Mazda, but the Nissan’s coil-sprung rear end gives better drive out of corrugated corners and the like.
Off-Road The BT-50 continues to perform strongly off-road thanks to its torquey engine, good clearance and effective traction control system. All BT-50 4×4 variants also come standard with a driver-activated rear locker, which adds another level of off-road performance.
On the negative side, the Mazda does feel bigger than the other utes here, especially the Triton and the Navara. Its wheelbase, for example, is a full 220mm longer than that of the Triton, so it’s less manoeuvrable in tight situations.
Unlike the Navara and the Amarok, the Mazda draws its engine intake from the inner guard, which gives good protection from water entering the engine.
It also has the best theoretical wading depth of the four, at 800mm. Like most utes, the Mazda doesn’t have a recovery hook at the rear, but there is one positioned at the front.
Cabin, Comfort & Safety The BT-50 has a big and comfortable cabin, but only the steering-wheel tilt can be adjusted and not its reach. There’s a spacious rear seat, with only the Amarok among these four, offering more shoulder room for three and also more headroom, especially for the two outside passengers. The BT-50 does, however, have more combined front and rear legroom than the Amarok.
The mid-spec BT-50 tested here is generally well-equipped, but the dashboard screen is too small and its controls are too fiddly. In some ways, the interior is starting to feel old. Hopefully this is another thing to be addressed with the BT-50’s mid-life revamp in October. The BT-50 has the highest five-star ANCAP safety rating.
Practicalities The BT-50’s ‘working’ credentials are as good as it gets here. It has a class-leading 3500kg maximum tow capacity and excellent payload figures thanks to its 3200kg GVM. That it’s also the heaviest ute here somewhat diminishes the advantage of the GVM figure, in terms of payloads, though.
The factory tub is also a good size, but no BT-50 has a 12-volt outlet in the tray and the standard tie-down hooks would be more useful if they were mounted lower in the tray.
Other positives include a neat factory towbar arrangement (much better than the Ford Ranger’s), good support from the aftermarket industry. It also has parts that are interchangeable with those of the Ranger.
Mitsubishi Triton MQ
In creating its new MQ Triton, Mitsubishi didn’t set out to tackle head-on the new breed of big utes, such as the Ranger, BT-50 and Amarok. Instead, it has looked to the formula that was successful with the previous MN and ML Tritons and worked from there.
What Mitsubishi has effectively done is taken the previous MN Triton, pulled it apart, and then put it back together with either new or revised parts. Most notably, it has an all-new engine, a new six-speed manual gearbox, a new transfer case, tweaked suspension and a slightly bigger and far more polished cabin.
The five-speed automatic that was previously only available on the top-spec GLX-R model is now available on lower-spec models, relegating the old four-speed auto to history.
Powertrain and Performance The all-new 2.4-litre turbodiesel in the Triton is a typically modern, twin-cam, 16-valve, four-cylinder diesel with high-pressure common-rail injection and what looks to be a surprisingly big variable-geometry turbo.
What’s not very typical is the fact that this new engine makes its maximum torque at 2500rpm, a very high figure for a modern turbodiesel. By way of comparison, Nissan claims the Navara’s maximum torque is on tap by 1500rpm, while the Amarok’s and the BT-50’s maximum torque arrive well below 2000rpm.
In fact, the BT-50 makes its maximum power just 500rpm above where the Triton makes its maximum torque. Such is the disparity between the ‘grunty’ BT-50 and the ‘revvy’ Triton.
You particularly notice the Triton’s off-idle and low-rpm softness with the new and sweet-shifting six-speed manual gearbox, but the auto, as tested here, effectively masks this characteristic via its torque converter, which allows the engine to pick up rpm more quickly than the manual does.
The Triton’s engine is noticeably smooth and quiet and, helped by the fact that the Triton is the second lightest ute here, offers performance that is competitive despite not being a front runner in terms of on-paper power and torque.
The Triton has an older auto with fewer speeds than the others and, while it doesn’t do a bad job, it’s generally not as agreeable as the other three autos, all of which offer quicker, smarter and more decisive shifts.
Despite a very good ADR fuel figure of 7.6L/100km (the second best figure here), the Triton fell back a little when put to the sword in the real world, with its 11.5L/100km test average.
Ride and Handling With its sporty steering and relatively tidy handing, the previous-generation Triton was a standard-setter in its day. Thankfully, these strengths live on in the new Triton, which has been improved with revised front suspension and longer springs at the rear. The longer leaf springs are there to help soften the unladen ride (without compromising load-carrying), but the Triton still rides a little harder at the rear than the others. Perhaps its shorter wheelbase plays a part here.
In this company, the Triton is unique thanks to its ‘Super Select’ 4×4 system, which brings all the benefits of full-time 4×4 to general touring on wet bitumen, and to gravel and dirt roads.
On this test we had on-and-off-again rain, plus a wide variety of road surfaces to traverse. So being able to select full-time 4×4, rather than having to shift between high-4 and 2WD – as was the case with the part-time 4×4 Mazda and Nissan – was a real bonus.
Off-Road Super Select is also handy on easy trails, because you can use high-4 with the centre diff open in situations where the traction is generally good and you don’t need locked fore and aft drive. If it gets more slippery, it’s just a matter of turning the Super Select dial one notch to lock the centre diff. Another turn of the dial will then engage low-range.
What the Triton doesn’t offer at this spec level is a rear-locker, even as an option. That only comes with the top-spec Exceed model, but even then it’s not as sophisticated as the lockers in the Mazda, Nissan or VW. That’s because it cancels traction control across both axles, not just the rear axle.
This knocks the low- and mid-spec Tritons down a notch in its off-road capabilities. It’s still more than handy, however, with decent clearance, good forward vision and the benefit of being the smallest ute here with the best turning circle.
A change from the previous generation Triton is that the engine air intake comes via the inner mudguard rather than from under the bonnet lip, which is good move. Mitsubishi is, however, still conservative with its wading-depth claim of 500mm, or 600mm, if you keep below 5km/h. Again, it’s a typical ute, with no rear recovery hook, but two at the front.
Cabin, Comfort & Safety The new Triton cabin is slightly bigger than before, but it’s still the smallest cabin in this company, and it’s certainly cosy for three adults in the back.
However, the cabin’s fit and finish is far better than before, with more of a passenger-car feel than that of a commercial vehicle. The driver can now also adjust the tilt and reach of the steering wheel.
The much-criticised front seats in the previous model have also been improved, but have still met mixed reactions from our testers. Our shorter drivers gave them the thumbs up, while taller drivers gave them the thumbs down.
One annoying thing that all drivers noted is that the rear tub and its sports bar stood out and could be quite distracting in the rear-view mirror, or when shoulder-checking.
In recent tests, the new Triton achieved the highest five-star ANCAP safety rating.
Practicalities The Triton’s relatively short wheelbase means that almost the entire tub is behind the rear-axle line, which is not ideal for carrying heavier loads. The tie-down hooks in the tub are also mounted too high.
The Triton has the lowest GVM here, but its relatively light weight helps redress the balance in terms of payload. Its 3100kg-towing capacity is also short of the class leaders, but is still adequate for decent-sized caravans, big boats and double horse floats. Being a new-design ute, the range of aftermarket enhancements will also be limited for the immediate future.
Nissan Navara NP300
Nissan’s NP300 Navara is almost new from the ground up and represents a number of ‘firsts’ for a mainstream Japanese ute. Most notably the ST and ST-X spec models now have a new 2.3-litre, four-cylinder diesel engine with two turbos; a feature in this class previously reserved for the Volkswagen Amarok.
All dual-cab variants (including 2WD models) also have a coil-sprung live axle at the rear, which replaces the leaf-spring live axle used in the previous Navara – and generally used across the ute market. The arrangement uses five links, two upper trailing arms, two lower trailing arms and a Panhard rod.
In designing the new NP300, Nissan has also bucked the trend to build a bigger ute. In fact, the NP300 is slightly smaller and lighter than the D40 it replaces. Compared to the D40, it is 41mm shorter and rides on a 50mm-shorter wheelbase. It’s also close to 100kg lighter than the D40 (top-spec models) and its GVM has been reduced from 3010kg to 2910kg.
However, importantly for bragging rights at the very least, its maximum towing capacity has been increased from 3000kg to 3500kg, bringing the NP300 into line with the class leaders.
Powertrain and Performance The idea behind two turbos, rather than one, is not so much to produce more power, but to improve the spread of power – something you’ll quickly notice while driving this new Navara ST-X.
A single-turbo design is always a compromise between minimising lag and producing decent power, but by using two turbos this compromise is largely overcome (see ‘Power of Two’ sidebar).
Thanks to its sophisticated sequential turbo arrangement, the Navara’s full measure of 450Nm is available at just 1500rpm, yet the engine also likes to rev and doesn’t hit peak power until 3750rpm.
The engine is both responsive at low revs and punchy at higher revs. This, combined with the seven-speed auto and the Navara’s relatively light weight, pushes the NP300 to the front of the pack in terms of straight-line performance.
For its part, the auto is generally agreeable, but the shift protocols seem more skewed towards economy than performance, which can often have you switching to the gearbox’s ‘manual’ mode for better control in more demanding driving situations.
The engine is also smooth and generally quiet, except under load where it does become noticeably noisy.
It has good fuel economy, too, although its on-test consumption figure of 11.2L/100km (second in this group) fell well short of its remarkably good 7.0L/100km official ADR figure.
Ride and Handling The Navara’s coil-sprung rear end doesn’t ride any more smoothly than its leaf-spring competitions here, but the general control and stability it affords is better, especially when driving through and out of bumpy and corrugated corners. It’s a pity the Navara doesn’t also offer some sort of full-time 4×4 to further press home this advantage.
While the Navara is a generally sweet-handling ute, the overall chassis response is compromised by heavy, slow and lifeless steering. It’s somewhat akin to the feel you get with under-inflated front tyres.
Off-Road In this company, the Navara is a mixed bag off-road. On the positive side its low first gear and deep low-range reduction produces the lowest crawl ratio of 44.6:1, which for an automatic is excellent. What’s more, the shift protocols of the seven-speed work well off-road, something you couldn’t say of the seven-speed auto behind the V6 turbodiesel in the D40.
Both the top ST-X spec and the mid ST spec NP300s also come standard with a rear locker and, like the lockers on the VW and the Mazda, when its engaged it doesn’t cancel the electronic traction control across the front axle.
Not so good is that the engine’s air-intake has been moved from the inner mudguard to adjacent to the top of the radiator, and the claimed wading depth is now a low 450mm, something that owners may want to address with a snorkel.
Compared to the other utes here, the NP300 also rides a little lower and was always the first to bottom out off-road, an issue that will be familiar to D40 owners. As is the norm with most utes, there isn’t a recovery hook at the rear, although there is one up the front.
Cabin, Comfort & Safety The Navara has the most car-like cabin here, though some of that comes down to the fact that it’s the only top-spec model tested and is loaded with equipment.
The cabin is, however, quiet regardless of speed and road surface, thanks to good NVH control and low wind noise. The previously mentioned engine noise under load is an on-going issue, though.
The cabin isn’t as big the Amarok or the BT-50, something which rear-seat passengers will especially notice, although the Navara’s rear seat does a better job of seating three than the Triton.
Notable cabin exceptions include no reach adjustment for the steering wheel and no centre headrest for the rear seats.
On the flip side, the NP300 is unique among utes as the ST-X spec has a sunroof, while all NP300s have a small power-operated opening rear window. The NP300 has achieved the full five-star ANCAP safety rating.
Practicalities As mentioned, the Navara now matches the best in class with its 3500kg tow rating and, while the GVM is among the lowest two here, the fact that the Navara is the lightest helps with payloads. ST-X-spec Navara’s also have Nissan’s handy adjustable tie-down system in the tub.
What is also noteworthy is that, while all the utes here require servicing at least every 12 months, the Nissan can go for 20,000km between services, a benefit for high-mileage Navara buyers. Meanwhile, the VW and Mitsubishi both need servicing every 15,000km, while the Mazda has a 10,000km service interval.
Finally, while this ST-X has 18s with relatively low-profile tyres, the 16s off the other NP300 variants can be fitted if you want a more durable higher profile tyre.
Volkswagen Amarok
Volkswagen’s Amarok was the first of the new generation of utes that make up the current market. It was launched abroad in 2010 and arrived here in the first quarter of 2011, about six months before the Ford Ranger and Mazda BT-50 twins. It was initially available only as a six-speed manual, with the eight-speed automatic not arriving until the following year.
In most ways, Volkswagen followed a standard ute design, with a separate chassis, double-wishbone coil-sprung front suspension and a leaf-sprung live axle at the rear. However, VW added a notably large cabin and a big tray, which set it apart from the other utes of the day.
The 2.0-litre bi-turbodiesel and the eight-speed auto also seemed somewhat left field, although the engine was already in VW’s stable (powering things like the Transporter Van), while the auto gearbox was a propriety unit from prolific German transmission specialist ZF and was already in use by a number of different car companies.
Since its release, the Amarok range has been revised a few times, the engine specs tweaked and the equipment details changed. What you see here, however, is essentially the same Amarok that’s been here since day one.
Powertrain and Performance The Amarok has the smallest engine here, but, thanks to its bi-turbo arrangement, still offers competitive power and torque. On the road, the Amarok actually offers the best initial kick-down response, thanks to its fast-shifting close-ratio eight-speed auto, and it does this despite being the second heaviest ute here.
The Amarok also stands out for its willingness to rev despite also being strong off-idle. It’s also the smoothest, quietest and most refined engine here, something that’s no doubt helped by its relatively small capacity.
The eight-speed automatic is also the best gearbox here in terms of shift quality, shift speed and shift timing. It also combines with the engine to produce a powertrain that’s difficult to fault. Topping things off, the Amarok proved the most fuel efficient on test (10.8L/100km) despite a mid-field ADR figure of 8.3L/100km.
Ride and Handling The Amarok’s chassis carries on the same polished performance of the engine and offers the best steering, road feel and general handling. The full-time 4×4 system then adds extra security and grip on demanding road surfaces including bumpy and wet bitumen, corrugated gravel, and dirt roads.
In most ways, when compared to the other three, the Amarok feels more passenger car than ute. Buyers wishing to have more of a passenger car and less of a ute ‘feel’ can opt for the softer-riding ‘Comfort’ springs at the rear. These are available on Trendline, Highline and Ultimate Amaroks, but not on the base Core model as tested here.
Off-Road On paper, the Amarok, with its single-range 4×4 system, shouldn’t work in steep and slow-going off-road conditions, but it does. With the eight-speed gearbox having a low first gear and a surprisingly effective torque convertor, we have never had a problem climbing steep off-road inclines either in this test or during all the other testing we have done with Amarok autos during the past three or four years.
What’s more, its 4×4 system is more than clever as you go from cruising down the freeway, at whatever speed you choose, straight on to a steep off-road climb, without touching a button or a lever. The Amarok is always in 4×4, its centre diff locks by itself, and it doesn’t need low range; not that there aren’t buttons to tweak the off-road performance, if you so wish.
Most importantly, all 4×4 Amaroks have a driver-switch rear locker. There’s also a switch for the very effective down-hill descent control and to tweak the ABS and the stability- and traction-control system’s off-road conditions, which is handy but not essential. There’s a separate switch to disable the stability control to help in sand or deep mud.
The Amarok’s auto is also the pick of the four gearboxes when off-road in both full-auto mode and when used manually.
One caveat here: we’ve never towed a heavy camper trailer in steep off-road conditions with the auto. Those wishing to do so may be better off with the manual Amarok, because it has dual-range gearing (see ‘4×4 Dilemma’ sidebar).
All Amaroks draw their engine intake air from adjacent to the top of the radiator and the official wading depth is a modest 500mm, which makes the Amarok another candidate for a snorkel.
The Core does, however, come fitted with decent all-terrain rubber in the form of Pirelli Scorpion ATRs. It’s also the only ute here with a rear recovery hook, while the front has a screw-in towing eye.
Cabin, Comfort & Safety The Amarok has a big, spacious and comfortable cabin that’s understated in typical German fashion, especially so in this base-Core spec. But it does offer the best front seats, tilt and reach steering wheel adjustment for the driver, and the roomiest back seat for three adults.
All the controls are also logically and simply laid out, but the Core misses out on the 12-volt outlet on the dash top, which is fitted to all other 4×4 models and is handy for accessory sat-navs and the like.
The Amarok has a maximum five-star ANCAP safety rating.
Practicalities The Amarok has a biggest tub here and well-placed tie downs, but the Core doesn’t have the 12-volt outlet in the tub, which is standard on all other variants.
All Amaroks, including single cabs, come with a factory tub, but this is a delete option ($1500 saving) on everything but Highline and Ultimate. This seems like a very logical approach to splitting the range between cab-chassis and ute models.
The Amarok has the lowest tow rating here – a still-decent 3000kg – while its 3040kg GVM is bettered only by the Mazda. If the previously mentioned ‘comfort springs’ are fitted to the rear, the GVM is reduced to 2820kg, which is still not too far short of the Triton’s 2900kg or the Navara’s 2910kg.
THE VERDICT IS IN…
Dual-cab utes perform a wide variety of roles, which is a key reason why they are immensely popular in the overall new-car market. They can be used as day-to-day family transport, weekend 4×4 fun machines, work trucks, or serious 4×4 tourers. And most are used in some combination of these roles.
Dual-cab 4x4s are so popular that they have eclipsed 4×4 wagons in sales and now compete against much cheaper small, passenger cars in overall sales. Like the USA, Australia is becoming a nation that loves ‘pick-up trucks’.
The multitude of roles that dual-cabs fulfil makes it hard to pick an outright winner in any comparison, this one included. It just depends on what you want out of your dual-cab 4×4. You wouldn’t buy one of these utes over the other because of performance alone.
There’s not a significant difference here. Nor would you be likely to buy one over the other for the differences in payload or towing capacity, unless you really needed the full 3500kg tow rating offered by the Mazda and the Navara.
If you are after value for money, it’s hard to go past the Triton. Consider this: the cheapest way to get into any of these four dual-cab utes is via the Triton GXL manual, at $36,990. At the other end of the range, the cheapest way to get into one of these utes with luxuries like leather and sat-nav is via the $47,490 Triton Exceed.
The Triton also offers dual-range full-time 4×4 at just $40,990 for the GLS manual, where the cheapest way to get full-time 4×4 in an Amarok is via the $45,990 Core auto, and neither of the other utes offer full-time 4×4.
On the downside, the Triton has the smallest cabin, the lowest GVM, the least sophisticated automatic gearbox and a short wheelbase that is as much of a disadvantage as it is an advantage.
The Mazda’s strength lies in its cabin size, and its high GVM and tow ratings. It also stands out in a world where downsizing is the name of the game in diesel engines. In the past 10 years, Triton has gone from 3.2 to 2.4 litres while in one generation the Navara has gone from 3.0 or 2.5 litres to 2.3 litres.
Even the new HiLux due to be released later this year has a smaller 2.8-litre diesel replacing the current 3.0-litre diesel. And the Amarok has always had a small engine.
The benefit of the Mazda is that its ‘big’ engine is relatively low-revving and has the lowest specific power output, both of which augur well for longevity. Proof of the soundness of the Mazda’s overall design is that it can still hold its head up against the newer utes here and has the benefit of an imminent update to come.
Nissan spared little with its new Navara NP and it impresses with its new engine and ’box, it’s general car-like refinement and its generally solid off-road ability. Model for model, it’s also sharply priced, even if it’s not as cheap as the Triton.
Given the sophistication of the engine and gearbox, it’s a shame, however, that Nissan didn’t back this up with an on-demand (effectively full-time) 4×4 system as used in the previous-generation Pathfinder and the Y62 Patrol. It would have been much better for it.
The NP300 could have been a game changer, but it isn’t. And a few details like the revised engine air intake, ground clearance (especially at the front) and the doughy steering are disappointing. But you still get a lot of ute for the money and the top-spec ST-X is very well equipped, with a sunroof and all.
As ever, the Amarok is one of the more expensive utes, but it does most things better than any of its opposition and is simply a delight to drive both on and off the road. It offers real passenger-car refinement, but it’s still big, tough and off-road capable.
We’d like to see the auto gearbox and full-time 4×4 system offered with dual-range gearing, but not because the current system does anything wrong. In fact, it works brilliantly.
It’s our current ‘Best in Class’ champion and that position is still intact despite the two new utes here. As editor Raudonikis quipped during this test: “The Amarok is in a different class to the other three utes here … a class above.”
Click here to read the full range review of the Volkswagen Amarok.
4X4 Australia spent a weekend at Land Cruiser Mountain Park in Queensland with some of the best modified Volkswagen Amaroks in the country for a feature in the October 2015 issue of the magazine – on sale now.
The range of modifications to the VWs covered mild to wild and really showcased what can be done with this all too often overlooked 4×4 ute.
Aside from all being VW Amaroks – which in case you didn’t know is a giant wolf in Inuit mythology – all the cars assembled had some or all of their modifications done at Wolf 4×4 in Brisbane’s north. The crew from Wolf put this neat video together from the day at the park:
Toyota has revealed the range of accessories that will be available for the new Hilux when the workhorse hits showroom floors in October.
Hitting back at Ford Ranger’s challenge to the Hilux reign, Toyota has released the most extensive range of accessories in the company’s history, with some closely resembling the mining-spec-style gear that’s distinctive of the Ranger XL-Plus model.
Included in the new Hilux’s range, about five years in the making, are more than 60 accessories purpose-built for the new vehicle, including an industry pack for mining, construction and other industrial users.
The pack includes LED work lamps, light bar, mining flag, wheel chocks, reflective stripes, wheel nut indicators, handbrake alert, tray accessories and prewiring for an in-vehicle monitoring system.
These are all new to the Toyota catalogue, as are a new snorkel that ensures good air flow, two types of tool boxes and a bed slide on rollers for easy access to items in the ute body.
Meanwhile, airbag-compatible bull bars, which are manufactured at a new, recently opened facility in Melbourne, are expected to retain the five-star safety rating that Toyota is expecting for the new Hilux (most aftermarket accessories and bull bars are not tested for ANCAP safety).
The Hilux bull bars will be available in high-tensile steel or aluminium alloy, with Toyota’s crash tests confirming the right deployment of airbags and operation of safety systems. The bull bar has been designed to ensure airflow through the radiator while providing for mounting points for driving lights, antennas and the genuine accessory winch.
The Hilux’s canopies have also been redesigned to allow one-handed opening and can be specified with central locking, automotive-grade curved glass and integrated lighting. Large “gull-wing” style windows are available for easy access to the load area.
Hilux’s pre-existing accessories have also been redesigned for leisure and work. These include a towbar and load-distribution hitch that support the uprated 3.5-tonne maximum towing capacity of the new Hilux.
According to Toyota, engineers collaborated with designers in Australia to produce the range, which is being marketed as strong and durable.
Additional items in the industry pack include:
• Steel tray – this is new with standard storage/tool box, window protector and mounts for a light bar, flag, and optional slide-out step, grab rail, quick-release ladder rack, tie-down rings and mounts for a fire extinguisher and spare tyre.
• Commercial steel bull bar – this is said to be more affordable while maintaining functionality.
• Battery terminal and accessory fuse box – Toyota says this will reduce clutter with a single point of access for any accessory requiring power from the vehicle’s battery; will have 10 separate fuses and a combined output of up to 50 Amps; added fire protection; and is tested for electrical safety as well as resistance to water, heat and harsh chemicals (standard on 4×4 and Hi-Rider).
• Auxiliary battery kit – this should allow up to 50 Amps of current to be drawn safely without draining the main battery; vibration, shock and temperature tested; on-board intelligent charger provides safe three-stage charging.
• Battery Isolator Switch to allow easy disconnection of the battery. The integrated design has been tested to meet Toyota’s stringent safety standards.
Toyota officially unveiled its eight-generation Hilux, the first new Hilux in ten years in May this year. The Hilux will have a bigger body, new 130kW-450Nm 2.8L diesel engine, and a 3500kg towing capacity. It will go on sale in October with 31 variants in both 4×4 and 4×2. This is nine more variants than currently offered. Most of the model-range expansion will come through extra 4×4 and dual-cab models.
Ford Ranger topped Hilux in sales for the first time ever in August but we expect Toyota will hit back with a vengeance when the new Hilux lands in showrooms.
See Fraser Stronach’s take on the new Hilux.
This pleasant drive through some of Australia’s most magnificent desert mountain country starts at Wilpena Pound.
Just a little north of the resort on Blinman Road, the route veers off the bitumen to a good dirt road.
Timing is important to enjoy the surrounding hills and ranges, so it is best to leave Wilpena just after sunrise, or even earlier, as the sun lights the eastern sky.
The route initially winds across rolling hills dotted with native pines and open grasslands, which in the early morning are often alive with grey kangaroos and emus. The odd, bigger red kangaroos are sometimes seen in these open areas.
As you begin to get into more hilly country, you come to the old Yanyanna Hut, once used when this area was leased for grazing. The road then passes through heavily treed country to the top of the low range of hills and the Bunyeroo Valley Lookout with its spectacular views over the rugged ranges to the west. Be there at sunrise, when the mountains are at their most majestic.
From the lookout, the route winds steeply down the hills into the Bunyeroo Valley, where there are a couple of creek crossings and a few campsites nearby. There is a carpark for those who want to walk into Bunyeroo Gorge.
The route strikes sharply north from here, with the Heysen Range – named after the famous Australian painter, Hans Heysen – to the west and the ABC Range to the east.
The road dips and climbs over low, steeply-humped hills to a T-junction. While the route heads west deeper into the ranges, it’s a good idea to take a detour into the Aroona Valley. The track junction to this pleasant spot is found just a little to the east.
The Aroona Homestead ruins are found at the northern end of the road which cuts through the valley, and there is a very pleasant bush campground nearby with several walking trails to enjoy.
The original homestead was built in the 1850s, while the old Pine and Pug Hut, which is most obvious today, was built in the mid-1920s. Thousands of sheep once grazed these hills and valley, making John Hayward, the first leaseholder, a very rich man.
Back at the T-junction, turn west and drive deeper into the ranges. This route follows Brachina Creek and winds through the Brachina Gorge.
The road then passes below the high peak of Mt Hayward, while the imposing bulk of The Armchair and The Guardian dominate the view as you go deeper into the gorge. Douglas Mawson, most famous for his exploits in Antarctica, once described these mountains as “the bones of nature laid bare”, and with the varied and twisted rock forms you’ll find along here, you can understand why.
Today this route is declared a ‘Geological Trail’, and while there are many obvious ancient landforms, for those willing to search a little deeper, there are also many fossils to be found. Don’t forget, though, you are in a national park and such items are not to be removed. There’s also some nice camping through here and plenty of opportunities to get out and enjoy a walk.
The gorge ends abruptly as you exit the ranges out onto the flat western plains. If you’ve hurried through, take a detour north to the Prairie Hotel in Parachilna and enjoy a counter meal, before turning south along the bitumen to meet the dirt road – the Moralana Scenic Drive – that heads back west around the southern ramparts of Wilpena Pound.
This section of the drive is best done in the late afternoon and evening, with the sunlight casting its rich glow over the impressive walls of Wilpena.
Back at Wilpena, you’ll realise you’ve just completed one of the best drives in the whole of Australia. It is far from being a tough 4WD trip, but it is truly unforgettable in its grandeur.
It’s shiny and you can hold it in your hand: it’s the latest edition of 4×4 Australia and it’s packed with all things 4×4.
The October edition of 4X4 Australia is on shelves now. Inside we check out the new Ford Everest, the updated Ford Ranger and send a pack of modified Amaroks to battle it out at Queensland’s Land Cruiser Mountain Park.
We also have a gander at a stretched Toyota Hilux and a modded-up Dark Label Amarok that’ll have you buying a bucket-load of lotto tickets.
You can grab your copy of 4X4 Australia from newsagents or by subscribing to 4X4 Australia in electronic or print format.
In the meantime, here’s a sniff of what else is inside:
V8 Nissan Patrol custom
This off-road monster is equipped with an arsenal of weapons-grade mods including a stonking V8 diesel engine. We took it for a run in the mud.
Expedition Overland
Expedition Overland’s Clay Croft is eyeing off Australia for his next adventure. We check in with the American 4×4 film-maker to see what’s what.
Deua National Park, NSW
We tackle Deua National Park’s insanely steep climbs and descents.
East MacDonnell Ranges, NT
Ron Moon discovers that gold and gems aren’t the only treasures in the East MacDonnell Ranges.
Coongie Lakes, SA
We travel a long way to see if South Australia’s Coongie Lakes is worth the trek.
The Barraba Track, NSW
The little-known Barraba track in NSW is winding, steep and sometimes closed. Is it worth the trouble?
Toyota 70 Series wide-track coil fix
Here’s a bolt-in, wide-track coil spring suspension that improves the 70 Series on a number of fronts – bingo!
CFMoto X550 ATV and U550 UTV
These farmer-friendly side-by-sides are taken for a spin in the paddock.
Speedliner
It’s been a review almost six years in the making: Scott Heiman sees how his Speedliner tub liner has held up.
Razorback canopy
A ute is stamped from sheet metal, robotically welded and moved along a high-tech production line. Turns out, so are these metal canopies.
Twozone box fridge
The Twozone box attaches to your fridge to create two cooling zones and to increase capacity. We loan it a beer and have a look.
Tough Dog suspension upgrade
Standard Nissan Navara D22 suspension leaves a lot to be desired. Tough Dog has a fix.
Bridgestone Dueler M/T
Is it worth changing from all-terrains to these Bridgestone muddies? Our man Stu reckons so.
Three-second tent
It took GT longer than three seconds to put it up, but Oztent’s Malamoo is still pretty handy.
Korr lighting
We rig up a Land Cruiser and head bush to test Korr’s LED lights.
…as always, the mag has the latest news and events, stats and figures, as well as the industry’s most respected names.
Grab your copy of 4X4 Australia from newsagents or subscribe to 4X4 Australia in electronic or print format.
Price and specifications
Price: $54,490
Engine: 2.3-litre twin turbo four-cylinder diesel, 140kW at 3750rpm, 450Nm at 1500-2500rpm
Transmission and 4WD system: Dual-range part-time 4WD
Braked tow capacity: 3500kg
Spare tyre: Full-sized
Fuel tank: 80 litres
Fuel use (claimed): 7.0L/100km
Fuel use on test: 10.3L/100km
Approach/departure angles: 32.4 degrees/26.7 degrees
Ground clearance: 228mm
WHAT’S THE DEAL?
It’s an all-new Navara with a new body and new diesel engine. Until later in 2015 the new Navara – called the NP300, which replaces the old D22 and chunkier D40 – is only available as the dual-cab offering tested here, but there is a single cab and King Cab (extended cab) on the way.
Four-wheel drive models aren’t super cheap, with the RX kicking off at $39,990, plus on-road and dealer costs. For that it’s a fairly basic level of kit, with cruise control, power windows and 16-inch steel wheels. There are auto headlights, though. There’s also stability control and seven airbags (dual front, front-side, side curtain and a driver’s knee airbag) on the safety front.
It’s not till the ST-X that you get a reversing camera, teamed to a 7.0-inch colour touchscreen with sat-nav. There’s also dual-zone air-conditioning, heated front seats, electric driver’s seat, a sunroof and partial leather seats, and 18-inch alloys. Plus smart key entry that means you can leave the key in your pocket or bag to open the door and start the car.
Snazzy LED daytime running lights and the glossy sport bar that adds some styling pizazz.
The Navara also gets the electrically-operated sliding rear window; great for making dogs feel more included in the whole travel experience.
PRACTICALITY
It’s clear passengers were a priority with the Navara. It’s the only one in its class to get air vents in the rear, helping with circulation of cooled or warmed air. Those back seats have decent leg and head room, too.
Up front there’s good space and thoughtful storage areas. A large open binnacle atop the dash is good for maps and other odds and ends, while there are various hidey holes in between the two seats.
A theme throughout is the proliferation of cupholders; as well as those in the doors there are more in the centre console and in the centre of the rear floor.
There are three power outlets in the cabin, including one on top of the dash that’s handy for accessories you want to leave in the storage binnacle. There’s also a fourth power outlet in the tray, which is handy for camp lights or fridges.
As with many rivals, there’s no reach adjustment to steering, and the wheel does feel a tad close to the instruments.
One notable (but small) omission is an exterior temperature readout, so you’ll have to wind down the window to check the chill. A digital speedo is also missing.
Yet there are two compasses; one as part of the trip computer in the instrument cluster and another in the rear vision mirror.
The tray is deep and broad enough, although the RX misses out on the rugged tray liner and adjustable tie-down points of the ST-X.
There’s no standard tonneau cover (on any Navara), with a soft one adding $645 to the deal.
ON THE ROAD
The big change for the Navara – and its big differentiator against rivals – is a coil spring rear-end. It’s still a live axle but gets the more supple coils aimed at improving its on-road behaviour.
It works reasonably well when unladen; there’s still some of the rear-end bouncing typical of workhorse utes, but it’s generally well settled and compliant.
Less impressive is the poise when there’s a decent load in the back. We had about half a tonne out there and it was very light in the nose and a lot less secure in the rear. Even small steering inputs had the tail wagging, sometimes disconcertingly.
Despite the shift to what’s generally considered an inferior setup for carrying big loads, the Navara’s load capacity has increased; for the ST-X tested here it’s claimed at being able to carry up to 930kg.
Tow capacity, too, matches class leaders at 3500kg. However, towing close to its capacity (with a towball download of 300kg) it reduces the gross vehicle mass by 410kg. That means the ST-X here is limited to 579kg of people, luggage and gear in the back when towing that much.
The new 2.3-litre twin turbo four-cylinder diesel isn’t the quietest thing going, with some fan noise and associated diesel roar. But it makes up for it with a stout 450Nm available at just 1500rpm. While it’s no rocket off the line, that torque helps it with hill climbing and makes light work of heavy loads. It also works nicely with the seven-speed auto, which is intuitive in its gear selection.
Claimed fuel use of 7.0 litres per 100km is good, creating a theoretical range of more than 1000km from the 80-litre tank. As always, that figure is largely unachievable; we used 10.3L/100km in a mix of suburban, highway and off-road driving.
OFF-ROAD
The Navara’s part time dual-range four-wheel drive system includes a locking centre diff that engages when you select 4H, so it rules out using it with all four wheels engaged on-road.
But you can shift on the fly to 4H for added surety on slippery surfaces such as gravel, sand or mud.
A rear diff lock only operates once low range is selected, limiting its usefulness in sand and on challenging trails where high range may otherwise be fine.
The approach angle of 32.4 degrees ensures it can tackle steep steps and hills. As with many dual-cabs the 26.7 degree departure angle is less impressive and can scrape the tow bar if you’re not prudent (or limited) with placement.
The wading depth of 450mm is shallow, too, and almost half that of the rival Ford Ranger and Mazda BT-50. No doubt the aftermarket will cater for that deficiency with all manner of snorkels before long.
Those coil springs provide decent articulation at the rear, ensuring a better chance of having all four wheels in contact with the ground.
As well as traction control there’s downhill assist control to regulate speeds down steep slopes.
VERDICT
There’s little doubt the Navara has stepped up and is now a more useful truck. Its coil spring rear suspension will be the subject of many campfire discussions (arguments even). It works well on-road and brings some benefits off-road, but it’s less convincing when you come to testing the payload.
Thankfully the grunty diesel engine suits the nature of the vehicle, while the well thought-out interior makes for a decent long distance companion.
John Rooth knows the outback better than most.
But that doesn’t mean he can keep out of trouble. His dusty track has led him to 4×4 Australia and he’s here to tell us a story or two – Roothy-style…
Dancing disco Things weren’t looking good when Glen Hadden rolled his right-hand tyre off the rim during a steep hill climb on loose shale and the Disco took a slide. We got it double strapped and winched it over the lump to safety, but the real lesson came later when Glen realised he’d tried to outsmart the computer-assist driving modes. He tried again with the Terrain Response dial set correctly and the Disco walked up as if on a sky hook.
Having experienced it a few times, I have to tell you this latest generation traction control stuff is mind-bogglingly good. I may have to ask Stronach to explain how it works, though.
Glen later blew out a tyre on the Oodnadatta Track. He didn’t notice immediately because the suspension stabilisation system countered the lean while the Disco’s lounge-like comfort swallowed the noise. The result? The tyre chewed through to the rim. There was a warning light on the dash, though.
A sandy start When the starter motor in Milo – my old green Toyota – dropped out on Fraser Island, I was lucky there was plenty of willing help. This is the third time it’s happened, always in a salty environment. And yes, I eventually tracked it down to a faulty earth strap… again.
The lesson? When it comes to high-amp battery connections, you’re better off with good crimping – crushing the lug onto the cable – than using any form of solder. I got into trouble years ago when the flux eroded by itself; but it seems the modern flux-cored stuff is much the same.
The answer? Use plenty of Lanotec or WD-40 anti-corrosion spray and lots of work with the rag to protect the terminals. That way, if something comes loose there’s a chance you’ll find it before losing all your new friends.
Camel rescue My mate Brolga, better known as the BBC’s ‘Kangaroo Dundee’, made enough quid out of his TV series to upgrade from the old Hyundai banger to a late-model Toyota. Good thing too, as nobody deserves it more than him; one of the real decent people on this earth.
Problem? He’s discovered that little camels can fit in the back of a Troopy almost as easily as bubby ’roos in the back seat. So now he’s out there rescuing camels, too.
Oh boy, does someone else want to mention the old Toyota RAV4 ad?
Kitchen handles Plenty of things have cracked, fallen off, or just plain died on my old green Toyota, but this was a real first.
The handle started to crack a few trips ago and every time I opened the door it seemed to need more of a pull. Then it fell off in the driveway right before a trip. After a bit of filing and drilling, a key ring took over the opening duties, but it bent every time I pulled the door open.
No worries; a good handle wasn’t far away. In fact I found one in the kitchen, complete with screws.
It should last about as long as I will once the wife finds out.
Swag of style We all have our favourite camping style.
If I’m with the family nothing is as good as the big mattress in the camper trailer. For work trips, however, it’s always been the swag. And ever since trying out these quick-fold bunks in rocky old Arnhem Land a few years ago, I’ve never rolled out my swag without putting a bunk up first.
The combination of a cosy swag up off the ground with plenty of give, in a big stretcher (mine are both from Darche), needs only one more thing to make it perfect. But seeing Paris Hilton is busy running her hotels I usually settle for a pillow pinched from home.
In wetter country, the truck’s awning comes out to keep the mist off the swag. This also makes packing up possible at first light.
Fair dinkum, if I’d have known comfort like this as a young bloke I’d still be driving a harvester.
If you’re ‘doing the Gibb’ east from Broome, then you’ll have covered a dusty and corrugated 900km by the time you get to El Questro near the eastern end of that famous road.
If you detoured up the torturous Kalumburu Road to Mitchell Falls and back, then make that 1400km. By now your 4×4, tent, clothes, pretty much everything, will be covered in fine, red dust and after the privations of a couple of weeks camping, the wife and kids have gone to the ‘dark side’.
About now, a few nights in a real bed at El Questro becomes a highly attractive option.
El Questro Station has fuel supplies, a shop, a campground and a range of accommodation – from $300 per night all the way up to $2800 per night. It’s a very, very popular destination. So popular that in peak holiday times, with hundreds of visitors constantly pounding up and down the station’s dirt roads, a dust pall over the station can be visible from several kilometres away.
Another option is El Questro’s sister resort, Emma Gorge, just 10km further east along the GRR. Without camping facilities and with only a short access road from the bitumen, there’s no dust and little noise.
Admittedly, the resort’s tented structures are not exactly soundproof and it can be less than pleasant if you are unlucky enough to end up next to the couple who thought it would be a good idea to bring their three children aged under five into the great outdoors. Neighbours aside, the tented structures, each with one double bed, two single beds and a luxury bathroom, provide ideal family accommodation.
Emma Gorge Resort stands at the mouth of the gorge it is named after and features a bar, a bistro and a quality restaurant that all look out onto lush-green tropical gardens. The walk to the head of the gorge takes about 45 minutes, initially along a well-made path and then on a rocky riverbed. About 200 metres from the end of the walk is a beautiful aquamarine pool fed by water trickling in between two giant boulders that stand like sentinels over this inviting oasis.
The major attraction, however, is just around the corner – a waterfall that plunges 60 metres from the escarpment above has gouged a huge cavern and waterhole. While the waterfall is barely a trickle in the dry season, the cool waters of the pool (shaded from the hot tropical sun) are a magnet for tourists.
Sitting on one of the boulders that lie scattered around the edge of the waterhole, you can look up to see many similar boulders seemingly defying gravity in the cavern roof – a not-entirely comforting view.
Most of El Questro’s attractions require basic 4×4 skills. For example, Explosion Gorge (named after the local method of fishing in years gone by) is an easy drive, apart from a couple of washaways in the rough gravel track and a 300-metre crossing over the Pentecost River. Formed from large, heavy rocks to withstand the wet-season floods, the ford is a punishing test of suspension that will perfect your technique of ‘driving through the brakes’.
The scenery is superb, especially when the late afternoon sun lights up the red sandstone ridges dotted with spinifex and snappy gums. This drive also encompasses Branco’s Lookout, with its spectacular views back over El Questro and a wide sweep of the Pentecost River – where the wake of an occasional saltwater crocodile can be seen in the otherwise still water.
Reaching El Questro Gorge involves a 100-metre water crossing and, while it’s little more than hub-depth, there is often a queue of quite capable 4x4s with their owners nervously surveying the crossing before turning around and driving away. The gorge itself presents a pleasant shady walk through stands of Livistona palms, which have survived from prehistoric times thanks to springs that keep the gorge damp even in the driest times.
The delightful walk down this narrow gorge is eventually blocked by a huge boulder and, while it is possible to clamber over this obstacle, most visitors don’t bother as the track becomes more difficult past this point.
At nearby Zebedee Springs, a 750-metre walk winds through another lush stand of palms to several small pools constantly kept between 28°C and 32°C thanks to a thermal spring. The other constant is the queue of tourists in their swimmers impatiently waiting for a dip in the soothing waters. In an attempt to prevent the area being degraded by overuse, the springs are only open to the public from 7am to 12pm each day.
Leaving the comforts of Emma Gorge behind, it’s a 200km drive south on the Great Northern Highway to Purnululu. This sealed road follows fabulously rugged and steep-sided ranges, which generally run north-south through much drier country than the western sections of the Kimberley.
If you think the Kimberley isn’t like anything else in Australia, in a way you are right – it wasn’t originally part of the Australian continent, but collided with it 1.8 billion years ago. This event and subsequent geological activity formed the Halls Creek Fault system, which roughly parallels the Great Northern Highway and is responsible for much of the rugged terrain (and the nearby Argyle Diamond Mine).
The 50km gravel road into the park is an easy run, albeit restricted to 4x4s without vans, because of blind corners, crests and creek crossings with sharp entry and exit angles. Despite numerous signs saying ‘4×4 only’, there always seems to be tourists who think the warnings don’t apply to them and who end up with their 2WD ‘Campers’, or similar vehicles, parked up at a rocky water crossing, wondering what to do next.
Driving into the park, the western side of the Bungle Bungle Ranges that first greets visitors is unremarkable. It’s only when you drive around the southern end of the range to Piccaninny that the famous beehive dome formations reveal themselves.
The banding of the domes is due to a difference in the clay content and porosity of the various sedimentary layers of sandstone. The dark-grey bands are caused by cyanobacteria (single-celled organisms that are one of the oldest life forms on Earth) growing on layers where moisture accumulates. The orange bands are due to oxidised iron compounds in layers of sediment that retain less water and dry out too quickly for the cyanobacteria to exist.
Looking at these striking structures, it’s hard to believe they were largely unknown until an ABC camera crew filming a documentary accidentally stumbled across them only 30 years ago.
From the car park at Piccaninny, there is a choice of both short walks and longer day and overnight treks. An easy three kilometre walk along dry creek beds, plus a short uphill section, leads to Piccaninny Creek Lookout that sits between two domes and provides superb views over the eastern-facing beehives.
Here, a side track to Cathedral Gorge enters a narrow cleft in the orange sandstone cliffs, providing entry to an immense amphitheatre that initially leaves visitors amazed and in awe. A testimony to the power of water, this natural wonder was carved out of the rock by a waterfall that, after rain, pours in through the cavern roof.
The north end of the park also has several short walks. The 4.5km Mini Palms Track follows a dry creek bed before climbing into a narrow gorge dotted with picturesque Livistona palms. Some walkers might wish they hadn’t had that second helping of lunch when they find they are required to squeeze through narrow gaps between huge conglomerate boulders.
The track concludes at two viewing platforms, one that looks back down the palm-filled gorge and a second that provides a view into a large amphitheatre, which narrows down to little more than a crack in the far wall.
Nearby is the two kilometre Echidna Gorge walk, where the sheer gorge walls gradually close in on each other. The gorge becomes narrower and narrower before appearing to end in small amphitheatre aglow with sunlight being reflected off the red rock of the gorge walls high above. However, off to one side is a small opening into a short continuation of the gorge – so narrow in places you can touch both walls.
At certain times of the day, sunlight shines all the way to the gorge floor, making Echidna Gorge one of the most stunning natural light shows to be seen anywhere. The narrow gorge appears as if lit by a blast furnace, and tourists walking from the gloom into this cauldron of orange life often conjure up visions of the recently departed descending into the fires of Hades.
An early-morning 20-minute helicopter flight over the park, while an expensive exercise for a family, provides a view of Purnululu not otherwise available. The little choppers don’t have any doors, much to the horror of some passengers, but they provide an unsurpassed aerial view of the beehives and the flat, trackless land that sweeps away towards the yellow sand of the Tanami Desert clearly visible in the distant south-east.
The East Kimberley has a very different appearance to the wetter, tropical west. Whether visitors choose four-star luxury accommodation at El Questro or a more intimate camping experience under the stars at Purnululu, both destinations provide a treasure trove of experiences to remember for years to come.
For many of us, the pursuit of the ultimate four-wheel drive is a never-ending quest.
Through trials and tribulations we’ll make modification after modification in search of the perfect off-roader. Camping set-ups come and go, tyres get swapped and re-swapped, and suspension kits go in and out at a dizzying rate. All this comes at the expense of our bank accounts, time spent off-road, and in extreme cases, our sanity.
Victorian local Brian Richards has played this game longer than most. A back catalogue of six mild-to-wild 4x4s is testament to his perseverance in finding a unicorn – the perfect 4×4. He hasn’t found it yet, but this LC79 is about as close as humanly possible; at least this side of $160,000.
With retirement looming, multiple cross-country trips ahead of Brian and his wife, and an ageing 80 Series Land Cruiser parked in the garage, the choice to upgrade was an easy one – not that Brian is entirely convinced it’s an upgrade.
The 79 offered the reliability Brian needed, and the creature comforts his better half demanded, so Brian did what any sensible man would do; after a 10,000km-round trip to Arnhem Land, he cut his Land Cruiser in half.
“I have tall legs” Brian says. “The space in the single cab just kept giving me trouble. My legs constantly ached.”
The solution was to source a second cab, which Brian then took to Tinman Fabrication’s Les Camilleri, who proceeded to cut the back off Brian’s cab and graft on a new back wall 195mm closer to the tail-lights, just long enough that the tray could still pick up the front mounts.
The new room inside worked out perfectly, allowing Brian to install a pair of leather Recaro seats further back for additional back support and leg room. The added benefit was the cab now had two factory fuel fillers, one feeding into the main tank, the other into a 160L Long Ranger auxiliary tank.
The Richards family has spent the past 20 years heading bush at every opportunity. They’ve taken the kids in swags, struggled with a seemingly endless amount of tent poles, and piled into a roof-top tent. With the kids all grown up, Brian thought it was time for a grown-up camping set-up, too. There was no chance Brian could tow a caravan where he wanted to go, so a slide on camper made perfect sense.
“It’s like a caravan on the back of a ute. It has got a big queen-size bed, shower, toilet, hot water, and a kitchen. It was chosen by the wife, of course, but I’m getting to like it. It’s a great camper.”
If you have kids you’d need to set the annex up every night, but for two, it’s the perfect set-up.
“You can notice the change in centre of gravity, too,” Brian explains the effect on the Toyota. “She is quite tall, so you can’t take corners too fast, but you do get used to it. It’s built for touring, not for the tougher tracks.”
Despite the camper’s aluminium and fibreglass-composite construction, there’s no getting around the fact that adding a small house to the tray of any vehicle will negatively affect the weight. The solution was a gross vehicle mass (GVM) upgrade suspension kit. The 50mm lift kit from EFS allows Brian to carry the additional weight and makes room for the 33-inch BFG KM2 mud tyres.
“I’ve had an excellent run with BFGs over the years,” Brian says. “Two sets on my 80 Series. Over 20 years without a single puncture, and a set on my 100. I’ve just bought a new set for the 79 and am hoping for similar results.”
This is now a tourer, so it’s no surprise to find it’s fitted with all the fruit. Redarc dual-battery controller, ARB bar work, Warn winch, Department of the Interior roof console, GME UHF, EGT and boost gauges, and a Waeco eight-litre fridge between the seats are just some of the accessories. What savvy readers may notice, however, is the distinct lack of a clutch pedal and the auto shifter; something Toyota never offered.
About 10 years ago, Brian’s doctor informed him he’d need a knee reconstruction in, well, 10 years. Brian is doing his best to put that off and one of the ways he is doing that is by ditching the clutch pedal and making the Land Cruiser a whole lot more enjoyable for him to drive.
The conversion was done by the guys at Marks 4WD Adaptors and involved an upgrade to the 6L90E gearbox. The six-speed slush ’box is brand new, but is the same as is fitted to late-model Chevy Silverado trucks, so it’s rated to a massive 900Nm and more than up to the task of long-distance outback touring.
At the business end of the gearbox sits Toyota’s 1VD-FTV V8. Despite its modern tech, the 4.5L, 32-valve, double-overhead cam, common-rail-injected diesel monster has earned a reputation of poor fuel and oil consumption.
“I’ve got a friend with a late-model 200 Series and he’s using 10 litres of oil between services,” Brian says. “But I’ve never had any issues. There was a bit of work to make the cruise control work with the auto but, apart from that, mine has never used oil, has plenty of low-down grunt thanks to the Steinbauer chip, and is good on fuel.”
Brian prefers to take things a little slower these days, opting to explore the side tracks, rather than blast past them. The result is that he often sits on 90km/h, which nets him 11-13L/100km of fuel consumption.
“A while ago I was following my son back from a trip and he needed to get back for his daughter’s ballet, so we were sitting on 110km/h the whole way. It did it comfortably but fuel consumption sky rocketed to 22L/100km.”
By the time you read this, the Richards will be halfway to somewhere. Brian is not entirely sure where yet. The plan is to head north for six weeks, wherever the tracks take them. And, a shakedown run for a three-month stint in the Kimberley is planned for next year.
Knowing Brian, the next trip will result in more changes, more upgrades, and more adventure. After all, even the perfect 4×4 can always do with a few more tweaks.
Renault has given us a good view of what its version of the Nissan Navara will look like when it’s launched next year.
The French firm will be putting its own Gallic spin on the light truck, as part of the Renault-Nissan Alliance, to provide the second one-tonne 4×4 truck from a European manufacturer, following Volkswagen’s successful Amarok.
Mercedes-Benz will be another company to join them when it does its pick-up, which will again be built on the Navara platform, but isn’t expected until 2018.
The Alaskan Concept is said to be close to what the production Renault ute will looks like.
Drop the 21-inch alloy wheels, the flash lighting and some of the bling off the concept and you can see its Nissan heritage and how Renault has given it its French flair.
The production version is expected to target the premium recreational ute buyer and skip the tradie market; however, Renault claims that the vehicle will still have a full one-tonne load capacity with five passengers on board.
The ute will share the Navara’s chassis including the class-unique coil-spring rear suspension and will be powered by the same bi-turbo 2.3-litre diesel engine and 4×4 drivetrain.
The production version will be launched in the first half of 2016 but vehicles are not expected to reach Australia until later in the year or even early 2017.