4X4 Australia

A supercharged petrol V6 is the new performance leader in a revised Discovery line-up.

For the first time in the Land Rover Discovery’s 25-year history, there’s no V8 in the model range. In its place Land Rover is now offering a supercharged petrol V6, in addition to the two existing bi-turbo V6 diesel engine options.

In 1989, when the original Discovery first appeared in the UK, a petrol V8 was the only engine on offer. It was the old 3.5-litre Buick-derived pushrod V8 that had been used for many years in the Range Rover. That engine soldiered on in the Discovery until it was replaced by a bigger 3.9-litre version. The Discovery 3 then brought a modern 4.4-litre Ford V8 and the Discovery 4 a 5.0-litre V8, also from Ford. But for now, at least, there’s no more V8.

In another significant change, the ‘4’ has been dropped from the Discovery name, so the MY14 model is now simply called ‘Discovery’.

Under Pressure

Land Rover’s new supercharged 3.0-litre V6 is a state-of-the-art engine. Aside from the supercharger, the engine’s key technologies include variable valve timing on both the inlet and the exhaust side and high-pressure (150 bar) direct fuel injection, which delivers a spray of fuel directly to the centre of the combustion chamber. This all-aluminium V6 also features front and rear counter-rotating balance shafts to help overcome the less-than-perfect dynamic balance of any V6 design.

The supercharger is the latest-generation Roots-type twin-vortex design that is mounted in the centre of the ‘V’ and feeds air to the engine via a water-cooled intercooler. Also significant is that the boost pressure is ‘supervised’ electronically via Bosch engine management software that helps optimise the supercharger’s efficiency.

Land Rovers claims a maximum of 250kW (at 6500rpm), with the maximum torque of 450Nm being delivered from 3500-5000rpm. It’s obvious Land Rover has concentrated on engineering the supercharger to add more torque than power, given a modern naturally aspirated 3.0-litre six-cylinder petrol engine would be good for something approaching 200kW but would only produce around 300Nm.

Lots of torque with a linear power delivery, rather than high-rpm power, is of course what you want in a road-going vehicle, especially a 4×4. This new Discovery engine delivers exactly that.

The engine is always effortless regardless of the situation and can be forceful and fast when needed. It gives little away in performance to the 5.0-litre V8 it replaces, with an 8.1sec 0-100km/h time – the V8 records 7.9sec for the same sprint. By way of comparison, the TDV6 diesel does 0-100km/h in 10.7sec while the more powerful SDV6 diesel takes 9.3sec.

The gentle running of the engine also impresses. V6 engines aren’t generally known to be smooth but the counter-rotating balance shafts do an admirable job. The end result is an engine that feels more like a V8 than a V6. If you didn’t know better, you would think you were driving a V8, given the V6’s silky nature.

You couldn’t however mistake the fact that you’re driving a supercharged engine. The distinctive supercharger ‘whine’ is very noticeable at wider throttle openings – although it’s quieter at small to moderate openings. And, thankfully, its these smaller openings that are needed most of the time.

The accompanying eight-speed ZF gearbox is a miracle of sophistication, smoothness and refinement and it enhances the overall appeal of the powertrain. The gearbox provides fast, near undetectable shifts and a broad spread of ratios, with top gear giving around 60km/h at 1000rpm. That means at 100km/h, in top gear, the engine is ticking over just shy of 1700rpm.

On test, the SCV6 used 14.9L/100km, which is okay but nothing special. Under the same conditions, either of the bi-turbo diesels would use (from experience) around 11.5 to 12.0L/100km. Still, the SCV6 is more economical than the 5.0-litre V8 it replaces. Unfortunately the SCV6 does ask for premium 95RON or 98RON fuel and, as ever, the Discovery’s relatively modest 86.3-litre fuel capacity is a sore point. Like all Discovery engine options, the braked tow rating for the SCV6 is an impressive 3500kg.

On- and off-road

Regardless of what engine is fitted, the secret of the Discovery’s appeal is its broad-spectrum ability – on and off the road. On-road it’s an engaging drive with handling, stability and road holding that belie its size and weight. Ride comfort is also generally excellent, although the low-speed comfort on twisty roads could be better.

Off-road, the Discovery benefits from height-adjustable suspension, excellent wheel travel for a fully independent system, deep low-range gearing and an excellent driving position. ‘Terrain Response’ is a bonus but you feel the Discovery is capable even without this enhancement. The SCV6 engine, with its strong off-idle response and linear power delivery, also makes it ideal for off-road driving.

Our test vehicle was fitted with the optional rear locker – the first option any Discovery buyer should get if off-roading is going to be part of the vehicle’s driving regime.

The 255/55R19 wheel and tyre spec isn’t the most functional for off-roading. Thankfully better off-road rubber is available in this size, but there’s no doubt the Discovery would be better off with more sidewall height.

Cabin and equipment

The Discovery’s big ‘boxy’ cabin is another reason why this design, which varies little from the Discovery 3 in shape, is so timeless. The space efficiency and practicality (thanks in part to individually folding seats) of the cabin is the standard all 4×4 wagons should be judged against.

Comfort, especially up front, is a Discovery highlight thanks to well-sculpted seats and armrests for both driver and front passenger.

The verdict

Despite being noticeably down on claimed peak power and torque compared to the 5.0-litre V8 it replaces, the new supercharged V6 gives little away thanks to the wide torque-spread the supercharged engine offers. The SCV6 also betters the V8 for fuel economy – although it falls a fair way behind the economy of the Discovery’s two diesel engines.

The best news for buyers now wanting a petrol-powered Discovery is that the two SCV6 models, SE and HSE, are priced the same as the SE and HSE SDV6 diesels, at $84,900 and $96,200 respectively. Previously the V8 was only available in one lavishly equipped model that started at a heady $129,545.

What that all means is that Discovery buyers have a simple choice: if opting for the SCV6 instead of the SDV6, you pay no more money but trade off economy for extra performance. Given this simple and straightforward choice, it will be interesting to see how the SCV6 sells.

Click here to read the review on the full Land Rover Discover range

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The most absurd cars are often the best. Well, so it seems when it comes to AMG’s brutal take on the long-serving G-Wagen.

The factory-backed Benz tuners from Affalterbach have stuffed the company’s 400kW/760Nm 5.5-litre twin-turbo V8 petrol engine into the 35-year-old military-spec wagon to create one of the most ludicrous yet entertaining 4x4s money can buy. And while we’re talking money, you’ll need a lot of it to park one of these in your driveway – like $230,000!

The G63 has no peer, but we can think of a couple of similarly over-the-top dream vehicles we’d like to see. How about Land Rover wedging the Range Sport’s supercharged V8 into the Defender, as a last hurrah for that model? Or Toyota taking the V10 screamer from the Lexus LFA and putting it into a 70-Series to build a go-fast farm truck?

The G63 is that ridiculous, but it sure as hell puts a smile on your face every time you mash its gas pedal. The V8 bellows out either side of the wagon through a quartet of chrome-tipped pipes, straight into the ears of those sitting meekly in their city econoboxes. The big black box draws attention wherever you drive it; it quickly becomes obvious why this AMG is the choice for wannabe celebrities and would-be gangsters.

Forget about taking it offroad; the liquorice-strap 20-inch tyres wouldn’t like it and there are not enough people in the bush for you to impress with the G anyway. Nor are there enough fuel stations out there to feed the thirst of that demanding V8 engine.

But if you must venture out of town, the G63 retains the lesser grade’s dual-range transfer case and triple set of locking diffs to keep you out of trouble. And if fuel consumption is a concern, then the G63 is probably not for you in any case, but you can be reassured by the idle-stop function that helps keep the fuel use to a claimed 13.8L/100km. Yeah, as if! When you drive the G63 you want to hear the engine all the time – whether at idle, or at wide-open throttle on your way to a 5.4-second dash to 100km/h.

The test vehicle might wear black on black, but it’s by no means stealth. If the sound doesn’t encourage a second look, then the striking red six-spot brake calipers surely will. The black-widow theme continues when you open the door and step over the illuminated ‘AMG’ sill plates to the diamond-quilted Designo seats that match the brakes. The performance might be abrupt, but it’s full-on Mercedes-Benz luxury inside the G.

Yes, the AMG G63 is ostentatious, preposterous and ridiculously expensive, but in a world of cars that all too often exhibit very little sense of adventure, we’re glad that the nutters at AMG still see fit to build it and other vehicles like the insane 6×6 and the 1000Nm V12-powered G65.

Specifications

Engine: Bi-turbocharged petrol V8 Capacity: 5461cc Max Power: 400kW @ 5500rpm Max Torque: 760Nm from 2000-5000rpm Gearbox: 7-speed automatic 4X4 System: Dual-range full-time 4×4 with locking diffs Construction: 5-door wagon, body-on-frame Front suspension: Live axle with coil springs Rear suspension: Live axle with coil springs Wheel and tyre spec: Full-size spare Kerb Weight: 2550kg GVM: 3200kg Seating capacity: 5 Fuel tank capacity: 96L ADR fuel consumption: 13.8L/100km

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California’s ICON 4×4 is best known for its high-end FJ Land Cruiser creations but this specialised workshop is keeping the dreams of other classic 4×4 vehicle enthusiasts alive.

ICON was established out of a leading LandCruiser restoration company called TLC but its latest creation pays tribute to an American off-road icon, the original Ford Bronco.

The first generation Broncos of 1966 to 1977 were Ford’s answer to the versatile CJ Jeep and were a compact vehicle, not a big truck as many Australians would regard a Bronco. They rode on a 92-inch (2337mm) wheelbase so they were more akin to a Defender 90 than anything else.

Like the CJ and the Land Rover, the early Bronco was a minimalist yet functional 4×4 built to go anywhere and it’s this reputation and classic styling that has made them so desirable and collectible in the USA today – this has led to a thriving aftermarket Bronco parts and restoration industry.

You can’t call the ICON BR a restored Bronco. It’s remanufactured to offer the mod-cons and reliability of a modern vehicle yet retains the classic styling and diminutive dimensions.

“At ICON we aim to address the shortcomings of the original, re-engineer the mechanical content and all factors that would allow us to create a more modern driving experience fused with the vintage aesthetic,” ICON founder Jonathan Ward said.

Unlike the ICON FJ vehicles which use a bodyshell that is new and manufactured specifically for the purpose, the ICON BR uses the original Ford body that is stripped and restored.

Jonathan and his team scour the US classifieds and scrapyards for suitable Broncos to use as donors and while some are too far gone to rescue, others are too good to cut up and are kept for classic restoration. The main requirement for an ICON is a good clean body, almost everything else is trashed.

The original box section Ford chassis is replaced with one that is custom made using 2”x4”x0.180” mandrel-bent tubing and laser cut mounts from chassis guru Art Morrison. The more contemporary design of the replacement chassis features wider rails for enhanced rigidity and better weight distribution, thus improving dynamics and handling.

Fully remanufactured Dynatrac axles are fitted front and rear, with a high-pinion Dana 60 used at the rear and Dana 44 at the front, both with Superior 36-spline axles and 4.56:1 geared ARB Air Lockers. This particular vehicle features the optional Sport Brake Package with six-piston front and four-piston rear calipers and massive 405mm brake rotors.

The diffs are mounted to the chassis via custom four-link suspension with Fox coil-overs fitted with Eibach springs and Hotchkis sway bars. The trailing arms use ‘Johnny joints’ which are softer riding and quieter than heim joints yet allow the same amount of movement for excellent articulation, giving this rig a full 300mm of travel at each end. The wheels on this BR are Pro Comp alloys wearing 285/75R17 BFG All Terrains.

In line with the idea of creating a modern driving experience, the ICON specials are fitted with modern drivetrains and the BR gets a new five-litre Coyote V8 with more than 410hp, just like you’d find in a 2014 Mustang. The transmission is a Ford 4R75W auto running higher shift pressure for more positive gear shifts. A five-speed manual gearbox is also available if the owner wants one.

The twin transfer sticks operate an Atlas II transfer case with 3:1 low-range gears. Super low 5:1 gearing is available as an option. The twin sticks allow you to select rear, front or locked four-wheel drive to get you out of any situation. Custom driveshafts send the mojo to the Dynatracs axles and BFG rubber.

The vehicle might run original, restored Ford sheetmetal but it’s in the body where you can see the thousands of details typical of ICON. For example, The grille is laser-cut stainless steel and the side mirrors, fuel filler, door handles and light surrounds are also machined from billets. The headlights are LED units and LED lighting is used throughout.

A custom-made wiring loom is used and integrates with the new Ford engine loom. Modern, waterproof connectors and the fuse box are included and the dash features Dakota Digital gauges. It’s all designed to make operation as simple and reliable as driving a new 4×4.

Unfortunately for most of us, very few people will have the good fortune to own and drive an ICON be it the BR, FJ or other unique models. These vehicles come at a high cost and the price of an ICON Bronco can exceed $US200,000. You also have to wait for up to a year for it to be built. We can only dream.

Specifications: ICON BR Engine: 5.0-litre petrol V8 Transmission: Ford 4-speed auto. Atlas 2 dual-range part-time 4WD Power: Approx 320kW @ 6500rpm Torque: Approx 529Nm @ 4250rpm Suspension Front: Live axle Dynatrac Dana 44 with Fox Racing coil over springs. Suspension Rear: Live axle Dynatrac Dana 60 with Fox coil over springs. Wheels & tyres: Pro Comp Alloy wheels Tyres: 285/75/17 BFG All Terrains Price: Built to order but expect around US$200,000 depending on specification

WHO IS ICON 4×4? Icon 4×4 was created by Jonathan Ward.

After starting TLC (A Land Cruiser service centre) in 1996 with his wife Jamie, Jonathan saw the need to develop a concept in response to the direction the vehicle collector market was heading.

“The results are what we know today as the ICON, a vehicle without peers for a journey without boundaries. Classic styling, modern performance and timeless utility,” says Jonathan of his creations.

As well as the ICON BR (Bronco), the California-based shop manufactured the ICON FJ (Land Cruiser) ICON CJ (Jeep) as well as one-off ICON Derelicts which put modern drive trains under old American cars and trucks.

For more info checkout www.icon4x4.com

With the impending demise of Australian-made Holdens, the Walkinshaw Group has turned its specialised talents to other vehicles and is targeting the popular one-tonne ute market.

Already the importer and distributor of the Tata Xenon ute, the company has waved its hand over the Holden Colorado with upgrade kits available in both Xtreme High Rider (for off-road use), and Xtreme Low Rider (for the performance market) specs.

The Walkinshaw High Rider kit raises the front of the vehicle 50mm, and lowers the rear by 15mm. The Low Rider kit lowers the utes rear by about 30mm.

Bilstein dampeners, with special Walkinshaw developed valving, are combined with specific springs front and rear.

“Our goal has been to make both cars better to drive in general, with greater focus on their specific purposes, with the Xtreme Low Rider a better handling car around town while the High Rider is well mannered on the road and more capable off-road than the stock vehicle,” Tom Reynolds from Walkinshaw Automotive said.

Unique Walkinshaw Automotive 19×9-inch forged alloy wheels in Graphite Black fitted with 255/55R10 Cooper Zeon LTZ tyres smarten up the look of the ute along with Xtreme decals and Walkinshaw daytime running lights (DRLs) as an option.

The High Rider kit costs $6,990 fitted while the DRLs add $795.

All products have been designed and engineered by Walkinshaw Automotive to meet the standards and high levels of quality that would be expected from an Original Equipment Manufacturer (OEM).

The package has been tested to ensure there is no impact on the vehicles GVM or load carrying capacity,ESC or speedometer calibration. Walkinshaw backs up the full manufacturer warranty on the vehicle.

For information on fitting and availability contact Walkinshaw Automotive on (03) 9265 9700.

Ford’s tough truck gets even more tough as it adds a worksite-ready model to its strong-selling line-up of Ranger utes.

The Ranger XL Plus sits just above the base spec XL and has additional equipment required for many industry fleets. Equipment includes a 75Ah battery, a secondary 80Ah deep-cycle battery – with isolator – mounted in the tray, expanded wiring harness and switch bezel in the cabin, DRLs, mud flaps, 3500kg tow bar, 17-inch steel wheels with Continental 265/65 R17 All Terrain tyres and heavy-duty canvas seat covers. A five-star ANCAP-rated steel bull bar is available as a factory option.

The Ranger XL Plus is available in Single Cab Chassis ($46,280), Double Cab Chassis ($51,760) and Double Cab Pick-up models ($52,760), adding from $6400 to the price of the base XL manual model.

All Ranger XL Plus models come with the five-cylinder 3.2-litre turbo diesel engines with six-speed automatic transmissions.

“These industries have very specific demands on their vehicles so that’s why we created the Ranger 4×4 XL Plus,” Graeme Whickman, Ford Australia Vice President of Marketing, Sales and Service, said. “It will be a popular addition to mining industry and business sector fleets but we also expect there to be strong support from private customers who have a particular need for this type of vehicle.”

The Ranger XL Plus has no additional Roll Over Protection System (ROPS) as specified by many mining and exploration companies, but has a five-star ANCAP safety rating.

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Ford Ranger

Popular Australian vehicle lighting manufacturer LightForce has entered the LED lighting market with the launch of its 180mm round driving lights. This is the first in what will be a range of LED products from the company.

LightForce claims its LED 180s are some of the most powerful 70W LED lights on the market, offering a 5000K colour temperature and more than 50,000 hours lifespan.

Built for the harshest of environments, LightForce LED lights feature proprietary sealing of the lens to the housing to ensure dust and waterproof integrity to IP68 standard. And they are submersible to three metres.

They are constructed using a cast aluminium body with DuPont® two-pack automotive coating to provide strength and reliability.

Available in either ‘spot’ or ‘combination’ configurations, the LED 180 comes equipped with a convenient three-point mounting system, a clear polycarbonate filter to add extra protection, a two-pin Deutsch waterproof connector and all of the mounting hardware.

LightForce driving lights are available from leading 4×4 accessory stores, or go to www.lightforce.com.

Grand Wagoneer is go! Jeep has confirmed it will add a big new model with three-row seating – and it will wear the old-time name – from 2018.

Before then, the American SUV and offroad specialist has an awful lot to get done. Both Patriot and Compass are to be replaced by a single, all-new model in 2016. Then there’s new-generation Wrangler and Grand Cherokee models scheduled for 2017. And all this comes on top of the Renegade, the new baby SUV revealed at the Geneva Autosalon in March, on sale in Europe from the second half of this year, and due to reach Australian showrooms in 2015.

Details of Jeep’s product plan were revealed in Detroit in May, along with timetables for every other brand owned by Fiat Chrysler Automobiles. The presentations to investors, led by FCA chief Sergio Marchionne, laid out the group’s plans to the end of 2018.

The five-year plan’s main goal is to increase FCA’s global annual sales to seven million in 2018, boosting manufacturing efficiency and profits at the same time. In 2013 FCA brands – Fiat, Chrysler, Jeep, Dodge, Ram, Lancia, Alfa Romeo, Maserati and Ferrari – racked up 4.4 million sales. Almost half the 2.6 million extra sales called for by the plan are Jeeps, which is projected to achieve a global tally of more than 1.9 million by 2018, up from 800,000 last year.

Extra factories will be needed to build all these Jeeps. Most of the manufacturing capacity will be added in countries outside the USA, including China, India, Brazil and Italy. However, Jeep’s four American plants will continue to be the biggest producers.

Jeep is counting on continuing success from its core vehicles for most of the growth. The only additions are at the very top and bottom of the range: the small Renegade that’s just gone into production at a factory in the south of Italy, and the big Grand Wagoneer, scheduled for a 2018 launch.

Before then, two of the brand’s most important models are to be replaced by fresh-generation designs. Because it effectively defines Jeep’s brand identity, the 2017 Wrangler is even more important than the new Grand Cherokee due the same year.

Jeep’s current leadership seems to understand the Wrangler’s key role. President and CEO Mike Manley has confirmed the new Wrangler will continue with body-on-frame construction, but adds: “The vehicle has to improve its fuel economy.”

This is likely to come from better drivetrain efficiency, as sticking with separate chassis construction and traditional Wrangler design means little improvement in vehicle weight or aerodynamics can be expected.

But the new Wrangler will be better than ever offroad.

“There will be an improvement in (offroad) capability, believe it or not,” a senior Jeep engineer told 4X4 Australia at Geneva in March.

The team working on the project are acutely aware of Wrangler’s icon status. “Don’t f–k it up,” is their (probably unofficial) motto, according to the engineer.

What’s Coming for Jeep

2015 – All new Jeep Renegade compact SUV arrives

2016 – Jeep’s 75th Anniversary New SUV replaces Patriot and Compass

2017 – New Wrangler and Grand Cherokee debut

2018 – All new Grand Wagoneer 7-seater

Celebrating its 25th year in service, the Land Rover Discovery copped a host of updates for the 2014 model-year, the most notable being an eight-speed auto transmission on all models. Other changes include a shift in identity with the ‘4’ being dropped from the nameplate so it’s simply called Discovery. Also, the Land Rover lettering that has adorned the bonnet of all previous models, has been replaced with a Discovery badge.

This shift heralds a new line of Discovery vehicles as it becomes its own sub-brand. The replacement vehicle for the Freelander 2 – due in 2015 – is expected to join the Discovery family and be badged as Discovery Sport.

The latest Disco is also the first model in the nameplate’s 25 year history not offering a V8 engine. The Rover 3.5L V8 was the original Discovery power-plant followed by bent-eights from Jaguar, but the 2014 top-spec petrol offering will be a new, 250kW supercharged V6 from the Jaguar/Land Rover stable.

The new petrol engine wasn’t in Australia in time for our Fraser Island adventure back in March but we did secure one of the first Discos to wear the new badging for the trip, an SDV6 variant.

The SDV6 is driven by the 600Nm/183kW 3.0L turbo diesel V6 engine which, without yet driving the new supercharged petrol V6, is the pick of the Disco power-plants. It’s backed by the smooth shifting eight-speed ZF automatic – lifted from the Range Rover models – that’s rolled out across the Disco lineup. The extra ratio in the transmission contributes to a reduction in fuel consumption, to 8.8L/100km combined cycle.

A range of driver assistance and safety features are also new to the 2014 Discovery. These include; wade sensing, blind spot monitoring, closing vehicle sensing, reverse traffic detection and T-junction cameras. Wade sensing is a $340 option and was fitted to this test vehicle. It uses cameras mounted in the exterior door mirrors to monitor water depth as you cross rivers and creeks and alert the driver if they need to raise the suspension height. The Discovery has an 800mm wading depth.

On top of that, we were packing a heavy load for the Fraser Island trip, what with a photographer, videographer and publisher in tow.

We crammed fishing rods, tripods and bug-spray into every nook and cranny of the Disco’s opulent cabin. The Land Rover made a great early impression with its ability to swallow all our gear. The split rear tailgate enabled us to shift small items like cameras in and out of the rear compartment easily via the top window. This configuration beats the single swinging door or single lift-up door at the back of other 4×4 wagons.

The driving position is unmistakably Disco: high and proud with visibility bettered only by a ride-on lawn mower – with the bonus of luxurious, cream-coloured leather seating. The power delivery is smooth, with the gear changes on the 8-speed gearbox barely noticeable.

We hooked up with our 4×4 industry cohorts at Hervey Bay, many of whom were in full battle dress 4x4s riding higher than an Imperial Walker – with more bolt-ons than a Sherman tank. We were instantly afflicted with ‘aftermarket envy’ in our bog-standard Land Rover. How would we ‘keep our own’ on Fraser Island, amongst the industry-prepped big boys?

The answer was in the glove box, hidden in a neat little book entitled ‘Owner’s Manual’. Raise height of vehicle 55cm: check. Activate depth sounder: check. Activate beach driving function, AKA cactus control: check. Activate low-range: check. Retain manhood and off road credibility: check.

We might not have looked the part, but the Discovery delivered the goods. It ran up and down the conga line of industry battle-wagons with aplomb.

It never got bogged, it rarely bottomed out, and it even drew the admiration of some industry vet’s with its sure footedness in the soft stuff. And all of this fresh from the factory floor, without a single trip to an aftermarket workshop for plastic surgery. Not a bad effort at all.

Specifications

*Australian Design Rule u2018Combined-Cycleu2019 claimn**Prices do not include government or dealer costsnn
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Land Rover Discovery

Located in the north-west highlands of Tasmania, Cradle Mountain is 85km (an hour and 15 minutes) from Devonport and 150km from Launceston.

Cradle Mountain accommodation

Accommodation is in abundance near Cradle Mountain, with a choice for everyone – Peppers Cradle Mountain Lodge has lovely cabins in a bush setting, while Discovery Holiday Parks Caravan Park is a less luxurious option at a fraction of the cost. However, the caravan park still offers everything you need for a comfortable stay with wall heaters, double beds and single bunks all with electric blankets. It’s perfect for a family on a budget. Pencil Pine offers a range of accommodation; from upmarket luxury resorts like Peppers Cradle Mountain Lodge which will set you back $250 to $400 a night depending on the time of year, to camp sites and low cost cabins at the local caravan park. Be sure to book ahead for summer and school holidays.

When to visit

If you don’t like it cold and wet avoid the cooler months in the Tasmanian highlands, because if it’s not raining it’ll likely snow. Summer is a delightful time to escape the heat of the mainland. Visually, autumn is a great time to visit and catch the seasonal colours with the “Turning of the Fagus”. In typical Tasmanian fashion, the temperature can drop quite quickly at night and don’t be surprised if you fall asleep to a snowflake or two, and wake up to millimetres of snow covering the mountain – even in the middle of summer. It’s always a good idea to pack some warmer clothes for these occasions.

Cradle Mountain-Lake St Clair National Park

The image of Dove Lake beneath the jagged peaks of Cradle Mountain is synonymous with Tasmania. The crisp blue waters of the lake reflect the U-shaped, snow-topped mountain located in the Cradle Mountain-Lake St Clair National Park. Placed on the World Heritage List in 1982, it was internationally recognised for its natural beauty and range of unique flora and fauna dating back to its time as part of the Gondwana super-continent 55 million years ago.

Liffey Falls

Head south-west from Launceston and eventually you will come to Liffey Falls, which is arguably the most photogenic waterfall in Tasmania and just two hours from Cradle Mountain. Access is via the Liffey Falls Road which passes beneath the rocky summit of Drys Bluff, part of the Western Tiers; an impressive range that rises some 1100 metres above the surrounding farm land.

After skirting the northern edge of the Western Tiers for a short distance, the road reaches the Liffey Falls car park. Then it’s time to lace up the hiking boots for a one kilometre walk on a well-made track rated level two in difficulty – so it’s suitable for children and those with only moderate fitness.

The track follows the river, meandering through a range of greenery with tree ferns, and lichen and moss encrusted myrtle, sassafras and leatherwood trees. There are several lookouts along the way but the most picturesque part of the falls is at the very bottom of the walk where the river cascades down several small rock-ledges into a pool. There isn’t much water during the summer, but the view is still worth the walk.

Pencil Pine

Driving into Pencil Pine village, the jagged peak of Cradle Mountain becomes visible in the distance and is even more spectacular when covered with a dusting of snow. Dove Lake is located about seven kilometres inside the national park and offers some spectacular photo opportunities.

There are plenty of nearby walks including the aptly named Enchanted Stroll and King Bill Track through the magical moss and lichen-covered forest. With the occasional shaft of sunlight slanting through the dense leaf canopy and lighting up the verdant forest floor, at times it looks like a scene from Middle Earth.

King Billy Track

King Billy Track is named after the stands of the ancient King Billy Pines in the area. Not a true pine, these trees grow to 40 metres high and can be up to 1500 years old. Half way along the walk is a short side track to a massive 1000 year old specimen. Regretfully, King Billy Pines don’t survive bushfire and their fragrant timber was highly prized and heavily harvested. While most remaining stands of this wonderful tree are in protected areas, the increasing frequency of bushfires is a threat to their continued existence.

Both the Enchanted Stroll (30 minutes) and King Billy Track (one hour) are easy going, mainly on boardwalk to protect the delicate environment from the multitude of tourists that visit the area. The Enchanted Stroll is the easier of the two, while the King Billy Track has numerous steps.

Overland Track

Cradle Mountain is the start or finish of the famous 65km Overland Track which takes five to six days to walk from Cradle Mountain to Lake St Clair. To get a taste of the Overland Track, it’s well worthwhile walking part of the first section from the Waldheim car park as far as Crater Lake. This medium grade excursion on a well-constructed path and boardwalk will take about three hours return. From the Crater Lake boatshed, the track becomes more difficult, rising steeply to Marions Lookout, where the Overland Track and the day trippers part company.

Stanley

Cradle Mountain makes a good base from which to visit some of the other tourist hot-spots in north-western Tasmania. Guide Falls, just south of Burnie, is a good place to stop for a tea break on your way to the picturesque town of Stanley. You can drive to the top of the falls or take a short walk from the lower car park to its base.

From Burnie, it’s a pleasant one-hour drive along the coast to Stanley. The town has an old-world feel, as if time has forgotten about it. It rests in the shadow of The Nut, a striking 150 metre volcanic plug with steep sides and a flat top.

For those with the time and inclination there is a (steep) walk to take in the view from the top, or a chairlift for the less athletic. For those less adventurous, there’s always the option of picking up a fresh local crayfish for a decadent lunch.

To the west of the town there is a panoramic view back over Stanley and the coastline. Some nearby ruins of an old, convict built, soldiers’ barracks are eye catching and are sure to get your attention.

Arthur River

A closer inspection shows only a small portion of the original building remains, but it’s enough to show that it would have been an impressive structure in its day. It’s a little sad to see this small remnant of Tasmania’s early history in a paddock shared with, and not fenced off from, cattle, which undoubtedly use it for shelter. South–west from Stanley is Arthur River on the rugged west coast, which is the gateway to the Arthur-Pieman Conservation Area. Arthur River is both the name of the river that flows into the sea at this point and a small town near its mouth.

Arthur River is the gateway to the area of Tasmania known as the Tarkine, which lies to the east and south. The Tarkine is renowned for its natural beauty and comprises the largest area of Gondwanan rainforest in Australia – being the remnants of flora from the Gondwanaland super continent.

Arthur River is also pretty much the end of the road for anything other than 4×4 vehicles and there are some great four-wheel-drive tracks on the west coast.

The north-west of Tasmania is full of little surprises, such as the Coles family store in Wilmot that started the supermarket empire.

This magical part of Australia’s most southern state has an abundance of natural beauty, regularly punctuated by places of special significance and historical interest. This is one trip you won’t forget.

Punctures are a part of bush and outback travel. If you’re lucky, you may notice a slowly deflating tyre before it’s too late and the tyre bead has broken away from the rim or the tyre has been destroyed by a blow-out.

It’s often possible to repair the puncture without even jacking the vehicle or removing the wheel.

Several companies provide puncture repair kits that allow you to plug the hole with the tyre/rim in-situ so you can get back on the road in minutes.

Of course, if the damage is more extensive then you must use your spare.

No matter what, any temporary puncture repair must be professionally assessed and repaired as soon as possible. Even if it holds air, the tyre may be a write-off due to hidden damage and the risk of future failure.

Read the captions in the gallery to find out how to get out of trouble track-side when you need to.

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