The SEAL-LOCK Emergency Repair Kit is one of those products we need to seriously consider for remote area travel. You never know when it will come in handy.
Even more intriguing is that a couple of the products were developed for the Space Race and used on a space craft.
The SEAL-LOCK Special Emergency Repair Kit contains four SEAL-LOCK products: Seal Tabs, Fluid Weld, GRIP and TMT lubricant. Here’s a brief rundown on each product.
Seal Tabs permanently seal and prevent leaks in automotive cooling systems. It’s the only preventative medicine available for unforeseen leaks. It doesn’t contain metallic particles or fibres so it won’t block your water cooling system. The tabs are nontoxic, odourless and only dissolve in water or anti-freeze. When dissolved, the formula is released through the cooling system, reacting with gaseous oxygen (air), crystallising to permanently seal leaks that might have been missed in assembly, testing, or installation. Not to mention dealing with those unforeseen cracks that can occur from rough travelling – or our own rough handling – during outback pit-stops.
Fluid Weld repairs fine cracks, pin holes, and even the porosity in cast iron or aluminium heads and blocks. It improves the sealing ability of injector tubes, gaskets and freeze plugs whilst improving the fastening of crack repair plugs and pins, etc. It works by penetrating and bonding with the surface, including metal, and then thermosetting. Because the weld transfers heat, it provides a cooling effect. Unlike some other sealants.
Inferior sealants that do not transferheat, block the heat transfer process which means heat is retained in your engine at a specific spot. Fluid Weld also remains pliable and flexible after setting, so it can handle heat expansion, distortion and vibration. It can also withstand temperatures over 1600 degrees Celsius.
GRIP is a fast curing sealant and retainer with an easy application process that doesn’t involve mixing. You use this product whenever you would normally apply medium or high strength glue or threadlocker. The advantage of SEAL-LOCK GRIP over similar products is that it’s an anaerobic sealant with a claimed 4000 PSI shear strength. It also claims to withstand temperatures ranging between -75 and +500 degrees Celsius. Additional heating whilst curing (for approximately 15 minutes at 90 degrees) speeds the process and even increases the bond strength. When fully set, GRIP is resistant to solvents, prevents leakage, contamination, corrosion and stops threads loosening from vibration. Surprisingly, it doesn’t go brittle when it cures and it doesn’t deteriorate in the bottle with age after opening.
TMT lubricant is a 100 per cent synthetic lubricant that penetrates and prevents rust on most metal compounds (even stainless steel and aluminium). Unlike oil-based lubricants, it doesn’t leave an oily residue to attract dust and other particulates. It absorbs into the metal it’s applied to, leaving a dry and dust free surface. Also it’s odourless and it doesn’t stain. These characteristics mean it’s versatile enough to use on engine parts as well as on fishing gear and even on precision metals with items such as machine tools. You’ll only need a couple of drops on any application.
A little goes a long way.
SEAL-LOCK claims a number of significant benefits over its competitors in the marketplace. And, given its pedigree and published testimonials from users, SEAL-LOCK is clearly onto a winner.
There are few other products available on the market that claim to operate both across the world and beyond Earth’s atmosphere – although I don’t know anyone with a space craft in their garage.
With a RRP of $50 for the SEAL-LOCK Special Emergency Repair Kit, it truly is a must for recreational and work vehicles operating remotely.
We say: Affordable and convenient Price: From $50 From: www.seallock.com.au
The Eaton/Harrop ELocker is a simple, effective and affordable locking diff for your 4×4. We check out the Harrop factory and test the ELocker.
Why use a locker?
Ask anyone who has ever driven off road, on ice or up a slippery boat ramp and they will tell you that without some sort of traction aid, driving on such surfaces is near impossible and can be dangerous. By traction aid, we’re referring to electronic traction control (ETC), a limited slip differential (LSD) or a locked or locking differential. By far the most effective of these is a locking differential on both the front and rear axles.
Without some sort of traction aid, as soon as one wheel loses grip, the very action of the unlocked or open differential will send all the drive to that spinning wheel while its partner at the other end of the axle does nothing. With the differential locked, the drive has no choice but to go to both wheels and hopefully the one on the opposite side from the spinning wheel will have enough grip (traction) to propel the vehicle. In a 4×4 vehicle, that applies to both the front and rear axles separately. They each have a differential in between the two wheels and ideally you want to be able to lock them both so that all four wheels and tyres are getting drive from the power train.
Why choose a selectable locker?
When you drive your car on the road, you need differentials. The diff allows the wheels on an axle to spin at different speeds. As you turn corners the outside tyre travels further and hence at a faster rate. But when you’re in a low traction situation like those described above, you want to be able to lock the differential and hence the wheels so they both get drive. Simply by pushing a button or flicking a switch to activate the diff lock, you can get over or through an obstacle. You also want to be able to unlock your diffs so you can turn and manoeuvre the vehicle. Even on a loose or slippery surface, locked diffs, particularly on the front axle, will make it harder to turn and increase your turning radius. Being able to lock and unlock diffs as required allows you to manage this situation.
Why choose an ELocker?
The Harrop/Eaton ELocker is a strong unit. They are made aftermarket to accommodate more than the regular loads put on standard vehicles. Oversize tyres and more power and torque will exert an increased load on drivetrain components. On a torque test rig, 10,025Nm of torque was put in to a Harrop ELocker before the axle broke, not the ELocker differential.
Other locking diffs are tough too but an advantage of the ELocker is its simplicity. Many other lockers are air activated and require an air compressor and associated lines and hardware to operate them. While it’s always handy to have a compressor mounted in your vehicle, the Harrop ELocker doesn’t need one. It just uses simple power wires running to it via a switch for operation. This theoretically makes the ELocker easier and cheaper to install with less to go wrong with it.
When the ELocker is activated by the driver, current flows to an electromagnet within the diff. Friction then forces the locking pins in to the side gears to lock the opposing axles. Simple and effective.
Harrop Engineering
Melbourne’s Harrop Engineering has taken a product from the USA and tailored it to suit an Australian 4×4 market that has a strong appetite for new and innovative equipment.
Differential locks have been around in varied forms for decades, as have electronically activated diff locks which are the chosen type for most original equipment manufacturers (OEMs). Companies like Ford, Chevrolet, Jeep, Nissan, Mitsubishi and Volkswagen, all currently equip their 4×4 models with manually selectable, electronically activated diff locks. Several OEMs source their locking digs from the driveline manufacturing giant Eaton.
Eaton, which manufactures the popular Detroit and TruTrac lockers and Posi limited slip differentials, first developed its ELocker to fit in the HMMWV (Humvee) military vehicle from AM General and soon adapted the product for civilian applications in other 4×4 vehicles.
However, this product was mainly used in US-centric vehicles such as full-sized pick-ups and Jeeps, and as Australia’s taste in 4x4s differs from the US, the usefulness of Eaton’s ELocker in this country was limited.
That’s where the folks at Harrop stepped in. The familiar Harrop name is best known in Australia for its motor racing and high performance products due to the exploits of company founder Ron Harrop.
Harrop Engineering is now a major manufacturer of high performance parts such as brake components, intake systems and superchargers and also OE components in its aluminium foundry and machine shop. Via its supercharger development with Eaton in the USA, Harrop zoomed in on the locking differential product and saw the potential for the ELocker in Australia.
The limiting factor for the Eaton ELocker in Australia was its product range. Toyota Land Cruisers, Prados and Hiluxes, Nissan Patrols, Navaras and Land Rovers, which are among the top selling vehicles in Australia, were simply not on the radar for Eaton in the USA. But with Harrop’s local manufacturing and engineering skills, these limitations could be overcome.
Harrop Engineering now has the steel carriers for the ELocker cast locally in Australia and then machined in-house at its Preston, Victoria facility to suit the country’s popular 4×4 applications. They are totally machined so that there are no casting marks left on the product, and as with other components manufactured at Harrop Engineering, they are checked for accuracy on the Co-ordinate Measuring Machine (CMM).
The diffs are hand assembled at Harrop using a combination of parts manufactured locally and sourced from Eaton in the USA.
The locking mechanism is still Eaton’s while many other parts have been optimised for our 4×4 applications. The four-pinion design of the current ELocker came as part of Harrop’s input to improve the strength of the Eaton unit
Each ELocker is tested for operation, then has a protective coating applied to it and is finally packaged in a tough-case style plastic box for shipping out to Harrop’s distributors around Australia and world wide.
The range of Harrop ELockers covers around 90 per cent of the popular 4×4 models currently available in Australia – 34 part numbers are currently in use with more to come. Harrop also exports the ELocker back to the USA and to many other countries.
ELockers are available direct from Harrop headquarters in Melbourne and the workshop there can ‘factory fit’ the diff to your vehicle if you want it done by the manufacturer.
Alternatively, both Opposite Lock and Terrain Tamer distribute the Harrop ELocker through their stores nationally. Many of those stores can also do the installation in your vehicle.
On track
After seeing how the Harrop ELocker is made and operates, 4X4 Australia wanted to see how it works in a 4×4 vehicle, so we grabbed Harrop’s own dual ELocker equipped 120 Series Prado and headed out to Terrain Tamer’s purpose-built, offroad test track.
The newly created test track had trouble stopping the Prado with its factory electronic traction control and long-travel rear suspension, so it took some creative lines though the course and a bit of digging for us to pick up some wheels. Unlike most factory fitted locking diffs, the ELocker can be activated at any time when the vehicle is stationary. That doesn’t mean you should drive around with the lockers activated, but you can operate them in both high and low range.
The actuation is fairly instantaneous from the time you flick the switch but you do need to be stationary to have the gears lock in. You can lock either the front or the rear axle, independent of each other or together for ultimate traction. We had the Prado spinning its wheels on a steep climb with the ETC working overtime but getting nowhere. After stopping and holding the vehicle on the foot brake, we switched in the rear locker and the Prado was able to drive over the hill.
Coming back to the ruts we dug in the track the first time, we put the Prado into a position where all four wheels scrabbled for grip – even with the rear diff lock in. No problem. We simply stopped, switched in the front lock and away we went. The Elocker is just as easily unlocked as well.
Using ELockers requires correct track assessment and appropriate use of the tools to do the job correctly.
Don’t get stuck and then use the tools – in this case, the lockers – to get you out of trouble. If the track ahead looks challenging use a variety of means – correct tyre pressure, low range, lockers, even the kitchen sink if you think it will get you through.
If there is a steep turn at the top of a difficult climb, you need to be ready to unlock the front diff so you can safely make the turn. It’s all assessment and knowing how to use the aids you have at your disposal.
We say: Strong, simple and dependable. Price: RRP $1499 Contact: www.harrop.com.au
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Birdsville is a small community, population 100, on the edge of the Simpson Desert in far southwest Queensland. It’s 12km north of the South Australian border at the end of the Birdsville track, 1200km north of Adelaide and 1600km west of Brisbane. Poeppel’s Corner is 171km west of Birdsville.
When to go: Birdsville is always a fabulous travel destination but the national parks of the Simpson Desert are closed from 1 December to 15 March each year.
What to bring: There are no facilities in the desert, so BYO camping gear, food, plenty of water and a satellite phone. You probably won’t need much in the way of extra fuel or spare parts, but check your vehicle’s specifications.
Food and fuel: Food and fuel is available in Birdsville at a number of outlets. A brilliant general store stocks fresh fruit and veggies, meat and dry stores and the pub and the bakery both serve scrumptious meals for your nights in town. For more information, call the Birdsville Wirrarri Information Centre on (07) 4656 3300.
Accommodation: Accommodation is available in Birdsville at the Birdsville Caravan Park and the Birdsville Hotel. In the desert, it’s strictly bush camping only.
Driving conditions: Depending on the time of year you visit, the tracks can vary from very soft, windblown sand to compacted sand rutted out from heavy traffic. The more southern tracks are less sandy and more clay-based, but the Rig Road crosses some very peaky dunes.
The Simpson Desert Loop
Just 35 kilometres from Birdsville, Big Red is a playground for all kinds of vehicles and their drivers, intent on conquering the legendary dune.
Of course, there’s more to the Simpson Desert than this oversized pile of sand. A galore of tracks and terrains, the Simpson caters for every off road taste – you just need to know where to look. There’s one route that’s a mixed bag of tracks and it’s an easy two or three-day loop returning to Birdsville. The best part? It’s the road less travelled.
The QAA line
Covering the sandy QAA line, the rough and windy Knolls
Track, the surprisingly smooth and straight Erabena Track, the clay-based Rig Road and the recently reopened Warburton Track, this desert loop provides a taste of the Simpson without the time and distance commitment of a full-blown desert crossing.
The QAA line is one of the most popular tracks in the Simpson. Not only is it the main east-west thoroughfare, meeting the well-known French Line at Poepell’s Corner (the junction of the Queensland, South Australian and Northern Territory borders) but it’s the only track into the desert from the eastern edge.
Driving the dunes
Being the largest area of parallel sand dunes in the world, the Simpson’s biggest 4WDing challenge is undoubtedly the climbs. The desert’s 1100 dunes run north to south so crossing them is unavoidable when travelling east to west on the QAA line. The dunes are large and well defined in this area of the desert and the swales are wide and clay-based. The track’s popularity means that it’s rough and rutted with inexperienced desert drivers severely damaging the dunes.
Poeppel’s corner
The QAA meets the K1 line at the Northern Territory border and all traffic is diverted south along the edge of a salt lake before reaching Poeppel’s corner. The original post, surveyed and placed by Sir Augustus Poeppel in 1878, was later found to be in the wrong place. Poeppel’s surveying chains had stretched in the heat, making him wrong by a whole kilometer. A new concrete monument now marks the rightful position, and is used as an informative stop, accompanied by a boardwalk and information boards.
The Knolls Track
40 kilometres along the French Line is the Knolls Track turnoff, where you can leave the main drag behind and have a break from climbing dunes. Heading south, the Wangkangurru sacred sites of the Approdinna Attora Knolls, or Warra-Bullana in traditional language, rise from the clay pan.
The Knolls Track twists and turns through thick gidgee and passes countless hidden campsites. The perfect one is waiting near the WAA line turnoff, about 30km past the Knolls themselves. Here, the sun sets over low, sandy rises and patches of dying wildflowers, translucent in their death but holding the last rays of the day in their distorted petals.
Clifton Hills Station
Turning south, the Warburton track leads travellers out of the maze of desert surveying lines. Big gums and denser vegetation begins to appear as the track flattens and weaves between low blonde dunes, climbing few of them. A sign declares the entrance to Clifton Hills Station. At 17,000 square kilometres, it’s the largest pastoral holding on the Birdsville Track. A beautiful set of decaying wooden stockyards indicates the long history of settler’s habitation and the track is well worn and maintained by the station.
This southern section of the Warburton Track was flooded and closed for most of 2010, 2011 and 2012. This was caused by a few years of unusually high rainfall, in addition to waters from north Queensland flowering towards Lake Eyre. The Inside Track (to the north) and the Walker’s Crossing track (to the east) were also closed during that time, and they only reopened early in 2013. The spindly, dead trees that line the track remain as evidence of the geographically big and long floor.
The Warburton Crossing
The Warburton Crossing itself is almost unnoticeable in the dry. The creek is so wide and shallow that unless you know where it is, you’ll find yourself back on the Birdsville Track without realizing you’ve crossed it.
The Inside Track was once used by drovers transporting Queensland cattle to auctions in Adelaide. The turn-off is 24km north of the Warburton junction and is marked only by a rusty, round drum lid on the eastern side of the main track. A hard left leads 4WDs over red gibber plains and through more floodplains as the track sweeps north towards Birdsville.
An easy drive through picturesque dunes, coolibahs and past the Diamantina’s secluded waterholes is a typical trip along the Inside Track. Pelicans glide over the river and dense groups of flock pigeons flutter through the wind. If you have to dodge an emu, you’ve really hit the birdwatcher’s jackpot.
Birdsville
Whether it’s taken two or three days, Birdsville’s water towers flickering into view are a welcome sight for some. The desert isn’t everyone’s cup of tea and this short loop is a perfect taster to lure in the uninitiated – but a word of the wise, once you’ve done it once, you’ll be hooked.
Birdsville and its famous pub, quirky bakery and well-stocked roadhouse is the reward at the end of the loop. With a sip of a cold beer beneath the dusty Akubras hanging from the main bar’s roof, you’ll be gloating to fellow travellers about a memorable trip through the best of the Simpson Desert.
Just weeks after it was first built, McKillops Bridge was washed away by the Snowy River in January 1935. The replacement bridge had its deck raised by installing taller steel trusses on the reinforced concrete piers. It still stands as the wooden, steel and concrete structure we see today.
It’s difficult to imagine what the immense roar and rumble must have sounded and felt like as the Snowy River, juiced up by the melting snows of the New South Wales high country, swirled and ripped its way down the valley each spring. Luckily, the newer, taller bridge survived all subsequent spring-time thaws.
In the late 1960s, the once-mighty Snowy was dammed at Jindabyne in New South Wales as part of the Snowy Mountains Scheme, resulting in the diversion of most of the river’s legendary spring flows for power production and irrigation. The Snowy will never again see the natural spring/summer snow-melt floods of the past, but the recent deliberate release of water (known as environmental flows), and the removal of willows that have choked the river, has given the Snowy a new lease on life – compared to the pitiful one per cent of natural flow it previously received.
McKillops Bridge
McKillops Bridge was Heritage listed due to its social and technological significance – the steel trusses’ arc-welded construction technique was a pretty big deal in the 1930s. It was once an important route for cattlemen, who used the ford across the Snowy in the years preceding the bridge’s existence. These days, the clip of cattle hoofs has been replaced by trekkers footsteps above and adventurous canoeists paddling below. This area, where the Little River meets the Snowy River, is steep and rugged and a terrific place to explore for a weekend away, or as part of a longer Alpine region trek.
Barry Way
It can be reached by travelling south along Barry Way via Jindabyne, New South Wales – which is mostly isolated wilderness. The Barry Way follows the Snowy River for about 60kms to the New South Wales and Victoria border. It’s a good graded road and there are plenty of river-side camp sites that quickly fill during peak times. South over the border in Victoria, the Barry Way becomes the Snowy River Road and eventually leads (via the farmlands around Suggan Buggan) to a considerably long, narrow, steep section of track (no caravans) that drops down to McKillops Bridge. From the south, access via Buchan on the Gelantipy Road and is a perfect place for a weekend escape for Victorians.
You can imagine the incredible toil of this area’s pioneers as they carved the stock route out of the steep terrain to allow droving of their cattle from New South Wales’ Monaro region to Victoria.
Little River accommodation
There are several campsites near the McKillops Bridge. Bull Flat and White Box sit close to the bridge’s northern approach and both spots offer easy access to the banks of the Snowy. The McKillops Bridge area is a popular kick-off point for adventurous canoeists to unload and explore.
Around six kilometres south of McKillops Bridge is the Little River Track (4WD only) that wanders five or six kilometres down to an established basic campground at the junction of the Little and Snowy Rivers.
Be warned, the high country’s clay is soapy and a little bit of drizzle can cause issues.
In this instance, abort the trek. It’s also important to ensure you are carrying the right gear for any emergency as the weather can turn quickly.
With so much to do and see, the area and its surrounds are definitely worth the trip.
Deua National Park is situated in NSW’s south-east corner, 320km south of Sydney and 100km south-east of Canberra.
Marvel at magnificent natural structures, canoe through pristine rivers, dive into cool waters, and enjoy bird watching while exploring the area’s rich, pastoral history.
Getting there
It’s a relatively short, yet spectacular journey from Bateman’s Bay to Deua National Park via the King’s Highway in New South Wales’ Southern Tablelands. The steep five kilometre climb through the Great Dividing Range, up the notorious Clyde Mountain, is not for the fainthearted. In fact, casualty crash rates on the King’s Highway are 85 per cent higher than the state average.
Near the top of the mountain, you pass ‘Pooh Bear’s Corner’, a rock cave filled with a multitude of soft toys. During World War Two, the cave stored munitions which could be detonated if it was considered necessary to prevent Japanese access to the nation’s capital.
After conquering Clyde Mountain, you reach the historic town of Braidwood, the first complete town to be listed on the New South Wales State Heritage Register. The main street is dominated by a large number of Georgian buildings, the majority dating back to the 19th century. It’s a friendly place where you can easily spend a day or two.
The ‘Valley of Peace’
The journey continues on to Araluen, dubbed the ‘Valley of Peace’ by poet Henry Kendall. Initially, the road meanders through grazing country until you reach the foot of Araluen Mountain – it pays to take it easy along the tight corners of this windy road. Descending into the picturesque Araluen Valley, you’re immediately surrounded by impressive forest-clad mountains. You get the essence of what Kendall meant when he formed his writing – the valley breathes tranquillity. Once known as one of the richest goldfields in Australian history, the region is the perfect place to escape the demands of everyday life, even if it’s only brief.
Camping
The park has six bush camping areas: Deua River, Dry Creek, Baker’s Flat, Berlang, Wyanbene Cave and Bendethera Valley. Please note that bookings are not necessary. Wyanbene Cave and Bendethera are free, while a $5 daily camping fee is payable for the other three camping areas (children 5-15 $3, under five free). Facilities are limited to non-flush toilets and fireplaces. A $7 daily vehicle fee applies unless you have a NSW Parks Pass. Alternatively, you can camp for free at Araluen Nature Reserve, 22km from the national park. Facilities are limited to toilets, gas barbecues and bins.
Bendethera Caves
The 10km return walking trip – from the camping area to the caves – takes about two and a half hours and it’s advisable to bring torches. The track crosses Con Creek several times before a steep 350-metre climb to the cave entrance. Bendethera Main Cave features huge caverns up to 15 metres high with impressive limestone formations. The cave is about 250 metres long and ranges in width from three to 20 metres.
Wyanbene Cave
The trip to Wyanbene Cave is a lot shorter and easier, especially with younger kids in tow. Access is via Krawarree and Cooma Road and it’s a quick walk from the car park. A short climb leads to the cave entrance, which is closed off with a barred gate. A metal ladder descends into the narrow cavern where you’ll need a torch and protective head gear before continuing.
Araluen to Major’s Creek
A must-do is the 4WD trip from Araluen to Major’s Creek, a historic gold mining village. The dirt road up Major’s Creek Mountain, the former road to the goldfields, winds its way around the densely forested hills until you reach Clarke’s Lookout. Named after the Clarke brothers, two notorious local bushrangers, it’s a wonderful location to witness a sunrise. The spot was the gang’s preferred location to track the progress of the gold convoys on their way to Braidwood and beyond.
As you continue past the lookout, you enter the historic town of Major’s Creek. The town’s history goes as far back as the 1830s when Major Elrington, a retired British army officer, established a farm which became very successful. The first discovery of gold in 1851 set into motion a gold fever that was to dramatically change the town’s appearance. Thousands of fortune seekers flocked to Major’s Creek, hoping to strike it rich.
Gold fossicking is allowed in the area without the need for a license. However, it’s mandatory to seek permission should you enter private property. Also, ensure you stick to the rules – fill in the holes and don’t litter.
As you drive through the town, it’s impossible to miss the imposing St Stephens Anglican Church, completed in 1872 by famous stonemason Peter Rusconi. He was also involved with the construction of the Major’s Creek Bridge in 1870, which is in use to this day.
The Elrington Hotel, named after Major Elrington, is not the original building – which was actually situated on the opposite side of the street. It’s a popular meeting place where you’ll experience old-fashioned country hospitality and a good counter lunch.
Major’s Creek to Araluen
Driving back down the mountain towards Araluen, the views across the valley are breathtaking. It’s a slow trip with many hairpin bends and hair-raising near-vertigo drops only metres from the car window.
Back at the camp site, the kids can jump in the creek’s cool, shallow waters, to escape the intense heat. Temperatures easily soar into the high 30s in late spring and summer. But, the valley area can quickly go from dry to wet, with the area flooding during torrential rain.
The Araluen Valley Hotel
The Araluen Valley Hotel is the only place to hide and keep dry. The hotel dates back to 1870 when it was used as a general store, during the feverish days of the gold rush. Back in those days, it was one of many small shops, servicing around 3,000 miners from diverse ethnic backgrounds. By the early 1920s, the area’s goldfields had been exploited and the majority of miners had left. In 1927, the general store was converted to a hotel.
Today, it is the valley’s central meeting place where locals go to say g’day and drop in for a beer at the end of a hard working day.
Dense forest mountains, moss covered stones, limestone caves, valleys and the tranquil sound of pristine rivers, this beautiful, wild area is the perfect spot for a relaxing weekend away.
Restrictions and permits
Parks passes can be purchased online at www.environment.nsw.gov.au/annual pass.
Whether you’re a first time visitor making your way to ‘The Tip’ (the most northern point of Australia) or you’re a regular traveller to the Cape searching for remote and hidden locations, the following guide will give you plenty of options for your trip.
The Peninsula Developmental Road (PDR)
If you want, or need, to travel quickly north from Cairns, the PDR is the way to go. Officially starting at Mareeba, it will take you 62km inland from Cairns. The 760km to Weipa is blacktop as far as Laura (250km), passing through the hamlets of Mt Molloy, Mt Carbine and Lakeland.
After Laura, the well-maintained dirt road passes the Hann River Roadhouse, the old telegraph station (now the pleasant Musgrave Roadhouse), the ‘big smoke’ of Coen and finally the Archer River Roadhouse. North of the Archer River, the PDR leads to the Portland Roads community and the Telegraph Road on its way west to Weipa.
To Cooktown
The easiest and fastest way to get there is the all-bitumen route along the PDR to Lakeland, 185km north of Mareeba. From here it’s an easy run of 82km on the Mulligan Highway. Two other routes to this destination also exist.
The more coastal route starts at Daintree, about 105km north of Cairns. This 140km route cuts through the Daintree National Park and is an easy run to the seaside delight of Cape Tribulation. From there, it becomes a dirt road which is a relatively easy drive during the dry season to the Aboriginal community of Bloomfield. The road continues north to Helensvale and the famous Lions Den Hotel, before meeting with the blacktop, south of Cooktown.
The famous CREB Track begins inland from Daintree and crosses the Daintree River at a normally shallow ford before climbing through steep and rugged ranges to Bloomfield, travelling a total of 65km. This is the most adventurous route through this region, often with steep and slippery climbs and descents. It’s not the place for a camper trailer, the unwary or the inexperienced. A permit to travel this route is required from the Jabalbina Yalanji Aboriginal Corporation – phone (07) 4098 5500.
The Burke Developmental Road (BDR) –East to West
Stretching across the southern side of Cape York is the BDR, which links Cairns and the east coast to Normanton and the Gulf Country. Beginning in Mareeba, it’s 700km to Normanton, the first 140km of which is bitumen. The rest is a good dirt road but it gets chopped up with bulldust patches and corrugations. This road gives access to a number of lesser-used routes north into the Cape, including the road from Gamboola.
The West Coast Route
This route begins at Dunbar, 300km west of Chillagoe on the BDR and takes you 105km north-west to the Aboriginal community of Kowanyama and onto the Mitchell River’s delta. This is a popular fishing destination and a permit from the community is required to visit or camp there (www.kowanyama.qld.gov.au). It’s not cheap and the small number of camps, especially the good fishing sites closer to the coast, are often booked out at certain times of the year.
North of the community, the track swings inland to cross the Mitchell River at a natural rock bar called Shelfo Crossing. The route then passes through what was the Mitchell and Alice Rivers National Park, now known as Errk Oykangand National Park, before crossing the Alice River and swinging back closer to the coast. It’s 120km from Kowanyama to the Aboriginal community of Pormpuraaw. Once again, the spot is popular for fishing, and the community offers access and camping at a price (www.pormpuraaw.qld.gov.au).
From Pormpuraaw, a good dirt road heads 215km east to meet the PDR just a few hundred metres south of Musgrave.
Dunbar to Musgrave – the Swampy Way
A shorter, more remote and often more challenging route exists from Dunbar across to the PDR, south of Musgrave. This route is rarely used by travellers. It’s about 230km from Dunbar to Musgrave via this track and you first need to cross the very wide and sandy Mitchell River. The river is now tamed somewhat by rubber matting – although the mats can sometimes be washed away before the end of touring season.
North of Koolatah Homestead, the route begins to cross the floodplain and swamp country of the Alice River and its tributaries. It can be a challenge if wet.
Cooktown to Musgrave via Starcke and Lakefield
The 260km route to Lakefield National Park is another challenging route. Early in the dry season, swampy sections and steep boggy creek crossings can plague the route, while later in the season it can be disrupted with bulldust and soft sand.
The section north of Starcke Homestead to Wakooka is even worse. And, if you want to go to Cape Melville or Bathurst Head, the easiest way is to approach them from the Lakefield end.
The east coast can be accessed at a number of places – Elim Beach at Cape Bedford is pretty easy and is reached via the Hope Vale Aboriginal community. A permit from the community is required. Reaching Cape Flattery, further north, is a harder, more challenging run. Getting to the beach south of Starcke early in the dry season can be daunting.
Once on the beach, it can be a good run north but watch the creeks that flood across the sand. The best camps are on the north side of Cape Flattery. Again, you need permission from the traditional owners.
The Cape Melville track, 75km northeast of Kalpowar Crossing in Lakefield National Park, leads from Wakooka to Bathurst Bay east of the Muck River mouth and can be a challenge. Early in the dry season, swamps near the coast present a serious obstacle, while later in the season soft sand can catch travellers out.
The track to Cape Melville along the beach is situated a short distance inland and parallels the beach before coming out onto the soft steeply shelving beach. Ninian Bay, in Cape Melville National Park, can normally be accessed off the main Cape Melville track, but was closed off in late 2013. It may reopen again this year.
Access to Bathurst Head and the mouth of the Marrett River – and its popular camping area – is found 35km north of the Kalpowar Crossing. The track is pretty good for the most part but again, closer to the coast it can be plagued by sections of shallow saline water.
Kalpowar Crossing leads across the Normanby River where you enter Lakefield National Park and there’s a pleasant but popular campground located nearby. From here, you can strike north-west for about 110km, meeting the PDR at Musgrave, or head 90km south to meet the PDR just north of Laura.
To Portland Roads and Chili Beach
The 140km diversion off the PDR is a relatively easy run through country range into the small eclectic community of Portland Roads, the Lockhart River Aboriginal community and Chili Beach. It includes some impressive rainforests in the Iron Range National Park.
Camping is only allowed at Chili Beach and in the rainforest. While the coastal camps are wind-blown, camping in the rainforest at spots like Gordon Creek and Cooks Hut can be humid.
Instead of backtracking on the main road, many people choose to use Frenchman’s Road. This track leaves the main access road 50km east of the PDR, and strikes directly west crossing the Pascoe River at a rock-strewn, fast-flowing crossing which can be dangerous if it’s running deeper than 80cm. This route meets Telegraph Road just 22km south of Moreton Telegraph Station.
The Telegraph Road and Bypass Roads
The Telegraph Road leaves the PDR 145km east of Weipa and some 50km north of the Archer River and its roadhouse. While this road follows the original route of the The Overland Telegraph Line (OTL) Track, it has been upgraded with all resemblance to the old track lost. For one, the crossing of the mighty Wenlock River is now bridged.
The old Moreton Telegraph Station offers accommodation and pleasant camping. Likewise, Bramwell Junction, at the intersection of the OTL Track and the bypass roads, offers meals and a pleasant camping spot. Nearby, Bramwell Station offers accommodation, camping, a lively bar and restaurant along with a self-drive track towards the remote east coast (www.bramwellstationcapeyork.com.au).
The bypass roads are split into southern and northern sections. The southern section takes you 110km from Bramwell Junction north-east and then west to meet with the OTL Track north of Sailor Creek. After 9km, the northern bypass road swings west away from the OTL Track for a little more than 60km to the Jardine Ferry.
The Jardine Ferry will cost you $130 return – more if you have a trailer. The fee covers the ferry ride as well as your permit to camp at places such as the Jardine River mouth, Mutee Heads, Somerset and Vrilya Point.
The Overland Telegraph Line (OTL) Track
The OTL Track is the original route to Cape York and remains not only a challenge for four-wheel drivers but also one of the favourite attractions of the Cape. Each year, the many creek crossings can change but there are detours around some of the most challenging sections. Everyone should drive some, if not the entire route. This is what the Cape is all about.
North of Bramwell Junction, it’s just 70km to where the Southern Bypass Road joins the route north. You cross numerous westward flowing streams, all with their own challenges. There are some fabulous camping spots, with some of my favourites being at the Dulhunty and Bertie Creek crossings.
Once the Northern Bypass Road swings west, the OTL Track continues directly north giving access to Fruit Bat Falls, Twin Falls and Indian Head Falls. These are places not to be missed and a few nights at the Indian Head Falls is highly recommended.
North of the Twin Falls, for the 40km to Jardine River, you cross a number of eastward flowing streams in very quick succession – Canal, Sam, Mistake, Cannibal and then Cypress Creek. Bridge Creek, or Nolan’s Brook, is a little further north. Deep clear water can be a trap for the unwary and this narrow crossing has claimed an untold number of radiators and engines in the last few years.
There can be some swampy mud holes between here and the southern bank of the Jardine River – which is a good spot to camp close to the old vehicle ford.
The ford itself is used very rarely these days and once you’ve been there, you’ll understand why. Most people choose to travel to the ferry via a couple of shortcut tracks to get across the river.
North of the Jardine
Once on the northern side of the Jardine, good dirt roads lead to Bamaga and other Torres Strait Islander or Aboriginal communities on the Cape. While Bamaga may be the most important centre here for travellers, the Islander community of Seisia has the most to offer with a good camping ground (www.seisiaholidaypark.com), accommodation and a supermarket – along with one of the best fishing jetties in Australia. Importantly, it also has a good range of repair places.
From Bamaga, a good road heads north to Lockerbie and from here you can veer off to Punsand Bay Lodge which is a great camping spot (www.capeyorkcamping.com.au). The main track continues north for a short distance before providing a choice of turning right to the historic settlement – and great beach – of Somerset or left toward The Tip.
A short walk through the jungle and across a rocky bluff on a well-marked track brings you to the northern most point of Australia. You’ve made it.
Camping permits
Don’t forget, to camp in any of the national parks on Cape York you need a camping permit before you arrive.
For more information, visit www.nprsr.qld.gov.au.
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For those who venture upstream, the Clarence River in New South Wales hides an adventure paradise.
Winding its way from rocky highlands to the sparkling beaches of the Pacific Ocean, through ancient forests, farmlands, ravines and plains, the 400km river is a popular tourist attraction of the Clarence Valley. The ‘Big River’, as it’s known to locals, includes activities such as canoeing, horse riding, four-wheel driving, bushwalking and popular Australian bass fishing.
This area of the Clarence, just above the Gorge and downstream from its junction with the Mann, is a bass fisherman’s delight. But further downstream, the Clarence River Gorge holds its own secrets. The waters of the Big River rush down through a tangle of basalt boulders and cliffs, leading to a sudden drop toward the ocean.
Rugged rock formations are blanketed by a series of spectacular waterfalls, which lead way to passionate rapids and eventually easing to deep pools and open waters. These beautiful waterfalls span the width of the Gorge, and it’s here where huge bass can be seen.
Clarence River accommodation
On Wave Hill Station, owners Steve and Sue Ibbott have been opening the gates of the property for a number of years, and while many visitors come for the fishing, there are others who simply come to sample the remote beauty of the Clarence. Access here is by 4WD and from the homestead it will take about an hour and a half to get to your desired Gorge campsite.
The biggest site is below the Gorge and can support a good number of camps; ideal if you want to bring a club trip. The river at this point is easily accessed for those who want to swim or launch a canoe and explore upstream.
Getting there
The tracks to all campsites on the river are 4WD only. The drive isn’t a challenging one – they form part of the management tracks on the property and Steve and Sue don’t want people damaging vehicles. However, during or following periods of heavy rain, tracks do become unpredictable.
This area is mainly hilly country and views from some of the higher spots are spectacular. Low range is an ideal option on most of the steeper descents, and loose stones can make things quite interesting at times, so be well prepared when you venture into remote country. There is no communication back to the homestead, so if help is needed, you’re in for a good walk.
Fishing
Australian bass are a highly predatory native fish that hit a lure hard and give an extremely good account of themselves when they do. For those who have never experienced the joys of bass fishing, you are in for a treat and a steep learning curve.
These fish fight well above their weight and are contemptuous of inferior tackle and blasé anglers. Fish in excess 50cm are not uncommon.
In the river, above and below the Gorge, the bass will hang around any structure that allows them concealment where they can dash out and grab a passing baitfish, or anything else that takes their fancy. They have a widely varied diet and will respond eagerly to a wide variety of artificial baits.
Try to target them with hard body diving lures, but you can also have a lot of success with spinnerbaits, lipless crankbaits and soft plastics. A 10lb braid with a rod length of 12-15lb fluorocarbon offers better insurance against being rubbed off on water worn rocks, and the Flouro is almost invisible under water.
The other predator here is the eastern cod. These fish are fully protected but are making a strong comeback from near extinction. The cod are considerably larger than the bass with an attitude to match.
Eastern cod are almost identical to Murray cod and were once wide spread throughout the north coast. Today, the main population is limited to the Nymboida, Mann and Clarence rivers. If you catch one you must release it immediately.
While some people take a couple of bass for a feed, keen bass fisho’s prefer to let them go, and the Ibbotts prefer that option as well. Most value the fish more as a sport fishing asset than a culinary one. For this reason, many use lures that have had the barbs crimped down allowing easier hook removal and a faster release. Lures also seldom get completely ingested by fish and therefore the survival rate is far higher.
Fishing the Gorge is a tough walk. The boulders have been ground and polished by uncounted years of floods and debris. Scattered among them are random growths of acacia, slanted forever by repeated floods.
Pick your way over this terrain with care, because a fall could mean broken bones, or worse. But when the fishing is as good as it is, it’s worth the trek.
The journey to Coongie Lakes National Park can be as extraordinary as the place itself.
In the middle of the Strzelecki Desert in outback South Australia sits an amazing fresh water oasis just waiting to be explored by 4×4 travellers. Adjoining the Simpson Desert to the west, and only 160km from Birdsville to the north, the 28,000 hectare World Heritage listed Coongie Lakes National Park is the jewel of the larger 1.3-million hectare Innamincka Regional Reserve.
The 100km drive to Coongie NP from Innamincka takes travellers on a journey through the desolate landscapes of the park, exposing the stark contrast of landscapes where lush wetlands meet dry dusty dunes. Coongie Lakes is often used as a stop-over, but its many activities make it a great place to camp out beneath the large River Red Gums that line the north-west branch of Cooper Creek.
Bird watching, photography, and canoeing are just some of the activities this unique area has to offer, with the surroundings offering an abundance of beauty and serenity. The peace and solitude provided by the location’s natural beauty is infectious. Motor boats and fishing are prohibited, as are wood fires and generators.
Travelling to Coongie Lakes
Approching Innamincka and Coongie Lakes from the southern capitals, travellers might venture via Hillston in New South Wales.
With showers, toilets, friendly staff and grassy camp sites at just $15 per head, the caravan park at Hillston is the perfect stopover after a long day’s drive. The Hillston township also offers usual basic services found in small rural centres and provides an opportunity for travellers to stock up for the journey ahead.
Dowling Track
From here, the Kidman Way takes you through Bourke to the where you bid farewell to the bitumen. While Dowling Track has a good gravel surface, tyres will still kick up stones. A stone guard can prove invaluable in preventing damage to your trailer and rear window.
Heading for Hungerford, Fords Bridge is the only town along the way. With only a hotel and a population of three, calling it a ‘town’ is an exaggeration. Further on is the deserted settlement of Yantabulla. Now nothing more than a few ramshackle ruins, Yantabulla was once a prosperous town with a hotel, store, Cobb & Co staging post, school, police station and cordial factory.
Hungerford
Hungerford lies on the northern side of the Queensland and New South Wales border and while there is no fuel, food or other services in Hungerford, it has a great hotel. Built in 1873, The Royal Mail was originally a Cobb & Co staging post. After a night at the Hungerford campground, which offers showers, toilet and laundry facilities for $10 per person per night, it’s an easy drive to explore Currawinya National Park which adjoins the town.
Currawinya National Park
Currawinya NP has two fresh water lakes, Lake Kaponyee and Lake Numulla, as well as a salt lake, Lake Wyala. Kayaking, canoeing and swimming are permitted in Lake Numulla, but the other lakes have some restrictions on recreational activities. The sandy roads in the park are an easy drive in dry conditions but often become impassable after heavy rain.
The Granites are an outcrop of boulders in the centre of Currawinya NP. While not exactly on a par with Uluru, they’re still worth a visit. The country in this area is largely Brigalow Scrub, a type of Acacia which plagued the early settlers — once cut up, Brigalow tends to grow back thicker than before. Also common to the area is the Yapunyah tree, a eucalypt that grows to approximately 15 metres with beautiful ochre coloured smooth bark on its upper trunk. Yapunyah produces excellent honey and when the trees are in flower, bee hives can be seen dotted around the park.
Thargomindah Waterhole camping
Following the Dowling track to Thargomindah Waterhole, 163km to the north-west of Currawinya, the Brigalow Scrub gradually gives way to open grassland. Thargomindah Waterhole offers travellers flat, sandy bush camping sites just outside of the town. Facilities, fuel and supplies can be found in Thargomindah before striking out for Innamincka, 363km to the west via The Adventure Way. It’s worth noting that this is the last chance to purchase fresh food for some time. While frozen meat and bread along with dry goods can be purchased in Innamincka, fresh produce cannot.
Innamincka
The bitumen stops for good at the South Australian border and is replaced by badly corrugated gravel for the last 30km into Innamincka. The town camp ground is the Common on Cooper Creek which has drop toilets and a camp fee of $5 per vehicle per night. Coin operated showers and laundry are available adjacent to the Innamincka Hotel and Trading Post. Another camping option for those wishing something less civilised is Cullyamurra Waterhole 14km east of Innamincka. The camp site has drop toilets only and an SA Desert Parks Pass is required to visit.
Coongie Lakes NP entry
Access to Coongie Lakes NP requires an entry pass that can be purchased from the Trading Post ($10 entry fee plus $18 per person per night). This area is part of the Cooper Basin, Australia’s largest onshore oil and gas field. Mining companies maintain some of the 135km Coongie Track from Innamincka to Coongie Lakes, and as a result, the track is usually in good condition and an easy drive. The Coongie Lakes system are semi-permanent ephemeral lakes that are only two metres deep and are reliant on flood waters of the wet season flowing down the Cooper from Queensland. This is a land of contrast and while the wetlands and lakes dry up during long periods of drought, after heavy rainfall the Cooper can flood and spill out over the surrounding country making access to the park impossible. If planning a trip to the park, it’s wise to check conditions with the Port Augusta office of the South Australian Department of Environment Water and Natural Resources.
Coongie Lakes camping
On reaching Coongie Lakes, visitors have a choice of camping on the shoreline of Coongie Lake or to stay on the western side of the dunes and camp by Cooper Creek. While camping under the Coolabah trees around the lake arguably provides a better outlook, the Cooper Creek site has the benefit of drop toilets nearby. The access track to the lake runs through loose sand with a hard base so it’s not a difficult drive.
Wildlife
Both the National Park and reserve were listed in 1988 to protect the internationally recognised freshwater wetlands of the Cooper Creek floodplain. These wetlands are a magnet to native birdlife and form an important feeding, resting and breeding ground. More than 70,000 birds have been observed in residence at the park at one time, and in excess of 200 different bird species have been sighted in its sand dunes.
The birdlife, beautiful sunrises and sunsets each add to the serenity of Coongie Lakes National Park and are bound to make a lasting impression on any outback traveller.
Third Generation BMW X5 set to continue the model’s success.
It’s the vehicle that has set the standard for luxury SUVs for more than 10 years and continues to lead the segment in terms of performance, refinement, technology and sales. Late in 2013, BMW launched the third generation of its X5 wagon to ensure it continues its reign at the top.
BMW calls the X5 a Sports Activity Vehicle (SAV) rather than a Sports Utility Vehicle (SUV) and herein lies the key to the vehicle’s place in the market. There’s nothing utilitarian about the X5 and it could never be compared to traditional SUVs or 4×4 wagons such as Land Cruiser or Jeep. It has more in common with other vehicles wearing the Bavarian brand’s spinning propeller badge and other luxury marques from Europe. The X5 is a grand tourer in every sense of the term, it just wears a taller, more practical body than those on more traditional GTs.
All variants in the new X5 range get more power but with cuts in fuel consumption. The popular xDrive 30d models gets 10 more kilowatts and 20 additional newton-meters to give it 190kW at 4000rpm and 560Nm between 1500 and 3000rpm. At the same time the average combined fuel use has dropped from 7.4L/100km to 6.2L/100km. Similar gains in performance and efficiency are also seen across the range which continues to have xDrive30d, xDrive40d, xDrive50i and M50d variants.
Still to come are the xDrive35i six-cylinder petrol powered model and the new 25d models in both xDrive AWD and, in a first for the model in Australia, the sDrive25d with rear-wheel drive. These four-cylinder turbo diesel variants punching out a potent 160kW and 450Nm will become the new entry level to the X5 range starting at $82,900 for the RWD sDrive and $87,900 for the AWD xDrive. BMW is quick to add that these are not stripped out models and are better equipped than the outgoing xDrive30d model thus making entry to X5 ownership some $17,000 more affordable. The 25d, 35i and 40d models will be available from March.
All X5 models get more kit for the money plus fresh exterior and interior styling to distinguish them from the previous generation and maintain their dynamic appearance. X5s have always been leaders in dynamics and there’s nothing here to take that title away from them. In fact, the upper spec M50d and xDrive50i models get improved handling with Adaptive Suspension Packages to make them the sharpest cornering SUVs on the market.
The sweeping bends and curves on the test route around New Zealand’s Lake Taupo and surrounding mountains region clearly displayed as much with a truly rewarding experience for the driver. This doesn’t come at the expense of ride quality and BMW has better matched its suspension to the run-flat tyres that are standard fit on all models. However we did find the base xDrive30d with its 19-inch wheels and tyres to be the most comfortable while still offering rewarding dynamics.
As a relatively high-priced, luxury soft roader, the X5 isn’t for everyone but if you are after this style of vehicle, the BMW remains top choice.
The Outlander PHEV is leading the pack as an affordable battery-powered hybrid.
It’s all-wheel drive, but the connection between the Outlander PHEV’s axles is a big battery, not a rotating shaft. Mitsubishi’s plug-in hybrid has 60kW electric motors at the front and rear, both of which suck from the big lithium-ion power pack installed beneath the floor of its passenger compartment. The petrol-burning 2.0-litre four installed crossways in its engine bay produces 89kW, but its main function is to spin a 70kW generator once the initial battery charge is depleted. Only when the driver presses pedal to the metal, demanding maximum performance, does a wet multiplate clutch engage to connect the engine directly to the front wheels via a single-speed transaxle.
Driving the Outlander PHEV, which will launch in Australia in April, is a foretaste of Mitsubishi’s future. The company is refocusing its research and development energy on SUVs and electric drivetrains. There will be more and more Mitsubishis like the Outlander PHEV.
Already, Mitsubishi is making good progress in one key area – affordability. An engineer with the Outlander PHEV program said the cost of the lithium-ion batteries has been almost halved since the company began producing the i-MiEV in 2009. This little four-seater was the first battery electric car to rack up more than 10,000 global sales despite its high price, and was a valuable learning experience for Mitsubishi. The Outlander PHEV’s 12kW/h battery has three-quarters the energy storage capacity of the i-MiEV’s, but will be relatively affordable. Mitsubishi Australia will offer the Outlander PHEV in two trim grades and is aiming to price them slightly either side of the existing $45,490 Outlander Aspire diesel.
Compared to the Outlander PHEV, the turbo-diesel version is a heavy drinker. The official fuel consumption test result for the plug-in hybrid is just 1.9L/100km, just one-third that of the conventional diesel. The PHEV’s low number takes into account its electric driving range on a full charge. This is 52km, according to the official test regime. The PHEV is limited to 120km/h in electric mode and a recharge will take about five hours using a standard household (240V/10A) power outlet. The five-seat PHEV’s interior space remains practically the same as the standard, with the cargo compartment losing just 14-litres.
Keen to prove the PHEV won’t lack the toughness of the conventional Outlander, Mitsubishi entered one in the Asia Cross Country Rally in 2013. While the suspension was modified for the 2000km event, run mainly in Thailand, the plug-in hybrid drivetrain was left untouched. The competitive stages included muddy and heavily rutted trails, and the Outlander PHEV belted through them without a problem.
Mitsubishi staged a media test drive of the PHEV soon after the 2013 Tokyo Motor Show at the small Mobara Circuit just outside the Japanese capital. It was immediately obvious why the car in the Asia Cross Country Rally needed suspension changes. The soft springs and weak dampers of the standard Japan market suspension mean the PHEV handles like a pig. There’s too much under-steer into corners, too much over-steer if the throttle is lifted mid-corner and the thing rolls like a dinghy in heavy swell. The batteries and underfloor strengthening to protect them mean the PHEV weighs 1810kg, an increase of around 200kg over a turbo diesel AWD Outlander.
But the drivetrain has promise. Although tuned to suit the taste of Japanese pensioners, the pair of electric motors and their four-cylinder generator set work seamlessly.
Acceleration is smoothly sufficient, although the responsiveness could be turned up a notch or three. It is impossible to feel the 2.0-litre engine switching between generator mode, where it is disconnected from the drive wheels, and direct propulsion mode.
With its suspension and plug-in hybrid drivetrain recalibrated for improved handling and snappier response, the Outlander PHEV could easily be the right car to persuade SUV-hungry Australians to give plug-in hybrid tech a try.
MORE: Mitsubishi Outlander Range Review MORE: Mitsubishi Outlander Specs, Range & Price