The original shockers on my Disco 3 lasted a creditable 100,000km before they ran out of damping, at which point I opted for a set of Bilstein monotube struts. These are more expensive than ‘throw-away’ shock absorbers, but have the advantage of being tuneable and rebuildable.
As with most modern independent suspensions, replacing the Landy shocks isn’t a simple job, because they’re integrated into a load-bearing strut. With air suspension, there’s no need for a coil spring compressor, but it is necessary to have a new air seal kit and a bench-testing apparatus to check air spring integrity before the struts are bolted back on.
The boys at Sydney Shock Absorbers, Bilstein agents, take all this in their strides, so the Bilsteins were duly installed and we gave them a bush workout over the next 60,000km. Initial impressions were that the Bilsteins felt ‘floaty’ over undulations, but were well-controlled over sudden surface irregularities. Paul Joyner, Sydney Shock Absorbers’ R&D manager, explained that the shock absorbers have ‘digressive’ working pistons that allow slow and high speed shock movements to be separately tuned. Damper ‘bleed’ at slow shock speeds gives a floating feeling that can be softened or stiffened. Separate shims control sharp bump action, and this can also be made to feel softer or firmer without upsetting the low-speed damping.
After around 40,000km the suspension started to feel excessively soft over undulations. I asked Paul if he thought the original settings might be more Euro-oriented and not take into account the weight of my bush-prepared vehicle.
My Disco has an ARB steel winch bar and Warn 9500 up front, plus a heavy deep-cycle battery under the bonnet. At the back it has a 100-litre Long Ranger auxiliary fuel tank, drawer units and a fridge, plus a Kaymar swing-away spare wheel carrier.
Should the valving be adjusted to allow for the extra weight at the Disco’s extremities, I wondered? Paul thought that might well be the case, so when our busy schedules allowed, some 20,000km later, the Disco went in for a rebuild job.
With the struts out, the shocks went into the Sydney Shock Absorbers’ dyno and were dismantled. Soft valving was judged part of the front-end ‘float’ problem, but the piston seals had developed slight bypass leaks as well.
With experience born of years playing around with shock valving, Paul dialled up a fresh plan for the fronts, using a stack of shims in precise order. For the rears he diagnosed a rally set, to better control the back end weight and all was checked for response characteristics before going back into the Disco. Revelation.
The ride over undulations was still quite smooth, but without the previous too-floaty feeling, and sharp-bump control was even more precise. We’re now lining up some serious bush work to put the rebuilt, revalved shocks to the test.
- Price: Shock absorber rebuild on a per-vehicle basis, depending on spring and damper type.
- Contact: Sydney Shock Absorbers, bilstein.com.au, 02 9557 5930
Our long-term D-Max has left for Fraser Island with an EFS spring in its step.
Project D-Max has done its first trip to Fraser Island, sporting a new EFS suspension kit thanks to the crew at Carrolls Suspension. With the body now sporting a 40mm lift and the whole show running on new Maxxis 674 Bighorn rubber, the D-Max looks like its ready to take on the King’s Army.
The first point of contact came in the form of the Premium shock absorbers. EFS has been developing and constructing shocks for years and has the use of its own specialised shock dyno facility, where each shock is fine tuned to not just its own demanding specifications but the specific needs of each individual 4X4 it’s destined for.
The Premium Elite shock features a 35mm piston with twin tube construction for better control of the spring during rebound and compression, with the 51-60mm external tube offering a greater oil capacity to keep the valve at a lower operating temperature.
The long travel design is a part of all EFS shocks and will help maximise wheel articulation when hitting a rock or a gnarly trail. The EFS torsion bars give a 25-30 percent increase in strength over the standard Isuzu units and give a dramatic increase in towing stability as well as keeping the Isuzu planted yet nimble when carrying an increased load. The bars are prestressed to ensure longevity, plus they’re bar peened and rolled to help the units retain their strength for the life of their service.
Out the back EFS has fitted its Elite Comfort 150kg to GVM leaf springs with EFS pins, shackles, U-bolts and bushes. The EFS leaves are made from high-quality Japanese grade SUP9 and SUP9A alloyed carbon spring steel. The shot-peened and scrag tested leaves offer not just greater wheel articulation and durability but give a more comfortable ride over the rough stuff. The tapered leaf ends reduce the inter-leaf friction and improve pressure distribution over the bearing area.
The EFS pins and shackles are made from medium- to high-grade carbon steels which are then case hardened and gold cadmium plated for increased strength and corrosion protection against the elements while the carbon steel U-bolts are powder coated to ensure longevity.
Overall the new suspension package has turned the D-Max from a workhorse with 4X4 capability to a machine to go anywhere. The ride is firmer yet more compliant, and it’ll now tow heavy loads even easier than it did before. Plus it doesn’t look half bad, either! Price: POA, according to vehicle Contact: efs4wd.com.au, 1300 660 601
The Savannah Way through the Gulf of Carpentaria is an epic adventure through remote areas in the footsteps of ill-fated explorers Burke and Wills.
On February 9, 1861, ill-fated explorers Burke and Wills left Camp 119 on the Little Bynoe River, 26km east of what is now Normanton, to make a dash for the Gulf of Carpentaria in order to become the first Europeans to cross Australia from south to north.They did become famous, but for all the wrong reasons: Burke and Wills were unable to travel through the mangroves only 5km short of completing their mission. Upon returning to Camp 119 with fast diminishing food and water, they had no choice but to try to reach civilisation down south. Three rescue missions were sent to find Burke and Wills, but through unfortunate circumstances and poor leadership both men died on the return journey.On our adventure through the Gulf of Carpentaria we weren’t faced with quite as challenging conditions, but the trip through the Gulf Savannah will take you through rocky river crossings, past endless savannah woodlands and into historic mining towns.It is a journey into Australia’s past, with stories of courageous explorers and persevering Australian bushmen and women who made – and make – a living in these remote areas.Our trip began in the remote Top End town of Borroloola, where we faced emergency repairs. Our alternator was on its last legs and it would have been foolish to venture further into isolation without fixing it. Can you believe our surprise when the local mechanic’s shop had exactly the right alternator on the shelf? Add to this that a friendly mechanic was willing for my husband Chris to use his workshop and only charge $60 for assisting him for three hours. Talk about country hospitality!After leaving Borroloola, we drove through golden savannah woodlands without meeting another car for about 100km. We had to negotiate a number of river crossings, but most were shallow. We’d been warned about the Calvert River crossing as it is a deep and rocky obstacle with steep embankments on both sides.When we got to the Calvert, I decided to wade across with the camera because there was no way I was going to sit inside the car while crossing – and we needed to prove that we actually went through. At its deepest, the water was waist high and I did get a little worried about any lurking crocs eyeing me for lunch, but I made it to the other side safely. Chris is an experienced off-roader, so he had no trouble getting through, apart from almost getting stuck on a rock just before exiting the river.Once we were through, we quickly checked the car and trailer for any damage, but it looked like we’d got through scot-free. We decided to have some lunch after all the excitement when a Toyota ute rocked up carrying locals from the Calvert River Station. They asked if we’d got through the river okay because they pulled out eight vehicles early in the season after they got stuck in the middle with no way of winching themselves out. Apparently the flood waters washed away a lot of the rocks in one section of the river and the council had to fill it up before it was safe once more to attempt the crossing.After lunch we pushed on to Hell’s Gate Roadhouse; an interesting place with a fascinating history. Back in the 1800s this area was feared by travellers as there was no law west of Hell’s Gate. The Queensland Native Police only guaranteed travellers’ safety as far west as Hell’s Gate, after which they were on their own. Overlanders who moved thousands of cattle from Queensland to the Northern Territory, in order to feed the goldminers in Pine Creek in the NT and Hall’s Creek in WA, were heavily armed and conflict was inevitable on this frontier. It is said that many cattle were speared along this treacherous road across the Gulf of Carpentaria, in addition to the loss of human life.From Hell’s Gate Roadhouse we drove to Burketown – aka the barramundi capital of Australia – situated on the Albert River. The savannah grasslands to the south were hailed by early explorers as the Plains of Promise. Established in 1865, it is the Gulf’s oldest town but, sadly, Gulf fever (thought to be typhoid) decimated the population and forced its evacuation in 1866 to Sweers Island, until re-establishment in 1882. The Albert Hotel was built in the late 1860s and is the oldest building in the Gulf. Even though the town is only 25km from the coast, Karumba is the only beach accessible via a sealed road. From Burketown you can travel to Boodjamulla (Lawn Hill) National Park and marvel at this oasis in the middle of savannah country; it is certainly worth making the 200km trip there.After travelling through such remote areas, it was a treat to arrive in Normanton, the major service centre in the Gulf Savannah with three supermarkets and, of course, the famous Purple Pub. Established on the Norman River by explorer William Landsborough, Normanton was the port for the Croydon gold rush. The railway line between Normanton and Croydon was built for this reason and today you can still ride the legendary Gulflander. An innovative sleeper design allows seasonal flood waters to flow over the line to lessen flood damage. Most of the rail and sleepers are the original ones laid between 1888 and 1891 – testament to the ingenuity of the design.A visit to Normanton is incomplete without seeing the replica of Krys the Savannah King, claimed to be the largest recorded saltwater crocodile (8.63m) captured in the world. Krystina Pawlowski is the female croc hunter who reportedly shot the massive croc on MacArthur Bank along the Norman River in July 1957. However, the locals will tell you that today an even bigger croc frequents the waters of the Norman River.From Normanton it is a 71km drive to Karumba, the perfect place for spectacular sunsets over the Gulf of Carpentaria. This is a fishing Mecca where, during winter, the population swells significantly when fishing enthusiasts travel to Karumba for the plentiful barramundi. Make sure you pay a visit to Ash’s Cafe where you can buy one serving of fish and chips for five dollars; let me tell you, it is good stuff!When travelling from Normanton to Croydon (150km), visit Leichhardt Lagoon on the way (25km from Normanton). This campground is only 400m from the Norman River – home to barramundi, red claw yabbies and freshwater prawns as well as fresh- and saltwater crocs. Camp facilities include toilets and hot showers so you don’t have to rough it. Croydon is also worth spending time in.This small outback town has only 250 residents, but in 1900 it was the fourth largest town in Queensland, boasting 36 hotels. Croydon was established in 1885 with the discovery of gold that created a booming centre, which has been well-preserved in the many historic buildings, including the police sergeant’s residence (1898), police station and gaol (1896), courthouse (1887) and town hall (1890). For a great barbecue lunch, drive to Lake Belmore and stop at Diehm’s Lookout for a fantastic view over the town.From historic Croydon, it’s only a short drive to Georgetown, home to the Ted Elliott Mineral Collection, housed inside the TerrEstrial Centre. Georgetown is the administrative centre of Etheridge shire, a vast region shaped by intense volcanic activity that has endowed it with rich deposits of mineral and gold. The Cumberland Chimney (20km west of Georgetown) is testimony to the region’s mining past and stands as a lone relic from a crushing plant built by Cornish miners.Altogether, we travelled about 1000km through the remote Gulf Savannah in far north Queensland. We watched outback sunsets, met friendly locals and learned about the Australian pioneers who founded the places we visited. To travel through the region makes you realise that we live in a country that has so much to be proud of.WHERE The Savannah Way through the Gulf of Carpentaria started for us at Borroloola, NT, and took us via Hell’s Gate, Burketown, Normanton, Karumba and Croydon to Georgetown, in far-north Queensland.CAMPING There is plenty of camping available along the Savannah Way. The longest stretch of road without a campground or caravan park is from Borroloola to Hell’s Gate Roadhouse (306km of dirt road and multiple creek/river crossings).WHAT TO TAKE The 4X4 and off-road trailer/caravan need to be in top condition. The Calvert River crossing (between Borroloola and Hell’s Gate Roadhouse) can only be done in a high-clearance 4X4 fitted with a snorkel. Carry spare fuel, tyres, drinking water, fan belt, radiator hoses, fuel filter, etc. Recovery gear is mandatory in these remote areas.SUPPLIES AND FACILITIES You will need to stock up on all supplies before you leave Borroloola; aim to be completely self-sufficient in terms of food and drinking water. Groceries and fuel are available in Borroloola, Burketown, Normanton, Karumba, Croydon and Georgetown. You can also refuel at Hell’s Gate Roadhouse.TRIP STANDARD The unsealed sections of the Savannah Way, from Borroloola to Burketown and Burketown to Normanton, can be rough in places, depending on when the road was last graded. The Calvert River crossing is challenging and rocky, especially when you are towing. Adjusting tyre pressure is crucial to avoid flat tyres.CONTACTS AND INFORMATION For information about the different campgrounds and all other forms of accommodation along the Savannah Way, visit savannahway.com.au or email [email protected] CENTRESBurketown: 07 4745 5111 or burkeshirecouncil.com Normanton: 07 4745 1065 or carpentaria.qld.gov.au Karumba: 07 4745 9582 or carpentaria.qld.gov.au Croydon: 07 4748 7152 or croydon.qld.gov.au Georgetown: 07 4062 1485 or terrestrialgeorgetown.com.auMAPS AND GUIDES Hema’s Top End and Gulf map will do to get around.RESTRICTIONS AND PERMITS No permits are necessary to travel along any sections of the Savannah Way.
We rate how well the new players can look forward to their bush future.
No duds here. That’s the collective summary of the 2009 4X4OTY contenders after our judges ran critical eyes and rode analytical butts over five days of arduous testing. As usual, we started with a session on a hoist.
Having three mature chassis designs (or two, if you see the Range Rover Sport’s as a mildly-modified Disco 4) and one lightly revised layout (Prado), meant there weren’t any significant structural changes to pontificate about this year. In other words, each vehicle has had the wrinkles ironed out. Or has it?The Prado, Disco and Rangie are all separate, body-on-chassis designs. To call them traditional somehow taints them, and only the Prado retains an old-school solid-axle rear. Located on upper and lower control arms and suspended by coils, or airbags on the Kakadu, it’s a simple, durable set-up that provides good ground clearance and suspension travel.Up front, the basic layout is the same as for the previous model Prado (independent with coil springs) but with the KDSS system introduced on Kakadu and, more importantly, traction/stability control on all models, which is a great preventer of driveline breakages in inexperienced hands. The radiator and sump are well protected for a showroom stocker and the Prado intercooler’s new location, despite being in front of the radiator, is a long way from potential damage.
However, the Prado Kakadu’s rear air spring rates are evidently too soft and the punishment experienced by the bumpstops during the test can put enormous stresses into the chassis. The Prado GXL didn’t exhibit this trait.
Inside, the Prado shows exemplary fit and finish that bodes well for long-term toughness. There are no squeaks or sizzles from any of the cabin plastics and, although flat and loaded with luggage for our test, the new rear seats won’t wiggle around like the old ones.
A bonus for those who intend to add equipment is the fact that there are wiring harness blanks on the firewall to allow DIY driving light/radio installation without compromising cabin dust sealing. A drawback is that the Kakadu’s multiple external cameras might cop a flogging off-road, and we’re not sure yet if an aftermarket bullbar will impede the front camera’s view.
Our team has heard of more smashed Toyota diffs than Land Rover suspension failures but still some punters point to the Land Rover’s air suspension as being a weak link. So, there’s a question of trust there, but there’s no doubt the rest of the hydro-formed chassis and its suspension — a mix of cast/forged and fabricated components — is nothing less than bombproof.
Sensible spring and damper rates with long suspension travel take it easy on the chassis and body and all lines, sensors and wiring are positioned (usually) behind the solid bits and tethered to just about eliminate the risk of damage.
However, the automatic ride-height lowering to highway level at 40km/h is a frustration as it places the underbody closer to damaging terrain. It would be great if the software could be altered for Australia, where higher speeds are common over furrowed tracks.
High-kay Disco 3s used in arduous terrain have exhibited some ball-joint and tie-rod wear; Land Rover has upgraded these components for Disco 4. And with the fundamentals of the chassis identical, the fix fits D3, too.
The D4’s integral tow package is a stunning piece of design. As it’s standard (so no departure angle compromises), no-one can get the fit wrong and the removable tow hitch places its rated 3500kg straight into the chassis.
The Pajero’s chassis is a monocoque with independent front and rear suspension bolted direct to it, and by design it lacks the layer of void and the chassis/body rubbers of a separate chassis execution.
Mitsubishi has worked hard over the years to minimise NVH levels but the more direct noise path means Pajero is busier for passengers than the other vehicles here. That’s not a real pointer to toughness but perception can go a long way with the showroom buyer.
Thankfully, nothing stopped progress — as happened in the previous two years’ tests — but there were a couple of breakages. The benchmark Pajero first flung us a faux pas with its tailgate strut snapping. It’s a problem a few of the 4X4 judges have seen before; forget to disengage the strut’s locking mechanism and ka-ching!
Ron Moon also pointed out (after his 30,000km test) the vulnerability in the Pajero’s rear aircon. Installed under the driver’s side rear, it’s odds-on to be belted or crunched, rendering the aircon inoperable. Also, the Pajero’s rear bumper can be dislodged or torn off during careless dune crossings, as can the Prado’s. The Rangie and Disco remained damage free. Thank heavens.
The value question is sometimes the most hotly debated criterion, as it’s often a perceived issue rather than technical fact.
The value for money of any vehicle is relative – features that might be of value to one buyer may be worth little to another, so we need to examine the vehicles in relation to their particular market segments and direct competitors.
It needs to be stressed that value for money is not affordability. A $250,000 Range Rover will be out of reach for most of us and, as such, not appear good value for money, but to the well heeled with money to spend on such luxuries this may not be the case.The Mitsubishi Pajero GLS represents the lowest price point of the five finalists in 4X4OTY at $61,290. That’s for the five-speed automatic as tested; the five-speed manual is $3K cheaper at $58,290. For that price you get a seven-seat wagon with a strong, economical turbo-diesel engine; Mitsubishi’s selectable 4X4 system; all-independent suspension; a stiff and safe monocoque chassis; electronic traction and stability control; ABS; climate control air conditioning including rear air-con; class-leading five-year manufacturer’s warranty; cloth seats; front, side, and side-curtain airbags, but no parking sensors or reversing camera. The steering column adjusts for height only.It is a well-equipped package for the money but the Pajero is feeling old as this platform nears the end of its life cycle, and is due for replacement soon. That’s a double-edged sword – the vehicle is as well sorted as it’s ever likely to get, yet an all-new model will devalue this one.On the next step up the cost ladder comes the new 150 Series Toyota Prado GXL. The 3.0-litre turbo-diesel engine, six-speed manual version was tested, retailing for $61,990, and you can add $2500 to that for the five-speed automatic transmission, as most buyers will.While this makes the Prado GXL more expensive than its nearest competitor, which is, incidentally, the Pajero GLS, and some $2400 pricier than the 120 Series it replaces, it does now have as standard equipment: electronic traction and stability control; a rear-view camera with TFT screen; rear parking sensors; third-row curtain airbag (on top of the seven airbags already standard); height and reach adjustable steering column, and three-zone climate control air-con.Fuel consumption (as tested) of 11.8L/100km for the manual GXL, combined with a class-killing 150-litre tank capacity, ensure a touring range unchallenged by any standard 4X4 wagon.Land Rover’s Discovery 4 could be seen as a competitor to the Prado and Pajero in as much as it’s a capable, seven-seat, five-door, turbo-diesel wagon, but when you look at its $81,990 starting price it really moves up a rung to the LandCruiser 200 Series pricing segment.For your money, you get a multi award-winning chassis platform with four-wheel, height-adjustable, independent air suspension; selectable Terrain Response system, including hill descent control; manual leather seats and trim; unrivalled third-row seating; dual-zone climate control; cruise control; the awesome new 600Nm 3.0-litre TDV6 engine; nine-speaker audio system; eight airbags, stability and traction control; TFT information screen, and a height and reach adjustable steering column. You might expect a rear view camera and electric front seats for this price but they are optional extras. An option fitted to the test vehicle, and one that any D4 buyer planning to head off-road should buy, was the $1060 electronic rear diff lock.Compared to Prado, the near $20K price difference is justified in the performance and refinement, not the features, and the trick suspension seals the deal. Compared to LC200 GXL, the D4 represents much more bang for your buck.The Kakadu replaces the Grande at the top of the Prado specification and with the turbo-diesel 3.0-litre engine sells for $88,990. For that you get a Prado with all the fruit, including electronic stability and traction control; electronic rear diff lock; rear DVD entertainment system; a fridge in the centre console; leather seats with power adjustment and memory on the front two; power folding third-row seats; power sunroof; cruise control; the full complement of airbags; KDSS and height and damper adjustable air rear suspension a la Grande models.The big-ticket items on Kakadu include Toyota’s new Multi Terrain Monitor (MTM), Multi-Terrain Select (MTS), and CRAWL control. MTM uses four cameras placed around the vehicle to show the driver exactly where the vehicle is on the track. MTS is like Land Rover’s Terrain Response. It has four settings to optimise the vehicle system for different off-road terrain. CRAWL control is basically off-road cruise control and controls speed over low speed rough terrain without driver input on the throttle or brake.It’s a lot of kit for the cash but an unrefined driveline and chassis don’t equate to a vehicle at this price. The lower-spec GXL represents better value or there’s even the VX if you want the luxury of leather seats.Like any Range Rover, the Sport is a luxury vehicle and at $99,990 is priced as such, although it’s at the lower end of the luxury price bracket. The test vehicle also had the $1060 rear diff lock among its optional extras that took its as-tested price to $108,750. While that price is comparable with other top-end luxury 4X4s, it doesn’t stack up when compared with its Discovery 4 stable mate.
The Disco has everything the Sport has but not the Range Rover badge, style or on-road dynamics, however it adds seating for seven adults, more cargo space and practicality for outback usage.If you absolutely have to have a Range Rover then the Sport TDV6 makes a bit of sense, but for more usability in a bigger vehicle look to the Discovery 4 HSE.
We tag along with the Land Rover Club of Victoria for a weekend of fantastic off-roading, and tuck into pink lamb and red wine in the spectacular Victorian High Country
It’s difficult to say who had the most fun. The kids hung out of open windows like border collies through the river crossings, wide-eyed and blissful.At the other end of the scale, one of the elder statesmen of the Land Rover Club, Richard Groom, in his 1959 Series II Landie, seemed just as delighted as he bounced and splashed his way through every water crossing and along the dusty trails, quipping over the radio about “who needs diff locks and air conditioning?” and how soft most of the group were in their newer jalopies.“Eat dirt you old bugger,” came an anonymous retort. “Righto! That’ll be $2 for the RFDS tin,” another convoy member said with a laugh.I was enjoying the hospitality and camaraderie on the Melbourne Land Rover Club’s fifth annual Pink Lamb and Red Wine weekend in the Wonnangatta Valley, not to mention the stunning scenery and the anticipation of our evening meal that gave rise to the event’s name.We’d gathered on a beautiful spring morning in the Victorian town of Myrtleford, camp ovens primed, ready for a long weekend of 4X4 adventure, succulent campfire cuisine and wonderful wines.
All the hi-tech equipment available to today’s explorers doesn’t make it any easier forging new paths in the outback!
Cecil Madigan, Ludwig Leichhardt, and Burke and Wills. All famous names linked to exploratory adventures centred on forging new paths across this massive country and now – take a deep breath of disbelief – joined by Walker, Newham and Stafford.
I know, I know, it’s reaching the limits of outrageousness to make such a statement. But, after spending some time in the Northern Territory’s more remote regions, part of which was undertaking a reconnaissance trip focused on extending the NT’s 2191km Binns Track, Brad Newham, John Stafford and I experienced just a taste of the epic man-against-nature struggle so prevalent in the glory days of these famous pioneers.All big adventures start small, and this one was no different. I had been planning an off-road epic into the NT for some time and had been in contact with John Stafford (senior industry development officer, Destination Development, Tourism NT), the man behind the Binns Track’s latter stages of development.The original idea behind the Binns was to finish at Litchfield National Park, around an hour from south-west of Darwin, finishing a trans-Territory off-road journey that would begin at Mt Dare, in SA’s northern Simpson Desert. What our tourers eventually found was a track that started at Mt Dare but finished slightly short of the mark – at Timber Creek – after a final off-road trek through rugged Gregory NP. Brad, Michael Ellem (Offroad Images) and I completed the Binns Track in 2008 but were left with some tantalising words from John regarding the eventual extension.When I rang John for assistance with my latest trip he barely had the chance to get the words out about a potential reconnaissance of the missing leg of the Binns, before I was shouting down the phone that we’d be there – no matter the time or place. The prospect of being modern-day pathfinders brought out the latent explorer in me, and I spent all of 10 seconds convincing Brad Newham, to accompany me. After all, in this day and age of a near fully mapped and catalogued planet, the opportunity to play explorer couldn’t be missed. The 21st century incarnation of those hardy early explorers has a much easier time of it when setting up an expedition.During planning, a flurry of emails containing Google Earth overviews, GPS waypoints and enlarged topographic maps of forgotten station tracks, passed between Sydney, Elizabeth (SA) and Alice Springs – such is the world of the modern-day adventurer.Excitement built as phone calls were made discussing possible obstructions – river crossings, overgrown tracks and any pastoralist/land-title concerns – countered by the obvious potential of John’s mapped-out route. While John sorted the navigational aspects, I organised 4X4 Australia’s transport. A super-capable off-road vehicle, with plenty of clearance and high load capacity, was a must, so a Land Rover Defender Td4 was shipped to Brad’s ARB Elizabeth workshop for fitting out with a number of trip-essential accessories.Getting there is half the fun, according to some. However, after months of organising and anticipation, the 14-hour drive from Elizabeth to Alice Springs was decidedly low-key. Passing the time was easier, with Brad and I reminding each other that it would only get better! And it did, as soon as we arrived in Alice Springs. John, his wife Blythe, and daughter Ellie offered us a top Territory welcome and a much-needed bed for the night.The Binns Track’s missing link is from Gregory NP to Litchfield NP. With travellers currently finishing at Timber Creek, the logical extension is from Flora River Nature Park, north-east of Gregory NP. John’s intended route went north from Flora NP, through pastoral properties and Aboriginal land along rough, overgrown tracks to the Oolloo Crossing, at the Daly River, which brings travellers out just south-west of Daly River community.Rather than endure any more of the Stuart Highway’s monotony heading north, we took the off-road option: the Tanami Road. The Tanami is an Australian off-road icon that has undergone a slow transformation. Gone is a significant amount of the infamous corrugations, replaced with bitumen for long sections. This civilising of the Tanami hasn’t taken away its attraction of being the quickest route to WA, or stopped it from offering some unique outback experiences.We had only travelled around 100km when we sighted a lone camel munching on some trees alongside the track. It was the first photo op for me and gave Brad and John the chance to drop tyre pressures. Camel pics and tyre pressures sorted, we were soon on our way to our first stop of Tilmouth Roadhouse for a quick tour through its art gallery and a look at its impressive facilities.Our plan from here was to continue along the Tanami to Rabbit Flat, before turning right onto Lajamanu Road and bed in front of us had no visible track around or through it, and a three-metre high wall on its other side, topped by the ubiquitous tall grass.It was our first serious obstacle and, after scrambling across the creek bed, we still couldn’t see where the track went. The GPS said it was there and also showed one that ran along the riverbed adjacent to our position. After much head-scratching, Greig tramped the long way around and through the dry riverbed, scrambling up and into some even taller grass, and then across an old fence to find faint twin tyre indentations. There wasn’t much room to manoeuvre – the three vehicles leaned precariously over the steep drop-off as they negotiated the tight access point – but we were soon on track again.As we continued north, the overgrown landscape gave way to more open terrain, following the track as it snaked between creek beds and boggy, potentially vehicle-trapping swamp areas. It was here we spotted one of the Territory’s most infamous and destructive residents: a feral water buffalo. The stand-off between us and the lone bovine lasted for only a couple of minutes – and a few photos – before it sauntered off.Country hospitality is a given in the outback, and so it was when we dropped in at Dorisvale Station for a quick hello, and were immediately offered beers and a hot meal. The station was preparing for muster the next morning so, not wanting to be an annoyance at this important time, we begged off from dinner and followed one of the station hands in a bull-catcher to our own private camping oasis – a site perched between two creeks. It had been a hard day for drivers and vehicles, but we knew tomorrow’s 40-odd kilometres would contain the crux of the trip: the Oolloo Crossing. The tracks we were keen to follow hadn’t been used for years, so we were expecting more route-finding and trip-finishing challenges before we reached Oolloo Crossing.We tracked north the next morning, running parallel for a lot of the way with Jinduckin Creek. The terrain shifted from dense forest to dusty, dry sections and then to more open areas where the flora was in the first throes of regrowth after the annual burn-off. The tracks were barely visible, resulting in the Defender, with its GPS showing each track, acting as the rudder for John’s lead Landie. Most of our creek crossings were dry but moderately challenging – the damage the wet season causes was clearly evident – with two deeper ones, just before we reached track’s end at Oolloo Crossing, taking some careful wheel placement to cross.After a couple of hours we were there; our convoy edging down the cutting toward a wall of trees that looked like they had been flung about by some high wet-season floodwaters. Jumping out, we continued on foot, clambering over a huge sandy river bank to stand well above our final destination. The ford at Oolloo Crossing was still there alright; it was just around five metres below the vertical sandy river bank we now stood on. Disappointment – there was no way a sustainable track could be built to withstand the Daly River’s might during the wet season – merged with admiration of the brute force of nature.Even with the latest navigational technology, super-capable vehicles and plenty of experience, the territory’s ageless – and powerful – landscape had defeated us. John, ever the optimist, muttered something about future plans for a track on the other side of the river, starting way back south, but for us, this abrupt end to our exploratory foray meant our path-finding journey was over – for now.An adventure is never over until you get home – or back to Dorisvale Road in our case. Somehow, on the return journey, we managed to lose Greig. He was leading on the way back (we’d hung back to keep clear of his dust) and, as we entered some boggy terrain, the last radio call we got was “Can you guys still see me?” At that stage, we could – just; his white roof was visible in the distance through a dense stand of trees. However, another few kilometres along the track and he disappeared – no radio communications and no white Troopie.For modern-day explorers it was a tad embarrassing. We returned to Dorisvale Road where, after a half-hour wait, the white Troopie appeared, with Greig intact – and only slightly embarrassed. He’d followed another of that area’s myriad tracks and had nearly ended up in a swamp. I am sure the ghosts of explorers past would be shaking their heads.The recce had ended in disappointment but we were keen to finish off the future Binns Track so, after farewelling Greig, we continued north to Daly River and Mango Farm Tourist Resort for our rendezvous with Matt Grooby (Tourism NTs industry development officer – indigenous tourism), who was going to spend the next week with us as we ventured further north and west.It was surreal being back in civilisation – although we soon adapted after diving straight into the showers, plugging in our power-dependent gear and cracking a coldie. Then, it was off to an even more welcome realignment with the modern world: a feed of barramundi and a few more beers – at the Daly River pub.The focus for our next day was initially going to be barramundi. Matt had organised a couple of tinnies to get us out on the Daly River, and throw a line in. However, after half an hour with no bites or nibbles, we decided croc spotting was a lot more fun.The Daly River is renowned for having one of the highest concentrations of estuarine (saltwater) crocs in the country and we weren’t disappointed – some of them were massive, and demanding plenty of respect. This was something Brad failed to recognise when I asked him to move just a little bit closer to a particularly large one, only to hit a sand bank and stall the boat engine.As we drifted ever closer to the bank – and a croc – the term ‘aging fast’ took on a whole new meaning and I could hear some pretty frantic clicking of the start button as we continued floating forward. Fear aids exaggeration, I guess, but it seemed like an eternity before Brad selected reverse gear, we both simultaneously barked a nervous laugh, and the tinnie was moved back to a safer viewing distance.Our afternoon at Daly River was spent with Agnes Page, a member of the Daly River community, who is heavily involved in developing indigenous tourism in the area. Agnes (see A Country Welcome, p77) offered a fantastic insight into her land and the plans the community has.Litchfield NP is slated to be the Binns Track’s final leg and it really will do this epic trip justice. We entered the park the next morning from its southern end and tackled numerous water crossings. We stopped off for a swim at spectacular Tjaynera Falls, checked out historical Blyth Homestead, stood in awe beside huge termite mounds, and even helped out a German backpacking couple who had bogged their Mitsubishi Delica at one of the crossings. A final stop at Litchfield NP’s northern end to check out a massive collection of termite mounds was a great finish to an action-packed week.Sitting in Corroboree Park Inn’s bar, over a couple of beers later that night, Brad and I had a chance to reflect on our jam-packed first week. The recon trip stood out the most – and we knew we’d get another crack at the Binns extension – but it joined the sublime desert camping and Litchfield NPs truck-load of attractions as great examples of why the NT has such appeal for off-road tourers: you get a lot of everything!And for us, the adventure was only half-finished. With remote, rarely visited Top End locations still to come – not to mention the chance to experience the indigenous culture so prevalent in the region – we knew it would be unforgettable.
It’s not often you get to drive a concept vehicle – especially on public road. Andrew Frankel was lucky enough to nab a drive of Land Rover’s all-new hybrid LRX concept in New York.
The Land Rover LRX is only the second concept produced in the 60 year history of the Solihull marque.
The first, the Range Stormer of 2004, apparently begat the Range Rover Sport, but the design changed dramatically by the time the vehicle went into production.This new LRX concept, recently displayed at the Melbourne Motor Show, made its debut at the Detroit show in January where the press dutifully asked if it would ever get built.This, of course, was the cue for LR’s spin machine to roll out its prepared answers: ‘it represents an interesting direction’; ‘we’re not confirming anything right now’; and ‘internally we’d like to do it but we need to prove the business case first.’Oh please. If you can’t confirm that there’s a business case for a Land Rover as good-looking as this, that will do 5.6L/100km and emit minimal CO 2, you need to go back to business school.
Allan Whiting takes two turbo-diesel giants – the Lancruiser 200 VX and Discovery 3 HSE – into tough bush terrain for an off-road slug-fest.
Going bush in style ain’t a cheap exercise these days.
When the Discovery 3 was launched in 2005 it was tagged with a much higher price than its predecessor, but balanced that with a great deal more technology, better fit and finish, increased interior space and, as time has proved, excellent reliability. However, the $75,000 ask for an air-suspended SE V6 turbo-diesel was too much for many Landophiles.The much-anticipated LandCruiser 200 Series also sports ‘sticker shock’ pricing, with the new base model, the GXL petrol V8, a 70-grand proposition. The potent V8 diesel version carries a heady $10,000 premium.
The new Lexus LX570 has finally arrived on Australian shores. Dean Mellor asks, is it more than just a flash Landcruiser?
Despite its unique styling features, including grille, bonnet, headlamps and tail lights, it’s obvious to most that the new Lexus LX570 is a Toyota LandCruiser with the lot.
Lexus offers two model variants of the new LX570: Prestige at $136,700 and Sports Luxury at $151,700.There are a number of mechanical features that make the LX570 very different from the Cruiser on which it’s based, most notably the super-smooth and potent 5.7-litre V8 engine that pumps out 270kW and 530Nm, propelling the 2740kg luxo-wagon from 0-100km/h in a claimed 7.8 seconds.Although the new donk is bigger, and the LX570 weighs more than its LX470 predecessor, Lexus claims a fuel economy improvement of eight percent; the official combined cycle is 14.8L/100km. The LX570 has a 93-litre main tank and a 45-litre sub tank.The engine is mated to the same AB60F six-speed auto transmission used in the turbo-diesel Cruiser, with the same ratios and final drive. The transmission feels as though it was designed to mate to the 5.7-litre petrol V8; it’s smoother in the Lexus than in the turbo-diesel Cruiser.