A comprehensive system designed and built to accommodate multiple vehicle types, Yakima says the StreamLine system combines advanced aerodynamics and clean lines with exceptional strength and versatility.
The StreamLine collection uses pitch and tow adjustments to mimic the curvature of your vehicle’s roof for a stronger and better fit, with three distinct crossbar options to maximise styling and cargo possibilities that are central to the system.
The JetStream bar is an aerodynamic through-bar for extra carrying width and is engineered with a 21mm T-slot attachment and SmartFill push-down technology, so that gear and accessories can be added quickly and easily. The wing-shaped bar profile creates an aerodynamic design for reduced wind noise and is rated for a maximum of 75kg* per pair.
The JetStream FX bar is an aerodynamic flush-bar with similar features to the Jetstream but with a flush-connected look to provide a sleeker appearance. Like the JetStream bar, the JetStream FX has undergone comprehensive wind-tunnel testing and is rated for a maximum of 75kg* per pair.
The TrimHD through-bar is built tough and is the heavy-duty offering, allowing for a higher load rating of 100kg. The 21mm T-slots make adding your gear and accessories fast and easy, while load strips, featuring an airflow diffuser ridge, helps with load carrying and reduces wind noise.
The StreamLine system also features eight fully adjustable leg solutions to suit Jetstream, Jetstream FX and TrimHD bars. Each of the BaseLine, SightLine, SkyLine and TimberLine legs are made with a steel chassis, high rust-resistant coating, and ASA plastic for strong weather resistance and UV stability. For vehicles with fixed points, the SkyLine system comes with easy tool-free removal and reattachment.
“This innovative range offers a variety of fits for different vehicles, combining advanced aerodynamics and sleek design with remarkable strength for maximum versatility,” said Chris Jones, Senior Engineering Manager at Yakima Australia. “The StreamLine system is designed and tested in Australia to withstand the harsh Australian and New Zealand climates, ensuring durability and reliability.”
“Compatible with most Yakima racking accessories, the StreamLine system allows for adventures of any size. Whether it’s a big road trip or a small outing, StreamLine makes it all possible,” Jones added.
Sleek, stylish, and built to complement a vehicle’s natural shape, StreamLine is available now and compatible with all Yakima rack accessories to accommodate everything from cargo solutions to bike, water and snow gear transportation. Yakima offers a limited lifetime warranty on this range.
*Product load rating is per pair but the actual carrying capacity of your system will depend on your vehicle’s roof rating and other factors such as whether you are travelling offroad.
The latest model is the unimaginatively named Ranger Black Edition and it is expected in Ford showrooms during Q3 of this year.
To be based on the Ford Ranger XL double-cab 4×4 ute and powered exclusively by the 2.0L diesel engine producing 500Nm, the Ranger Black Edition will wear blacked-out exterior features including a sports bar, unique black grille and black side steps. Black 17-inch alloy wheels also replace the steel wheels normally found on XL Rangers.
Other inclusions over the regular XL model include a 12-volt power outlet in the tray and all-terrain tyres, both adding versatility to the popular 4×4 ute.
The Ranger XL 4×4 comes standard with a 10-inch multimedia screen, Adaptive Cruise Control, reversing camera, rear parking sensors and safety kit includes AEB, ABS, ETC, rear cross traffic monitor, BLIS, lane detection and keeping assist, collision mitigation and nine airbags. Like all 4×4 Rangers the Black Edition is rated to tow up to a 3500kg trailer.
| Model | Pricing |
|---|---|
| Ranger Black Edition dual-cab pick-up 2.0TTD 4×4 autou00a0 | $56,690 |
| Price excludes on-road costs.u00a0 |
Priced at $104,160, changes to the Patrol’s in-cabin tech were performed in partnership with another Australian-based mob, Directed Technologies. These updates include a new 10.1-inch high-resolution central touchscreen; two USB ports (USB-A and USB-C); the inclusion of front and rear cameras and a digital video recorder; wireless Apple CarPlay and Android Auto; and a wireless smartphone charge pocket.
IGO Street Navigation and a 30-day trial of Hema Maps’ widely used 4×4 navigation software is included within the new infotainment system.
“The Patrol Warrior by Premcar was developed in Australia specifically for Australian conditions, and to partner with another Australia-based company in Directed Technologies for these important cabin technology updates is fantastic,” said Premcar’s Engineering Director, Bernie Quinn.
“This modern cabin technology meets true capability in the 2024 Patrol Warrior by Premcar, and it only improves the Warrior recipe.”
Other changes include an increase from four to six speakers; dual-zone climate control air conditioning with second-row; an intelligent rear-view mirror; and a coolbox located in the centre console between the front seats.
The updated 2024 vehicle is unchanged mechanically and aesthetically. It continues to be powered by Nissan’s potent 298kW/560Nm 5.6-litre V8 petrol engine, which is mated to a seven-speed automatic transmission.
Premcar also fettles its own version of Nissan’s Navara – the PRO-4X Warrior, released in 2021, and the SL Warrior, launched in 2022 – and the Aussie company expects to see sales of its Warrior-badged vehicles nearly double in 2024. A total of 2717 Warrior models were delivered to customers in 2023, with Premcar expecting to shift 5100 vehicles in 2024.
As with all Warrior vehicles, full testing is undertaken entirely within Australia on a vast expanse of on- and off-road terrains. The recent updates to the Patrol Warrior are covered by the security of Nissan’s full manufacturer’s warranty.
It’s my daily driver for work, but ultimately we set it up for touring. We used to run a rooftop tent but got sick of having to pack up anytime we wanted to go exploring, so we bought a Lotus Off Grid. We usually set up camp and unload the gear, unhitch and then head off to explore local areas and tackle the hard tracks. We travel with our whole family – myself, my partner and our three kids. When the kids are a bit older we plan to get a Patriot camper. We’ve done trips to the Great Ocean Road, Yorke Peninsula, Flinders Ranges, Murray River, Newcastle area and are currently doing a trip on the Gold Coast.
Mods include a PCOR tray; ARB Baserack; ARB twin air compressor built into the tray; ARB long-range tank; Hayman Reese X-Bar; rear airbags by Airbag Man; AFN bullbar; Stedi light bar; GME XRS; Fabulous Fab snorkel and airbox; KM3 33×12.5 tyres; EGR flares; Munji steering rack drop and wheel alignment brace kit; Dobinson adjustable remote res shocks; and a Blackhawk Ultimate adjustable UCA – Luke Vigh
I trailer this rig all around Australia, mainly visiting the Watagans as that’s local to me. We have been to most 4×4 parks in NSW and Queensland, and Killingsworth is another spot we like to go!
Mods include a 12mm fuel pump; front-mount intercooler; bonnet-entry snorkel; 20g turbo running 35psi; 40-inch Maxxis Treps; 16-inch coilovers; three-inch hydro bump-stops; double triangulated four link; Xlink; 4.88 diff centres; front and rear ARB lockers; 85 per cent transfer reductions gears; 24V Gigglepin winch; 24V alternator; two 1800cca lithium batteries; roof sliders; front and rear bars; 17-inch beadlock rims; rear sway bar; Blackhawk radius arms; GME XRS; and an ARB dual compressor – Brett Gambrill
It’s a Maverick mid-wheelbase with a 351 Windsor V8, GU diffs and a GP100 24V winch. The thing is rough as it has been driven and raced, but it’s a good rig! – Rhyder Kennedy
I’m a Victorian and have been to SA, WA, NSW and Queensland. The Triton has a two-inch Bilstein lift; 31-inch Pirelli tyres; Ironman bull bar, steps, brush bar and rear bar; Safari snorkel; 23Zero rooftop tent; and a custom service body canopy – Kent Arc
It was built in 2022 using parts from my old Cherokee. Interior was stripped and the car stripped right back to have stiffeners welded on and suspension installed. Original mounting points for control arms removed and long arms installed. Sound deadener installed and all 12v wiring for accessories done while interior apart. Rear 12v setup is in the wing of the drawer setup with DC to DC.
Did a trip last year in June to the Kimberley, Gibb River Road through to Kununurra. Has also been up to Red Bluff, Carnarvon; down south to D’Entrecasteaux in Brunswick, as well as Collie and Harvey. Also summer beach runs from Seabird through to Wedge Island and Jurien Bay. Does both the tough tracks and touring towing a camper.
Some mods include six-inch long arm and five-link front lift kit; custom crossover steering with Heim joints; custom front Panhard with drop brackets; upgraded front brakes to twin piston with bigger callipers from a Grand Cherokee; rear diff from a TJ Wrangler, braced with Eaton ELocker and chromoly axles re-geared; transfer case from a TJ Wrangler with slip yoke eliminator; Rancho adjustable shocks front and rear; Bushwacker high clearance wide flares; rear quarter panel armour; rear wheel carrier; Smittybilt front winch bar; chassis has been braced and reinforced front to back with Iron Rock frame stiffeners; slimline Smittybilt rock sliders; 12,000lb winch; MSA drop slide; and plenty more! – Joshua Page
It’s running a two-inch lift on 33-inch muddies and is pretty much stock as a rock except for GME aerial, roof rack and 270-degree awning. The best place I’ve taken it would be Brunswick Junction to have a play in the forest – Jack Northey
What caught our eye is the new Vitrifrigo D30A drawer fridge that is perfect for the 4WD market. Designed to be installed in compact spaces, the D30A drawer fridge is innovative both aesthetically and technologically. The Vitrifrigo 30-litre drawer fridge offers the additional advantage of not releasing cold air even with numerous openings throughout the day. The D30A weighs 17kg with dimensions 440mm W x 721mm L x 250mm H.
Being a condensed drawer fridge/freezer, the Vitrifrigo 30-litre drawer fridge is suitable for small spaces. Designed using specific components for overland applications, the temperature can be set by selecting either the fridge mode, with four temperature set points, or the freezer mode. The temperature ranges from -10 in freezer mode to +10 degrees in fridge mode. Available with a black or white fascia, the fridge has an elegant and refined finish that is suited to any 4WD interior.
The removable external cooling unit offers added volume inside the refrigerator. In addition, it expands the installation possibilities in terms of functionality, efficiency and soundproofing. The compressor can also be relocated up to 1.5m from the drawer fridge. The D30A also comes with four mounting brackets.
The 12/24-volt fridge is controlled by a digital thermostat, ensuring precise control of both temperature settings and optimisation of compressor operation, balancing efficiency and consumption combined with a reduction in compressor noise during the night, thanks to the sleep mode.
Adam Olive, Media and Marketing Manager for Leisure-Tec, told us: “The new Vitrifrigo fridge/freezer range will provide 4WDers with options for when space is limited, as the new Vitrifrigo D30A drawer fridge will keep food and drinks nice and cold and fresh.
“Where space isn’t a problem, the new Vitrifrigo drawer fridge will also compliment those carrying the myCOOLMAN fridge range with added storage for those needing an extra 30 litres of food and drink storage.
In short, it’s a six-pot, DOHC, turbocharged, common rail injected, 3.0L diesel, and it has a strong aftermarket following thanks to our cousins from Europe who have been throwing them into Land Rovers for the past decade or so.
The bottom end features forged rods and is proven to handle up to 1300Nm of torque in stock form. The head is capable of flowing upwards of 260kW with turbo and fuel upgrades. The CP3 high-pressure fuel pump is also found (in slightly different form) on the 6.7L Cummins and 6.6L Duramax engines in the big-boy Chevs and Rams.
Now it’s not all puppy bellies and free seafood, the TD42s and 1HZ engines will still be able to put out as much or more torque due to their larger displacement, but the M57 absolutely kills them on power; 190kW is easily achievable with nothing more than a tune, and you still get a pretty darn impressive 600Nm from the same mod. Tally up how much it’ll cost to get your Nissan or Toyota engine to that level and these things start making a lot of sense. So yeah, pretty much the ideal engine for a lot of us, and there’s no real downside to shot-putting one in the direction of your rig.
Before we start, we should point out that M57 came in a variety of BMWs, from the 5 Series, E60, E90… the list goes on. To keep this yarn to a reasonable length we’ll just focus on the most popular vehicle for the swap, the BMW X5, which can be picked up from as little as $3500.
The M57 first came out in 1998 and stayed more or less the same until 2003. This 137kW model (with a narrow bellhousing) came with a five-speed auto. Some X5s even came with a six-speed manual box, but these are as rare as hen’s teeth and are pretty pricey as a result.
If you’re feeling really sporty you could go for the ZF 8HP which is an eight-speed ’box, but while arguably the best transmission available for the engine it also has a lot more wiring to suss out, and adds about $8k to the conversion total.
The wider bellhousing model M57 arrived in 2004 (M57TÜ or M57N) in the E53 X5 and was available until 2006. This is generally considered to be the easiest engine for conversion and there’s the perceived advantage of its strong iron block, and it’s a single turbo, so straightforward to upgrade if required. From stock these models put out north of 150kW and around 500Nm.
With that said, there are quite a few of these around putting down some serious power and holding up without drama, so don’t be too deterred. They also come with piezo injectors rather than the solenoid injectors of the M57TÜ engines. While the piezo injectors are more reliable and efficient, they’re also unable to be rebuilt and the nozzles can’t be upgraded to produce more power.
They’re more difficult to fit but many prefer the extra power (200kW stock and a bunch more available with just a tune) despite the increased complexity of the installation. For the simplest option with the least headaches, we recommend you grab an ’04 to ’06 E53 X5 diesel with low mileage.
This isn’t as much an M57 problem as an every-modern-diesel issue, but the M57 still can have problems with its emissions countermeasures. We’d tell you to do yourself a favour and ditch the EGR and DPF, but that would be promoting illegal activity which we’d never do. Moving on…
Located in the intake, these are designed to optimise the air-fuel ratio however they are known for failing and dropping their mounting screws into the combustion chamber, causing potential carnage. Delete kits are cheap and one of the first mods to do if your engine has them.
If you’re chasing north of 225kW, the valve springs will need upgrading. They’re quite soft and can cause problems, especially with worked engines.
Not an issue really; in fact there are many 500,000km engines getting around on stock chains, but if you’re pulling your over-300,000km M57 out anyway, throwing new chains at it is good preventative maintenance.
On the M57TÜ BMW went for a stainless exhaust manifold which is known to crack. Replacement with a cast manifold is the fix.
Again, as preventative maintenance the glow plugs and glow plug module are common causes of faults. They’re easier to swap out on the stand than in the vehicle.
The sump, rear main seal, valve cover, oil filter housing and injector washers and seals should all be swapped out when the engine is out. They’re not really known problem areas, but you’d be nuts not to do them on a 15+ year old engine while it’s all easily accessible.
Before breaking out the torque wrench and oxy torch, there are a few things you’re going to need (other than the engine, ancillaries and transmission, duh) to make your conversion go smoothly. Ash from Fusion Fab gave us the rundown:
Chasing big power from an M57 is definitely possible, but when you can net a fairly easy 220-260kW from an M57N2 twin-turbo, not many folks bother looking for more as fuel use and reliability inevitably take a hit.
However, if we had to break it down by the usual means of making diesels sing, it’d go a bit like this:
Getting a tune should be first and foremost as it’s the easiest way to grab a sneaky 20-30 per cent more power and torque without affecting reliability or fuel use. Keep in mind that any injector, turbo or pump mods will require an updated tune to make the most of them.
The piezo injectors are good for around 335kW, so no real joy there. The solenoid injectors can have larger nozzles from a 535D fitted but even then you need a turbo upgrade to get it working properly.
Much over 220kW and the single turbos start becoming a little lacklustre. A popular upgrade is the Garret GTD2872VR which can handle up to around the 300kW mark. Bigger turbos can provide more, but then you’re looking at serious porting and strengthening work of the internals.
Chasing more than 220kW? The stock valve springs will need upgrading.
Curiously, the M57N2 came with the smaller R70 (1600 bar rail pressure) pump while the M57N came with the larger R90 (2000 bar rail pressure). If more power is required from your M57N2 an R90 upgrade can be beneficial.
Just a reminder, these CP3 pumps came out in Duramaxes and 6BTs, so they’re no slouches. With that said, twin pump kits are available if you want to do your best to destroy the dyno.
The larger the better, really. You can’t freeze your intake charge. Fun fact: Gale Banks ran straight nitrous-oxide rather than an intercooler in his drag Duramax. Different engine, but the point is the same; the cooler (aka denser, aka more oxygen-rich) the intake charge the better it is for your available power output.
Cams and head studs can be fitted without removing the head, although once again, this is for race-spec builds trying to get every last ounce of power out of a rig rather than for people who want enough under the right boot to comfortably get across the Simpson without worrying about getting up the taller dunes. Horses for courses, folks.
A short (only 700mm or so long) straight six that’s torquey, has enough power for pretty much anything and won’t be a Chuck Norris roundhouse to the wallet every time you hit the servo. The M57 is also matched to one of the nicest six-speeds in the game (same ZF box as in the Barra turbo), or an eight-speed which is arguably the ideal 4X4 transmission.
Entire conversions have been completed for less than $10k, which is roughly what a 3.8L Commodore V6 used to cost 20 years ago, so the value is right up there. Could this be the next big thing in hot-rodded diesels? We reckon it could be, yeah.
Big thanks to Ash and the Fusion Fab Industries team for their expert knowledge and help with this article.
Fusion Fab Industries: www.fusionfabindustries.com.au [↗️]
McKinnon’s Cruisers: www.mckinnonscruisers.com [↗️]
House of Torque (UK): www.house-of-torque.com [↗️]
This bull bar has been designed specifically for the new 70 Series LandCruiser, providing unparalleled off-road protection and a sleek, modern design. With a durable steel construction, the Summit MKII ensures maximum protection and incorporates ARB’s renowned multi-fold upswept and tapered wing design for optimum strength and approach angles. The registered design of styling components provides a unique look that will turn heads.
Advanced design elements include a 30mm radius on the wings and centre section, 60.3mm outer frames and centre cross-tube and press-formed top pan and aluminium (powder-coated matt black) winch cover panel. The split pan design offers maximum strength and airflow while the robot welds on the bar’s front face, highlighting ARB’s excellence in sheet metal fabrication.
The Summit MKII bull bar is crafted to elevate your MY24 LandCruiser’s performance and aesthetic. Engineered for resilience and designed for modernity, this bull bar adds approximately 45mm to the overall length of your 4WD. Finished in a matte black powder coat and treated with Metaprep primer for additional corrosion resistance, the Summit MKII stands the test of time and terrain.
The Summit MKII includes enhanced functionality with twin ARB Jack or Hi-Lift jacking points located on the lower pan, two aerial brackets located on the centre frame, and optional winch fit and winch hawse spacer kits. It can accommodate Warn, Bushranger, Smittybilt low mount electric winches up to 12,000lb, and it has the provision to accommodate ARB Intensity V2, IQ, Solis and Bushranger driving lights.
However, dive a little deeper and you’ll notice things like the throaty straight-six exhaust note, the non-Toyota shifter in the console, and the BMW badge on the engine cover. What the… ?!
Yep, this particular bus belongs to Max Ratzlaff, and not only does it have an engine conversion that’s bordering on sacrilegious to Yota purists, but it’s also the first of its type in the country. Not bad considering Max bought this as his first ever 4x.
Easy to work on and modify, the big hundreds are well-known as being basically bulletproof, and a fantastic baseline on which to build the ideal rig. The 4.5-litre unleaded engines are also way more affordable to buy than the same model diesels, which suited 19 year old Max to a tee.
That was back in 2020. Fast forward a few years and we had Covid, which punted the price of stock turbo-diesel Cruiser motors to the moon (think $20k for the engine alone), and the price of fuel hasn’t exactly gone in the right direction either – so a diesel swap that was torquey, reliable and relatively cheap was put on the front burner.
Which led Max directly to BMW’s finest: the mighty M57. But we’ll get to that in a sec…
Southern Cross Fabrication provided the heavy-duty steel sliders that have been Raptor coated for maximum cool points, while up top an aluminium Cane Toad Equipment flat rack provides somewhere for the space case, 23Zero shower tent and Bushwakka Extreme Darkness 270 awning to live.
Out front, an Ironman 4X4 commercial deluxe steel bar has been bolted to the rails along with a set of Roadsafe recovery points and an arsenal of Stedi LED lighting. The bar also houses a cheapy 12,000lb winch, which Max is in the process of replacing with a Runva 11XP with air free-spool.
Most people would call that good and send it, but Max apparently likes to do things properly as he also added some Blackhawk radius arms, Roadsafe heavy duty uppers and 11mm-longer lowers out back, and a Tough Dog adjustable Panhard to ensure his geometry is set to “better than good”.
He also extended the brake lines, swaybar links and bump stops, and went ahead and braced both diff housings. All work was done by himself with the help of a few mates.
Speaking of the diffs, there’s an ARB Air Locker (along with the all-important solid pinion spacer that makes Toyota diffs a bunch stronger) out back and a set of 285/75R16 Maxxis RAZRs on 16×8 steelies.
The inside has the standard LandCruiser 50th Anniversary seats with MSA 4X4 seat covers, while engine internals are monitored with VDO boost and EGT gauges. A Kenwood stereo keeps Slim Dusty sounding crisp while the GME UHF lets the weird trucker conspiracy theories flow thick and fast.
The cargo area has been upgraded with a custom The Drawer Company setup, with added pantry wing storage drawer and a stainless steel table that clips onto the swing-away jerry can holder.
The rear section of the system houses the Redarc BC-DC charger and Amptron 100Ah Lithium battery that’s overseen by a simple shunt screen mounted within easy sight. The middle row seats were also yeeted in favour of a storage platform that was custom made by Max.
These engines are just about perfect for use in a 4X4; they’re reliable, cheap to source, put out around 200hp from stock and with a few mods can easily be bumped up to around the 350hp mark (or beyond).
M57s also come mated to the beautiful ZF 6-speed auto, which Max reckons is simply a joy to drive off-road. With a nice low first gear ratio which allows for decent engine braking, and the torque converter locking almost immediately (unlike the Aisin autos found in Toyotas), it’s almost like it was made for wheeling.
Max says he can have the turbo off in about 10 minutes and that the engine weighs around 50kg less than the 1FZ it replaces. Almost like it’s meant to be.
The transfer case was mated to the transmission thanks to a Fusion Fab adapter, which clocked the transfer and necessitated a double cardan front driveshaft be installed to suit, but nothing too arduous. It really was as close to bolt-in as it gets. Max even reckons the stock Cruiser radiator (fitted with BA Falcon thermos fans) very nearly lines up with factory hoses.
A custom pedal bracket was fabricated to adapt a GU Series 4 pedal into the 105 to handle the change from throttle cable to drive-by-wire, while PDI supplied the airbox, intercooler and transmission cooler, designed for a 1HD-FTE 100 Series, which bolted right in.
A 3-inch exhaust with cat and a single resonator provides a healthy bark when under throttle while maintaining comfortable highway cruising, and custom stainless intercooler pipes were made up along with the AC lines and heater hoses to top things off.
Similar output figures from the 1HD-FTE Max initially wanted to put in requires a turbo and injector upgrade along with a few other mods to get close.
The result? Max tells us his 3.5-tonne Cruiser drives steep highway hills and sand without a single worry, while consistently seeing 11-12L/100km on the bitumen. A fair bit of an improvement over the 25L/100km-plus the old petrol engine consumed on the same trips.
He also says it’s revvy and incredibly responsive, with 25psi showing on the boost gauge almost instantly once the foot goes down. It also makes for a much less tiring drive on longer trips, which you can’t be mad at.
And he wants to upgrade the stereo, but mainly he’s just keen to get out and use it.
With a Simpson Desert trip this year, and with nearly 10,000km on the dial and a bunch of High Country trips since the M57 went in, it’s safe to say he’s stoked with how it all turned out. We can’t imagine anyone who wouldn’t be.
At the heart of the new range is a Covert black chrome appearance that boasts a striking visual impact and boosts light clarity, helping you see further down the road at night. High-power OSRAM LEDs generate a natural white light at 5700°K. Available in seven-inch (1 lux at 680 metres) and nine-inch (1 lux at 790 metres) options.
Another feature of the Covert range is the prominent Dynamic Position Light, providing additional vehicle visibility to other road users. The position light is dual-colour, allowing the user to choose between white or amber output; although, the amber is for off-road use only as isn’t ADR-approved.
The Covert range was designed to be resilient in Australia’s tough conditions, with the lamps featuring robust construction and virtually unbreakable polycarbonate lenses. They’re also fully sealed and weatherproofed to IP67 and come with heavy-duty stainless-steel brackets (with three-bolt mounting) and mounting hardware. An integrated and sealed DT connector is also included. For added protection when not used, the lamps feature blacked-out polycarbonate lens protectors, while the included ‘plug and play’ wiring harness makes installation simple.
Big Red Gear Product Manager, Jake Smith, said the brand’s latest release provided buyers with a well-balanced range that combined strong lighting performance with attractive aesthetics at a cost-effective price point.
“The new Covert LED driving lights from Big Red Gear showcase a stealthy black chrome reflector design that projects an impressive light output from the OSRAM LEDs, dramatically boosting visibility across a variety of conditions,” Jake said. “With this release, Big Red Gear has again made quality lighting accessible to recreational enthusiasts, proving that performance and great looks don’t have to cost the world.”
The LEDs can be purchased for $449 (seven-inch pair) and $599 (nine-inch pair) including shipping. You will also receive a plug-and-play wiring harness, HB3 and H4 beam adaptors, 12V 40A relay, 12V rocker switch and fitting instructions. A three-year warranty backs Big Red Gear’s new Covert LED driving lights.
Development of the mirrors for the new Fords took a bit longer than the team at MSA would have liked, and it wasn’t until April 2024 when they were finally released. Perfect timing for our Everest!
Like the other MSA mirrors we’ve loved using in the past, these are bigger than the OEM Ford units and can pivot and extend outwards for rearward visibility when towing or to view around a large service body. The large rectangular mirror sits vertically in its regular position, but rotating it 90° moves it to a horizontal position for a better rearward view.
This would have been a great feature on our Ranger as the Trig Point service body did poke out a bit at the sides, and wider mirrors would have helped with vision. The real clever part of this is that when you rotate the mirror, the electric adjustment still operates the same way when you want to tilt it up, down, inwards or out. Nifty!
Most aftermarket towing mirrors are ugly and ungainly when stuck on the side of your car, but the MSA mirrors have an OEM look to them when they are in their standard position. If and when you need a wider view for towing, they can be extended outwards on a slide mechanism to a second position further out from the door to give a wider frame of view.
If you’re driving with the mirrors extended all the time and you want to keep that OEM look to the arms, you can also get an infill panel that clips on over the extension slide to cover it up. Again, in this position, all the power adjustments operate as normal. All other features of the mirror operate as they are supposed to as well. This includes heated glass, blinkers, blind spot monitoring, and power fold when fitted to the original car.
Something the MSA mirrors don’t retain is the cameras mounted in the Ford mirrors for the 360° views. At the time of writing, MSA was still working on this and it should be available soon, if not already. Not that it worries us with our Everest Ambiente, which has no such fancy camera feature.
We are just happy to have a better view from the bigger mirrors for everyday driving or when we might need to extend them for towing. The image is not only bigger but crystal clear from the quality glass mirror. We’d fit a set of these to every 4×4 we own, if we could!
