The European market could get its hands on the Ford Bronco ahead of Australia, with the manufacturer’s CEO hinting at talks to sell the 4×4 outside of North America.

Speaking to Auto Express, Ford boss Jim Farley said it would be up to the European division of the company to decide whether it wants the off-roader.

“I’m just waiting for these guys [Ford of Europe] to make up their mind,” said Farley.

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When asked if it would be viable in Europe, Farely compared the Bronco to Land Rover’s own iconic nameplate, which has recently been revived, saying: “Absolutely, it works. I see all these Defenders around – absolutely. I think it would work fine.”

Although Europe might be in the frame to get the Bronco, the UK market could miss out due to it being produced in left-hand drive only, focused for the North American market rather than Ford’s global operations.

This unfortunately means the Bronco will also remain out of reach for Australia, despite it being spied in mule form locally while under development, as well as riding on the T6 platform which was developed by Ford Australia for the Ranger and Everest.

The October 2021 issue of 4X4 Australia magazine is officially on shelves, so hurry to your nearest outlet and snag a copy before they sell out.

The massive issue is headlined by a V8 ute we all wanted but Ford never built. Instead, Queensland’s Killa Kustom Kables & Conversions – the crew who brought us the LS3-powered Colorado – jumped to the task to create the Raptor we’ve all craved, a beast running a Coyote 5.0-litre V8.

In further good news, the tuning house offers drive-in/drive-out V8 Raptor conversions with full compliance in Queensland and NSW, and the conversion can also be done on regular PX2 Rangers. How good is that?

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Another famous aftermarket business in Queensland is Rambler Vehicles, and we run the microscope over its turnkey 2021 GXL LC200 build. The chopped dual-cab conversion has state-of-the-art suspension, an extensive touring set-up and plenty of neat touches inside and out.

We also dirty the tyres of three unmodified vehicles this month: Suzuki’s JB74 Jimny, Land Rover’s Defender 90 D200 and Mercedes-Benz’s lavish G400d.

The year 2021 marks the 80th anniversary of Jeep, and we celebrate the iconic seven-slot grille’s milestone by rewinding back to where it all began and taking a journey through the brand’s 80-year history. Chris Collard delves into Jeep’s first eight decades and looks forward as the iconic brand prepares for the hurdles of the future.

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Deano’s ongoing series of ‘How To’ guides continues this month, with the experienced off-roader explaining how to effectively use a snatch strap and ensure the recovery doesn’t end in disaster. Armed with the right tools, a snatch strap (or kinetic rope) recovery is a straightforward affair, but get it wrong and things can turn nasty very quickly.

WHAT ELSE IS THERE?

– Patriot Campers X1H camper trailer tested – D-MAX gets a dual-battery system – Moreton Island and Mary River NP explored – Monthly columns and product tests – Latest gear tested and heaps more!

The October 2021 issue of 4X4 Australia is available now.

A new electric adventure vehicle with a biodiesel-powered range-extender will reportedly enter production in early 2022, and is said to be capable of going 7000km in one blast.

The 2022 Fering Pioneer is an off-road dual-cab ute, powered by an electric motor on each axle, and with an fuel-free driving range of 80km thanks to a 20kWh battery pack.

It’s the Pioneer’s 0.8-litre three-cylinder turbo-diesel range-extender engine – taken from a Smart car – which provides the claimed 7000km of driving range, when coupled with long-distance fuel tanks.

The range-extender is also biodiesel compatible – allowing the engine to run on fuel derived from sustainable sources such as vegetable oils, non-edible plant oils, or even algae.

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Fering says even with the discharged batteries, the Pioneer will average around 5.6L/100km – meaning the four-wheel-drive would need a fuel tank capacity of nearly 400 litres to match its claim of 7000km driving range. For perspective, the Toyota LandCruiser 200 Series uses twin fuel tanks for a maximum capacity of 138 litres.

If true, the vehicle could theoretically complete a lap of Australia with only one top-up.

If the extreme driving range isn’t required, owners can swap the long-distance petrol tanks for water storage.

The range-extender can also be swapped out for a hydrogen fuel-cell or ethanol-powered engine, depending on where in the world the vehicle is needed.

The Fering Pioneer is the brainchild of Ben Scott-Geddes, an engineer who worked on the McLaren F1 under Gordon Murray – and who was more recently a director at Ferrari. Scott-Geddes wanted to offer a capable off-road vehicle for adventurers, explorers, and emergency services.

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Despite the Pioneer’s Humvee-like appearance, the ute is around the same size as a Ford Transit commercial van. However, the vehicle has a ground clearance of 800mm and a wading depth of 1400mm – roughly double that of most four-wheel-drives.

Using an aluminium spaceframe with composite elements, and an exterior made from tough fabrics, weight has been kept to 1500kg – not much more than a small hatchback – while Fering claims the vehicle matches its weight with a payload capacity of 1500kg.

Though the company hasn’t addressed its current roadworthiness, it doesn’t appear as if the vehicle is designed for on-road use – but could find favour with search and rescue organisations and militaries.

The 2022 Fering Pioneer is expected to go into production in the first half of next year, with prices starting from roughly £150,000 (AU$283,500).

• Part 1: X in the shed
• Part 2: A closer look

Part 1: X in the shed

Not long after we were handed the keys to our long-term Rugged X – the top-of-the-line variant in the Hilux range – the suits at Vic Government HQ initiated another lockdown and we were restricted somewhat in our travels. Thankfully, we’d managed to squeeze in an off-road play at Werribee 4X4 Training & Proving Ground just before the latest round of restrictions came into play.

Priced at a smidge under $70,000 at $69,990, the Rugged X is around $10K more than the popular SR5 and SR5+ variants. For that extra coin though, punters are treated to a number of factory accessories that’ll come in handy when it’s time to tame hardcore off-road tracks.

Locally designed and engineered, the Rugged X gets a steel bar with an inbuilt LED light bar, rock rails running down each flank, a steel rear bar with a step for easy tub access, an intake snorkel, uprated springs, and rated recovery points fore and aft.

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Of course, the entire Hilux range received an update at the back end of 2020, with the vehicle receiving a few warranted changes. In Rugged X guise, the 2.8-litre turbo-diesel engine now generates 150kW and 500Nm, an increase of 20kW and 50Nm on the outgoing model. This has raised its towing capacity from 3200kg to 3500kg. The Rugged X variant is only available with a six-speed automatic transmission. No manual cog-swapper, unfortunately.

The cabin received a welcome makeover too, with Toyota adding a bigger and more intuitive eight-inch touchscreen as part of a cleaner looking dash and centre console. The touchscreen runs all modern technological niceties including Apple CarPlay, Android Auto and Toyota’s own myToyota app integration. And importantly for the 4×4 community, volume knobs make a welcome return. The Rugged X is also equipped with a JBL sound system, one of the better ones from the factory in the dual-cab market.The comfortable and supportive pews are draped with leather accents, as is the gear lever and steering wheel. For frosty mornings, the front pews are heated, and the driver gets eight-way power adjustability. Rear seat passengers aren’t as spoilt, with less leg room than some of the Hilux’s closest rivals. The tub has a plastic lining, four tie-down points, a sports bar properly anchored into the tub floor, and a soft-drop tailgate.

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As part of the refresh, Toyota also gave the Rugged X a new-look grille. Engineered and designed in Australia, it features a wider mouth and was put through countless hours of local testing to ensure it provided optimal cooling, while not infringing on the advanced safety-system cameras.Not only is the Rugged X the most expensive vehicle Hilux variant, it’s also the heaviest, weighing in at 2316kg. When you include all of the accessories equipped to the Rugged X, its GVM of 3050kg is left with a payload of 734kg – something we’ll look more closely at during our time with it, to assess just how much weight can realistically be added.

Despite its heft, the Rugged X feels quite nimble and controlled on both open roads and in suburbia – on the test tracks at Werribee on our sole off-road venture, it didn’t put a foot wrong, feeling measured and composed through all technical obstacles. Still, the suspension set-up – albeit revised for 2020 – lends the vehicle to remain somewhat stiff on bitumen.

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The traction-control system is first class, with simple activation of 4×4 and low range via the dial located within the centre console. It maintains a high level of safety too, receiving a five-star ANCAP safety rating back in 2019. Safety kit comprises of seven airbags, adaptive cruise control, lane-keep assist and AEB.

Much like the SR5, the Rugged X excels off road, and our brief time with it has proved it to be a comfortable and capable 4×4 with a well laid-out interior and competent driving dynamics.

But is it worth the extra coin over an SR5 that is a substantial amount for a handful of factory accessories? Only time will tell.

Part 2: A closer look

After awarding the SR5 Hilux our 4x4OTY gong for last year, we were keen to put some outback miles on one and the Rugged X arrived with the intention of heading up to the Finke Desert Race in it. COVID killed that idea so the X was limited to local runs in Victoria.

As far as 1-tonne utes go, the Rugged X is a very nice place to spend time behind the wheel. The added weight of the factory-fitted steel front and rear bumpers, side-steps and model-specific sports bar seem to soften up the ride of the Hilux which is often criticised for being to harsh when unladen. The suspension tweaks made to the 2020 Hiluxes went someway to fix that but the Rugged X feels better again.

The fact that those accessories are functional makes them all the better, with the front bar containing an LED lightbar which endows the X with what must be the best OE lighting package we’ve sampled. The tow points front and rear are rated and are a positive addition to any vehicle that heads off road and even the sports bar is functional.

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Unlike most such bars, this one, developed by TMCA here in Melbourne, bolts to the floor of the cargo tub and not up on the rails. It’s a solid piece of kit that incorporates a headboard to which you can secure items or even mount a second spare wheel.

The Toyota air intake snorkel might not be the best looking one available, but it’s better than none at all. Having it fitted does not change the factory 700mm wading depth.

Inside the X we loved the heated leather seats and the JBL sound system. It’s nice to get into a ute where you can crank up the tunes and not have the speakers sounding like they are held in the doors with cable ties.

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The new AV screen in the 2020-on Hiluxes is much better than the one it replaces. It’s bigger, clearer and includes a dial for the volume control. The factory sat-nav is bloody good too, plus you have the option of Apple and Android app connection to use the nav through them.

It’s great to get a new car from a manufacturer that already has many of the accessories fitted that you would normally have to get elsewhere. About the only thing Toyota hasn’t changed are the tyres, which are the first thing most buyers who want to head off the sealed road will change.

Tyre choice is very specific for most buyers so it’s probably fair enough that Toyota has left that up to the owner. The use of 17-inch wheels is ideal as it give buyers plenty of tyre choices.

You can count the number of true four-wheel-drive icons on one hand – Jeep, Land Rover, LandCruiser, Patrol and the Mercedes-Benz G-Wagen. While the Mercedes might be the youngest model in the group, it has remained true to its original design more so than any of the others.

For 40 years the G-Wagen was hand made in very limited numbers using the same body panels, chassis and design but then in 2018, Benz came out with a second generation of G. The new-gen G retains its iconic look with a boxy body riding on a separate chassis, but that body is now wider and more streamlined and the chassis uses independent front suspension in lieu of the trusty live axles.

Until now, the new generation G-Class has only be available in Australia in hot rod AMG G63 form at upwards of $290,000, but that hasn’t deterred buyers with the company selling every one of them it could get into the country. Now we’ve been gifted a new model G in the form of the six-cylinder diesel-engine powered G400d.

The G400d lands at $233,776 plus on-road costs ensuring that the vehicle, which is still hand made in Austria, remains a fairly exclusive ride and not a 4×4 you’re likely to see towing a caravan around Australia. Although we’d like to see that!

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POWERTRAIN & PERFORMANCE

The G400d is powered by Mercedes-Benz’s new 3.0-litre in-line six-cylinder diesel engine, code-named the OM656 engine. The in-line six replaces Benz’s long-serving and widely used V6 diesel engine and is used in a range of the brand’s passenger cars and SUVs. In the G400d it makes 700Nm of torque and 243kW of power making it the most powerful diesel engine that Benz has ever fitted to a passenger car.

The OM656 engine uses a few technologies not normally seen on working-class diesels to improve its performance and clean up its emissions. The turbocharger is a single unit but incorporates two turbos working in succession like a twin-turbo set-up. This unit gives the best torque delivery right through the broad rev-range, but is more compact than a conventional twin set-up.

The engine itself employs an alloy block and cylinder head, and the head has variable lift camshaft on the exhaust side to optimise flow and emissions.

This engine is a sweetheart! Its power delivery comes in smooth and linear. The grunt is diesel-like but the sound not so much, being more subdued with not a hint of diesel clatter heard in the cabin. These characteristics make the engine very tractable and easy to drive under any conditions. Quite rewarding too if you put your foot down, however it falls short of the AMG G63’s turbocharged V8 in the smile-factor.

Yes, the G400d is more economical than the V8 petrol G63 with an official 9.5L/100km rating on the combined cycle and returning 11.9L/100km during our few days of touring with it. While that fuel figure might seem high by modern standards, you need to remember that the G remains a 2.5-tonne, brick-like wagon that takes some motivating.

The diesel engine is backed by a nine-speed automatic transmission that is faultless. I know some people don’t like it, I reckon Benz’s unique combination of a column-mounted stalk for Park, Drive and Reverse shifting, and paddles behind the steering wheel for manual gear selection, is the best system for both on- and off-road driving.

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ON ROAD RIDE & HANDLING

A major part of the changes made to create the second generation G-Class was ditching the live front axle and replacing it with double wishbone independent configuration. While the live axle is great for durability and off-road use, the IFS is far better for ride quality, road holding and dynamics.

This is clearly evident to anyone who drove a pre-2018 G-Wagen when they get behind the wheel of a new G-Class. The second generation vehicle steers more precisely, absorbs mid-corner bumps better and rides smoother than the older vehicle making for a better all-round drive experience. You still get a bit of bump steer from the rear axle on rough, unsealed roads, but it stays firmly planted and controlled on sealed surfaces.

The suspension uses coil springs and adaptive dampeners which you can manually switch between sport and comfort settings or let them adapt on their own. I was particularly impressed with them after leaving the lot from where I picked the car up and I was surprised at how much it lurched through the first low-speed corners. Yet further down the road at higher speeds, it cornered flat and stable on freeway exit ramps. Out on the open roads, they always feel just right.

The dampeners constantly adapt to different driving conditions including speed, cornering loads and road surface, to deliver the best performance and they do it surprisingly well. They are also specifically designed for off-road durability including resisting rocks, the extreme fluctuating temperatures found when crossing water and the rigours of dust and grime.

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OFF ROAD

If you think that the second-generation G would lose anything in terms of off-road ability by switching the front end from a live axle to IFS, you’d be wrong. The G-Wagen has never had a lot of axle articulation and wheel travel, even when it had live axles under both ends. Instead, it relies on its triple differential locks to keep things moving when it lifts a wheel or two.

The G-Wagen has a full-time four-wheel-drive system so it employs driver-activated diff locks for the centre, front and rear diffs to send drive to all wheels when the electronic traction control just isn’t enough. These work just as effectively on the newest models, although we weren’t able to put them to the test on this limited drive.

The G400s wears 19-inch alloy wheels with 275/55 tyres which serve it well for most conditions. However, uncommon19-inch wheels are a terrible size for anyone wanting to fit more rugged off-road-suitable tyres, but there is an 18-inch wheel option on the G400d that opens up a lot more tyre choices.

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CABIN & ACCOMMODATION

The G400 is equipped just as you would expect any Mercedes-Benz costing more than a quarter of a million dollars. Step inside and you are greeted by power-adjustable leather seats; digital screens that stretch two-thirds of the way across the broad leather-capped dash; a 13-speaker sound system and all the luxury and safety features you expect behind the three pointed star.

Most importantly to G-Wagon fans, the switches for the three locking differentials are still found proudly mounted high up on the dash, while the low-range button remains on the console.

The second-gen G was made wider to improve space within the cabin, which is certainly appreciated although this is still not a massive wagon. It’s more like an 80 Series LandCruiser in size compared to a 200 Series, or a GQ Patrol compared to a Y62 Nissan. There’s enough space inside for four adult passengers comfortably plus luggage in the back, but nothing like the interior space of say the Mercedes-Benz GLS wagon.

The front seat passengers sit upright in the tall cabin and are afforded a broad view through the flat windscreen. The back seat folds forward to increase load space but it doesn’t fold flat meaning there’s a step up to where the seat is.

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SAFETY

The G-Wagen might be more than 40 years old but the second-gen models don’t skimp on safety features. These include AEB, lane keeping assist, ESC, Pre-Safe, speed sign reading, and radar cruise control.

PRACTICALITIES

The new G-Wagen might have made concessions to make it better to drive, more luxurious and stylish, but it hasn’t forgotten its practical military heritage. Everything about this vehicle speaks functionality. Big buttons and controls for the driver, heavy-duty tow points on the ladder chassis, a 3500kg towing capacity, 150kg roof load limit, 18-inch wheel option, coil springs, tie-down and power points in the cargo area; these features all making the G400d suitable for a touring vehicle no matter where you live.

Sure the Australian 4×4 aftermarket doesn’t have a lot to offer for the G-Wagen owner, but there is a selection of products available from Europe and even a bit of genuine Mercedes-Benz accessories. The biggest impracticality for most of us is the price, and would you want to off-road it.

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SUMMARY

The G400d could be seen as a less sporting but more practical alternative to the AMG G63, but it doesn’t really lack any performance. The G400d is claimed to do the zero to 100km/h dash in 6.4 seconds which might be two seconds slower than the AMG over the same sprint but certainly no slouch.

With its more sensible wheels and tyres and more efficient powertrain, the diesel version is a far more usable vehicle in any conditions. The superb OM 656 engine, combined with the size and chassis changes of the 2018 update, make this G400d possibly the best Gelandewagen ever. And it comes at a time when demand for the G63 is still so hot that you can’t order a new one in Australia, leaving the G400d as your only G-Class choice for the time being.

SPECS

OFF-ROAD SPECS

*Measured at GVM

† Min measured at GVM

The Ford Bronco’s highly-anticipated Raptor variant has been all but confirmed, after details about the 2022 Bronco emerged online.

First seen on the Bronco6G owners forums, one user was able to decode the information and discover a new body designation code is set to be introduced – 5EJ.

On top of the 5EJ body, two new packages will be offered – 373A and 374A – both of which appear on the list of options next to the Bronco nameplate. The latter is likely to be sold in a higher equipment package with adaptive cruise control, wireless phone charging, voice-activated satellite navigation and a 10-speaker audio system.

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It’s understood the new Bronco range will also feature fresh colours, including; eruption green, hot pepper red and the Raptor-exclusive code orange – already available on the F-150 Raptor.

If the leaked information is correct, the Bronco Raptor will only be available as a four-door, meaning two-door owners miss out on the potential of a 3.0-litre Ecoboost V6 powerplant, with rumours suggesting the Explorer ST’s 298kW bent-six could be shoehorned into the off-roader.

Unfortunately, as with the standard Bronco, it’s unlikely we’ll ever see the Bronco Raptor in Australia, with the local market missing out on a host of North America-only Blue Oval offerings.

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The 2022 Chevrolet Silverado ZR2 has been shown in the US, pitching itself as an rugged off-road variant with race-inspired suspension.

Chevrolet unveiled the new ZR2 as part of the refreshed 2022 Silverado model range, enjoying the same 6.2-litre naturally-aspirated petrol V8 under the bonnet as its stablemates, which sends 313kW and 624Nm to all four wheels through a 10-speed torque-converter automatic.

It’s thought the Silverado ZR2 is designed to front-run the 2022 Toyota Tundra, with the new full-size pick-up set to arrive in the coming months. Based on the same architecture as the LandCruiser 300 Series, Toyota will no doubt be spruiking the Tundra’s four-wheel-drive credentials when it’s fully unveiled.

In order to put up a fight against the Japanese marque, Chevrolet has fitted front and rear electronic locking differentials, a new front bumper for an improved 31.8-degree approach angle, and shock absorbers with technology found in Formula 1 and Baja race cars.

The Silverado ZR2 uses Dynamic Suspension Spool Valve (DSSV) dampers from Canadian company Multimatic, which is said to improve the pick-up’s rock-crawling capabilities – as well as allowing the vehicle to drive at high speeds on the desert floor.

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“Chevrolet has been competing on some of the most gruelling, toughest off-road courses with a prototype Silverado ZR2 in the Best in the Desert race series,” said Dom Lester, GM’s chief engineer of motorsports engineering.

“We applied what we learned in racing and Moab testing to the new ZR2 to offer a supremely capable and confidence-inspiring package, but one that doesn’t beat you up on the highway with its ride quality. It’s equally capable and comfortable.”

The new dampers also increase the Silverado’s maximum front and rear suspension travel over the Trail Boss variant, while 33-inch mud-terrain tyres and skid plates offer increased grip and protection.

As part of the 2022 update, Silverado LT, RST, LT Trail Boss, ZR2, and LTZ, and High Country models receive a redesigned interior, with a 13.4-inch infotainment screen and 12.3-inch digital instrument cluster.

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Despite Australia’s love-affair with four-wheel driving, a spokesperson for GMSV said the ZR2 isn’t on the cards for a local launch at this stage – but fell short of ruling out the model completely.

“At GMSV we’re focusing on launching the Silverado LT Trail Boss, LTZ Premium and HD. At this point in time we don’t have any other product-related announcements to make.”

Let us know what you think of the new 2022 Chevrolet Silverado ZR2 – and if you would be interested to see the pick-up offered in Australia – in the comments section below.

Counterfeit strut spacers marketed online for the current generation Toyota HiLux have been seized by the Australia Border Force, wearing replica engravings to mimic genuine parts.

The primary issue with the parts is the fake Toyota markings on them, as the marque does not sell strut spacers for the HiLux so they don’t actually exist as genuine offerings.

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Strut spacers are plentiful in the 4×4 aftermarket and are used to raise a vehicle’s ground clearance. The spacers typically sit on top suspension struts or springs, which places the components further down from the body or chassis of the car for improved off-roading ability.

“These unknown, untested and evidently dangerous parts have no place on Australian roads. The fact they are being marketed with the logos of vehicle brands is cause for tremendous concern,” said Federal Chamber of Automotive Industries (FCAI) Chief Executive Tony Weber.

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Toyota Australia also confirmed the parts are unknown to the manufacturer, and as a result have not been tested or approved to either Toyota or Australian industry standards.

News of the fakes was announced on Monday as part of the Genuine is Best initiative, which was set up by the FCAI to catch counterfeit parts just like these. The spacers add to the growing list of dodgy counterfeit parts seized and tested, which includes; replica spark plugs, oil filters which don’t function correctly, wheels prone to cracking and seriously dangerous failures, and even brake pads made from grass clippings.

The interior of the 2022 Ford Ranger ute and its Everest SUV counterpart has been spotted for the first time, as the vehicles undergo final testing.

Published by Spanish website motor.es, the spy photos show the Ranger and Everest siblings could adopt a rotary gear shift dial, as used on other select Ford models.

Rather than using a conventional shifter, drivers rotate the dial from ‘park’ to ‘drive’ in a clockwise motion. In a previous video released by Ford, the company says the circular control creates a “clean, low-profile centre console area”.

Yet to be confirmed, Ford’s ‘Return to Park’ feature could also be adopted on the Ranger and Everest. If the driver suddenly exits the vehicle while the transmission is engaged, the car will automatically put the transmission in ‘park’ to avoid the vehicle rolling away.

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Also for the first time, an electronic parking brake switch could also feature on upper variants – thanks to rear discs, which are expected to feature on the Ranger XLT and Wildtrak. It’s possible they will be standard across the Everest line-up.

While an electronic switch can be used in conjunction with rear drum brakes, it’s likely entry-level models – such as the two-wheel-drive single-cab Ranger XL – will forego the gadgetry and continue with a traditional lever.

The prototype Everest snapped in these images uses the dashboard and door trims from the current model, however the steering wheel has been updated, using the very same wheel found in the Ford Escape – a car which also uses a rotary transmission dial and e-brake switch.

The spy photos come just days after the Blue Oval officially teased the 2022 Ford Ranger in a preview video, showing a camouflaged vehicle undergoing testing in the Australian bush and outback, ahead of its official unveiling expected in the coming months.

The contrast of Tasmania’s West Coast to the rest of the island needs to be seen to be believed, where it’s often wet and cold but the perfect place to escape your comfort zone. The ‘Wild West’, as it’s regarded, is open to the westerly squalls off the open ocean, where the next piece of land is literally tens of thousands of miles away. But it’s out here where you can explore to your heart’s content in remote areas, track along some great touring trails, and explore the history and get lost in some of the most awe-inspiring scenery the island has to offer. There’s plenty of debate on who actually discovered or sailed down along the West Coast, but it was in 1827 when a skilled bushman and surveyor by the name of Henry Hellyer trekked across the island and reached Arthur River, naming it after the governor at the time. These days, a plaque on the coast declares this place as ‘the end of the world’ due to the prevailing, blustery and at times icy winds from the gale-force Roaring Forties. Arthur River is the western-most town on the island and, until 50-odd years ago, it was so isolated that no serviceable roads were connected and the only way in and out was by air, rail or the treacherous ocean.

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ARTHUR RIVER

One way to explore this remote region is to head south from the coastal town of Arthur River (where we restocked) along Temma Road, then follow Rebecca Road and turn right at Norfolk Road to the start of the Western Explorer Road (WER). As part of the Tarkine region, the WER meanders through an array of different landscapes, cutting through the world’s largest remaining piece of temperate rainforest, where high rainfall and cool weather has created diverse and stunning areas. If looking for a side track, keep an eye out for the turnout to Couta Rocks. This is true West Coast ruggedness, with sweeping ocean views along the rocky coastline and from the lighthouses that dot it.

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This touring trail can be tackled by most SUVs, but it’s the side diversions where you’ll need a decent 4WD to overcome the bog holes, mountain-ridge climbs or attempt any of the wild beach drives. Most of the hardcore drives along here state you’ll need to travel in convoy, be experienced and have recovery gear – it’s pretty serious stuff. At the start of the WER is a viewing area across the button grass plains, with history boards and road information signs here for you to get a little insight on the area and what to expect. Signs suggest the drive can take just a couple of hours, but, trust me, you won’t see much if you don’t get off the main road. For the first part of the drive, the button grass plains are contrasted by coastal tea trees that dominate the area due to the wet, swampy black marshlands.

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BALFOUR

One of the first stops is at the iconic Balfour Track, which is a pretty serious Tassie 4WD trail where attempting it solo isn’t a smart move. From the warning sign, the mud holes are long and deep and the side trails look no easier; however, across the road are a couple of 4WD tracks towards the old town of Balfour. Originally mined for copper, tin and iron pyrite, it’s now a rundown area that was abandoned just before WWI, where mine relics and mines, a few headstones and building foundations are all that remain. Continuing along the WER, the Norfolk Range will soon came into view, with stands of huge eucalypt trees blackened due to fires. As the road winds its way around the range, mountains tower over the landscape, with Mount Edith standing taller than the others at 740 metres.

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On the eastern side of the WER the Badger Plains fade into the distance towards the centre of Tassie. Part of the mighty Tarkine wilderness, this vast area is being preserved due to its vast range of threatened and/or endangered plants and animals. Heading farther south and crossing the Savage River, the whole environment changes into thick, near impenetrable forest. In fact, when the early explorers were trekking through the area they called this ‘savage country’ due to the interlocking branches and trees. The sun doesn’t penetrate the ground here and it’s constantly damp, but this allows for thick carpets of moss to grow over everything. The rivers aren’t clear around here either, but are coloured like weak tea because of the tannin leeching out of the button grass plains.

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CORINNA

The quaint township of Corinna comprises only a few buildings, but it’s a good base for wilderness walks, kayaking up the Pieman River or heading farther afield. The Petaanidik Aboriginal people lived here for thousands of years before white man explored the area, with gold found in vast quantities in 1879. It wasn’t long before word spread and, just 12 months later, nearly 500 people arrived and a town started to grow. By 1900, gold wasn’t profitable and the area started to shut down. Through the forest, water races were used to provide a constant flow of water to the mines, and it was in 1883 that Tasmania’s largest gold nugget weighing in at 7kg was found. The Corinna Goldfields were so remote supplies were brought in by boat on the SS Dorset for many years.Life out here revolved around mining and drinking, and with a hotel on either side of the river, a punt was used to frequent the two. But when the owner of the Star Hotel passed away, many miners drowned trying to cross the river for the burial, as not many were sober – the night was full of brawls, until the police shut the town down. Today, the punt has been replaced by a car ferry, but only operates in daylight hours.

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Around town there’s the historic Graves Track; the Corinna Hotel, which is packed with memorabilia from the past 100 years; and a few walking tracks along the river and into the wilderness.If you miss the ferry, take the chance to head farther east to Waratah, just an hour away along Corinna and Waratah Roads. Winding through thick scrub, you’ll soon enter the Savage River mining area. This is no ordinary town, as it was built for the workers who operate the huge iron ore mine. Established in 1877, it has operated ever since and now a pipeline connects the mine to Burnie, 100km to the northeast, for export. The iron ore is pelletised for its journey through the pipe and on to the ships.

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WARATAH

Farther down the road at Waratah, this sleepy village holds interesting history. Once laying claim to having the largest tin mine in the world, there are a few cool things to explore in the town. Just on the outskirts of Waratah, a good natural wonder is Philosopher Falls that James Smith discovered in 1871 when he was looking for new areas to prospect in and found tin nearby – the boom was on at Mount Bischoff. The walk down into Philosopher Falls is nothing short of stunning, where tall tree ferns and moss-covered trees line the path. Water races were also used in this area and it’s amazing to see just how they were hand-cut as you follow them along. When they were dug, a worker was commissioned to walk them daily to ensure there was a constant flow of water and no obstructions along the way. Getting tin out of the area was achieved by a horse-drawn trolley on a timber tramline, until the railway was built in 1884. Another feat of the Mount Bischoff mine was that it was the first in Australia to be run by hydro electricity. Soon after, St James Church in Waratah was the first church in Tassie to be lit by electricity.Today, Waratah is like a step back in time – buildings have been restored to their former glory, and there’s a heritage walk around town and plenty of mine relics to explore. A working water wheel still operates at the top of Waratah Falls in the heart of town, while across the road a kids’ playground has been designed from old mining gear including several carts, half a water wheel and a trommel (a huge tumbler used to separate material).

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A main attraction is the Kenworthy Stamper mill, which was owned and run by Dudley Kenworthy who used it until he passed away. The mill set-up was bought and meticulously pulled apart, transported and set up exactly the way it was at Mount Bischoff, all under a huge new shed. With a gold-coin donation, visitors can enter the shed and, with the push of a button, the stamper fires up and the shaker works just like the way it was used back in its working day. The Waratah Museum has a stack of old photos and memorabilia such as the mock-up hut next door to replicate the one that James Smith lived in when mining in Waratah. Up the road, the 100-year-old Bischoff Hotel still operates; while not the original, it was rebuilt after the first two burnt down. Other spots to check out are the water tunnels just on the edge of town, where huge amounts of water were diverted from the swamps to the mine for the stampers – this area receives nearly two metres of rainfall each year. The West Coast is a unique, rugged and stunning area, but to truly understand the area it’s highly recommended to slow down and explore the little towns along the way. There’s nowhere else in the world like the West Coast of Tasmania.

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TOP FIVE PLACES TO VISIT

1. The Tarkine2. Arthur River3. Couta Rocks4. Corinna5. Waratah