Wauchope on the NSW mid-north coast is famous for Timber Town, where you can take a step back in time and relive the past when timber was considered ‘red gold’.

I never really stopped to consider where this happened, up in the hills tucked behind Wauchope, but with a little inside information we found some great tracks, relics and natural attractions. This is a great two-night camp-out that isn’t suitable for trailers, as a lot of the tracks in this region are steep and narrow.

After the mandatory fuel and supply shop at Wauchope, head west along the Oxley Highway that links the coast to the tablelands over some incredible country, the road winding its way up over the Great Dividing Range which pushes up 1100m above sea level at the highest point. Leaving Wauchope, the countryside is typical coastal scrub country where hobby farms scatter the landscape for many kilometres, giving way to open paddocks and finally views of the Great Divide.

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Some 30km out of Wauchope is Long Flat, which was settled in 1856 by a Northern Irish family who grew grapes, produced wine and then sold it to the teamsters that passed through this area on the convict-built road, hauling logs down to the coast. Then in the late 1870s a hotel was built, named ‘The Travellers Rest Hotel’. It still stands on the original plot of soil today, and some of the original timbers can still be seen in and around the hotel.

As you leave Long Flat, keep an eye out just 5km up the road for a turn on the right to Kindee Road, where you can see the longest suspension bridge still in use in Australia. Measuring a whopping 200ft long, this one-lane bridge was completed in 1937. It’s great for a quick look and to appreciate how real bridges were built.

Back on to the Oxley Highway heading west, you will soon start to climb skyward with ever-changing scenery, steep paddocks and cleaner, crisper air. The views are never-ending across the valleys that sweep down towards the coast. At the 56km mark, keep an eye out for Ralfes Trail on the left. The tracks from here are well-formed as they pass through private property, so please leave the gates as you find them.

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Traversing Ralfes Trail is a nice way to ease in to this trip; wandering around the mountains with several creek crossings, it isn’t long until you connect with The Old Highway Trail. The name says it all, as this was a link back in the days when the loggers found it easier to follow the ridge instead of traversing hundreds of metres up and down over the mountains, before the Oxley Highway was built.

All along these tracks keep an eye out for the massive red cedar stumps that were cut down more than 100 years ago; it’s the perfect place to stop and check out how the old timers cut notches for their planks, to stand on to swing the axe. The Old Highway trail meanders along for another 8km before it connects with Knodingbul Road, then on to Corn Cobb Trail as it drops down into some steep low-range sections and across streams through pristine rainforest pockets, thick vines and tall exotic palms.

THE CELLS

It’s down here that you need to keep an eye out, as this is where the mines start appearing beside the road. From walk-in mines that go several hundred metres, to pits and shafts – life was pretty full-on down here. As you wander along beside the Cells Creek keep an eye out for the five-head stamper that stands proudly where it was placed more than 100 years ago.

Alongside you will still see the timber framework that was used to direct water and carts to the stamper. Inside one of the larger walk-in mines, there’s a steel gate which was reported to have been used to lock miners inside during work hours – but like any 100-year-old rumour, it may not be true.

We found it pretty easy to lose time down here beside the creeks in the cool fresh air, exploring the mines; but, remember, what comes down must go up. Upon leaving The Cells it’s 4WD territory, as you head up Jeep Trail where, after a few kilometres, you’ll come across The Hilton: a sturdy structure where travellers have blazed their names and dates on the walls and roof. A small walk from here takes you to other mines that lead into the side of the hill – also there are several swimming holes and a small waterfall, to cool off in the warmer months.

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Wandering uphill you will soon come across Grassy Trail; a quick right turn here will see you follow another ridge along through tall timbers and scrubby undergrowth. Traversing some 900m above sea level along these ridges makes you wonder just how the old timers found the gold out here.

Jumping on to Blue Mountain Creek Trail on your left, it rises even higher as you pass several rocky spurs that provide glimpses of some pretty views across the valley. The Cells Loop is around 40km; not big kays, but it’s still time-consuming as you stop at the mines, criss-cross numerous creeks, and need to engage 4WD to traverse the many hills that make this loop a generous yet casual day away from camp.

Our camp for the night was at Blue Knob fire tower along Knodingbul Road toward Wingham. It’s getting pretty rare to see fire towers these days, but the NSW Forestry Corporation has restored this one and it’s open to the public to freely climb. Blue Knob is just over 1000m above sea level and is the ninth highest tower in Australia, so you can only imagine how stunning the views are at sunrise and sunset. On a clear day you can see from the coast back over the tablelands to the west. It is possible to camp here, as down on a lower level is a large, flat grassed area and a pretty solid fireplace.

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It does get pretty windy up here, but there is another camping area farther along Knodingbul Road named Dingo Tops. NSW National Parks has done a great job here, with excellent camping facilities, info boards, a few relics to explore, with freshwater and several walks on offer if you feel the need. Make sure you take the time to walk the trail up to Rowleys Rock for the stunning views south towards Wingham and up the valleys. Unfortunately there is a locked gate at the bottom of the perfectly formed road which had us dumbfounded, but allow a good hour return for the walk.

Out the other side of the Dingo Tops campground, along Rusty Road, head down to Potoroo Falls, where National Parks has spent time putting in a beautiful picnic area. The 600m walk to the falls is along an informal track, but it was pretty easy to follow to the falls. When we were there the flow was minor, but going on the size of the deep pool and rock erosion it would be epic to see in full flow.

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The road down to the falls and out the other side is pretty steep, with switchbacks which make for great viewing through the rainforest and tall stands of timber. Potoroo Forest Road joins back on to Knodingbul Road, from where it’s an easy two-hour drive back down the mountain, mostly through State Forest towards Mount George and Wingham.

It’s a pretty cool region to explore and being 4WD access-only, the relics, mines and fire tower have been left to weather away naturally and not get destroyed. For years I have driven past this area and wondered what was in the hills – so make the effort and have a look … you may be pleasantly surprised.

FOR a chance to win a Wurth under-bonnet LED valued at $249, head to the 4X4 Australia Facebook page and send us a photo of your 4×4 in action.

MY17 TRITON MQ EXCEED

It’s fitted with the following accessories: ARB Summit bar; Titan drawer systems; GME UHF and aerial; SMM steel canopy; Max 4×4 sliders; Redarc brake controller; dual-battery system; Kings awning; Rhino-Rack roof rack; and a lift kit. It was purchased at the end of 2019 from a member of my 4×4 club, and it replaced my old 2004 Nissan Patrol – such an upgrade in terms of power and comfort, if I do say so myself.

Despite COVID-19 hitting last year, I have been able to go on a few trips during the year, from day trips to camping trips. Three of the best trips have been to Landcruiser Mountain Park in September 2020, the 4wd Corroboree ran by the Bundaberg 4×4 Club in October 2020, and a trip to Blackbutt in January 2021 – Harli Drummond Colhoun

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2019 SUZUKI JIMNY

Changes to the mighty Zook include an OME two-inch lift; KO2 rubber; an ARB bar with a Warn winch; EmuWing gullwing rear window; and Frontrunner rear ladder – Oz Ken

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HOLDEN Z71 COLORADO

I bought my Z71 Colorado back in 2019 and so far I’ve put a Fabulous Fabrications four-inch stainless-steel snorkel; 4/2-inch Bilstein lift kit with diff drop; Superior UCAs; 285/70/17s with Nitto Ridge Grapplers and Fuel Hostage rims; Rhino-Rack pioneer platform; awning; Maxtrax mounts, shovel and Maxtrax; and an iDrive. Plenty more, but I’ll leave it sweet and simple. Follow my Instagram @kyle_rgz71 -Kyle Randall

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JEEP WRANGLER

Kit includes ARB twin lockers; a 2.5-inch lift; Warn winch; Currie 44 front housing; 4.88 gears; Uneek 4×4 roof rack; Poison Spyder sliders; Fox shocks; XRC bars; and 37-inch tyres on Method rims -Myroslav Kyshka

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JEEP GLADIATOR RUBICON

It’s a stock Gladiator Rubicon with the Lifestyle Adventure pack, Luxury pack, Trail Ready pack and Comfort Technology pack. Plus it has a one-inch spacer lift because I had it lying around from my last Rubicon. About to put a two-inch lift in it -Peter Colthup

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2012 ISUZU D-MAX

It has an Ironman bullbar and recovery points; Kings winch; XTM driving lights; factory alloy tray I picked up for $100; home-built canopy with a basic 12-volt system (Redarc DCDC and Kickass solar MPPT charger); solar under rack on pull-out slide; Wanderer 3×3 awning; GME UHF; Dobinson two-inch suspension with Dobinson remote res shocks; and Patrol steel rims with 265/75/16 all-terrains -Daniel Palmer

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A strategic partnership has been announced between off-road insurance specialist, Club 4X4, and the 4WD NSW and ACT Incorporated organisation.

The partnership is still being finalised, but once officially signed-off, it will give members of all 4WD NSW and ACT affiliated four-wheel drive clubs, as well as their financial members, access to Club 4X4 products at a preferential rate.

“We have enjoyed a tremendous relationship with the NSW & ACT 4WD Association for many years as a result of the alignment to encourage responsible four-wheel driving and off-road touring,” said Kalen Ziflian, general manager of Club 4X4.

“It makes a lot of sense for us to support each other given this alignment, and we look forward to working with the Association further in a more structured way,” Ziflian added.

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Club 4X4 provides insurance specific to 4x4s, camper trailers, caravans and slide-on campers, offering a range of tailored benefits with its policies.

Craig Thomas, president of 4WD NSW and ACT Inc, said of the arrangement: “As the principal organisation in NSW and ACT that supports and lobbies for and on behalf of 4WDers, and which represents the majority of 4WD clubs in the state (and territory), we’ve worked closely with Club 4X4 who have demonstrated a true passion for our members.

“This partnership recognises the natural progression and alignment of two organisations. This is the result of many years working together and we value our relationship, as it will provide a tangible benefit in preferential pricing for our members.”The agreement will be formally finalised by mid-July.

Legendary American tuning house Hennessey Performance has just unveiled its latest high-octane thriller – the Mammoth 1000 TRX.

The colossal pick-up starts its life as a standard Dodge Ram 1500 TRX – a vehicle which already has 523kW and 881Nm.

Hennessey then goes about turning the dial of the RAM’s supercharged 6.2-litre Hemi V8 all the way up to 11, installing a new high-flow supercharger, new fuel injectors and a revised induction system.

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The result is a colossal 755kW and 1314Nm of torque. Hennessey claims these frankly absurd performance figures make the Mammoth the ‘most powerful pick-up truck ever produced’.

And, thanks to a 0-60mp/h (98km/h) time of just 3.2 seconds, despite a three-tonne kerb weight, Hennessey is also claiming the Mammoth is also the fastest accelerating pick-up truck ever made.

Owners keen on taking to the dragstrip are sure to be in for a surprise too, because the 3000 kilogram truck can still allegedly pulverise the 1/4 mile sprint in just 11.4 seconds.

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Explaining how the herculean Mammoth 1000 TRX came to be, John Hennessey, the enigmatic founder of the Hennessey Performance, said: “Why have a 1000-horsepower pick-up truck? Because we can.”

Hennessey has also bestowed the six-seater with other features such as bespoke exterior bumpers with integrated LED light bars, 20-inch wheels, and off-road tyres.

Just 200 Mammoth examples will be produced for the global market, and according to Hennessey, although the asking price is north of US$150,000 (AU$200,000), more than half of the limited run pick-ups are already spoken for.

THINGS are really progressing with our D-MAX build, despite a slow start due to the lack of stock worldwide and the fact this is still a relatively new model.

One item we had no issues in tracking down was this set of awesome Fuel Anza wheels from our mates at Wheel Pros Australia. They arrived a few days after the order was placed. Sweet!

It must be said, choosing wheels has been the hardest part of this build so far, simply because of the massive amount of rims available from Wheel Pros. Talk about good problems to have. Thankfully, its website is a very powerful tool and it’s simple to navigate, helping us narrow down our choices.

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Speaking of choices, I decided on these very stylish set of Fuel Anza wheels, as I wanted a black wheel to go with the dark paint on the D-MAX. I also wanted some highlights to break up the look a little. The Anza met this brief, and you have to admit they look great.

Specs wise, these are a 17×8.5 wheel with a PCD of 6/139.7 with a load rating of 1134. We stuck with a 17-inch wheel because they work well on- and off-road, and it’s what the D-MAX was originally fitted with. Combined with our new Maxxis RAZR muddies, our Isuzu now looks and performs beautifully no matter where we are taking it.

The 17-inch Fuel Anza wheels from Wheel Pros Australia set us back $341 each, and we grabbed four, opting to retain the factory spare steel wheel.

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AVAILABLE FROM: www.wheelprosaustralia.com.au RRP: $341 each WHAT WE SAY: “If you are after a trick set of wheels for your 4×4, go have a play on the Wheel Pros website.”

Stefan Fischer is no stranger to the off-road scene, having run his successful YouTube channel AllOffroad 4×4 Adventures for several years.

In that time, he’s built up a wide range of highly modified 4x4s, all in the name of getting out there. And we mean that, too, he loves everything from long-distance desert touring through to low-speed technical driving. As such, his choice of vehicles has changed numerous times over the years.

We’re talking everything from a highly modified D2 Land Rover Discovery, a 110 Defender, and even a 6×6 Pinzgauer have seen pride of place in Stefan’s garage. His latest creation (other than his JK Wrangler on 37s) is this highly modified Toyota LandCruiser 105 you see before you; this one has a fairly major twist, though.

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“I bought this stock and with the 4.5L petrol motor fitted,” Stefan tells us. “I drove it around with the petrol motor for a bit, but it was just too thirsty for any proper long-range touring; it was never going to stay in place for long.”

After teaming up with Jason at Total Care 4WD in Sydney, the decision was made to turf the petrol motor and install the holy grail of Toyota engines, the 1HD-FTE in-line six-cylinder matched to an auto gearbox, all from a 100 Series LandCruiser.

Stefan made the switch to Toyota from a Land Rover Defender, but he refuses to call himself a fan boy of any make or model.

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“Stefan has done everything he could to create the ultimate touring set-up”

“As much as I loved it, I decided to move on the Defender as it was too small for my growing family,” Stefan mentions. “I also had reliability issues with the Defender (his words – don’t send us hate mail) and many rural mechanics didn’t want to work on it. I don’t have that problem with the LandCruiser.”

When weighing up what vehicle he wanted after the Defender, Stefan looked at anything with a solid front axle. A TD42 GU Patrol was considered but would be too expensive to convert to an automatic gearbox. An 80 Series was thought about, but Stefan decided they are getting a bit old now.

There was also a chance for a 76 Series or Troopy, but after looking at how he’d want it set up it would take way too much money and effort. This is how the idea for an engine conversion in the 105 Series came to light as making the most sense, and I for one can’t help but agree.

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Stefan is the sort of bloke who will research products and make informed decisions on what will suit his needs. As such, he travelled from his native Sydney, NSW, to Victoria to have the team at Raslarr Engineering fabricate most of his bar work including the front bar, rock sliders and rear bar. You have to admit, they look pretty damn cool.

After trialling most diff locks on the market, Stefan has chosen to run TJM Pro Lockers in his 105, as well as re-gearing the differentials to 4.88 ratio. This helps spin the 35-inch BFG Muddies and makes the vehicle feel rather peppy with that strong turbo-diesel engine. To keep things legal, Stefan had a Marks 4WD Adaptors speedo correction box installed, as the larger 35s meant the factory speedo was out by 10km/h. Not anymore.

Breathers have been fitted to the differentials and gearbox, as well as some awesome splined drive flanges on the hubs from PJ’s Off Road. No more snapping axle studs with this setup, a wonderful piece of Australian engineering.

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Stefan has decided to leave the power output of the turbo-diesel motor as Toyota intended. After experimenting with turbo upgrades and performance modules, he decided reliability was more important to him than huge power.

Not that the 1HD-FTE is lacking in stock form. To help increase reliability and engine longevity, a HPD front-mount intercooler was installed, but on custom spacers as the air-conditioning was cutting out in really hot conditions without the spacers, due to a lack of airflow to the condenser.

Gearbox-wise, Stefan is running the A750 automatic unit and has modified that with a 2500rpm high-stall torque converter, which makes a huge difference especially in sand and desert conditions. With an aftermarket transmission cooler also installed, Stefan tells us he rarely sees trans temps rise higher than 100ºC. The Nomad Valve Body upgrade from Wholesale Automatic Transmissions also helps in this department.

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When it comes to touring modifications on the 105, I don’t think we have enough space to mention them all. It’s also important to note this 105 is fully engineered, including a GVM upgrade to 4.2 tonnes. Custom (and super sexy) axle housings have been skilfully crafted by Benji the welding wizard from Rampt Customs after the factory units were damaged on Fraser Island. These custom housings helped massively in allowing the engineers to sign off on the GVM upgrade. You can really see Stefan has done everything he could to create the ultimate touring setup.

Stefan also had a bad run with a very expensive set of coil springs. To fix this, he had Solve Offroad make a custom set of King Springs. Icon remote-res shocks can be found on all four corners, which Stefan rates highly. Bud’s Customs radius arms have been installed, as these gave the most amount of castor to suit the roughly four inches of lift. Heavy-duty sway bars have been given the nod, as well as a HD Panhard rod and lowering control arms.

Anything that could be upgraded, has been upgraded. Have you noticed a common theme here? The end result is a suspension package that rides like a limo, yet flexes like a comp truck.

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Starting with the interior, Stefan has a Recaro seat for himself, bad backs suck at the end of the day. From here, he can see the various pillar-mounted Redarc gauges including EGT, boost, transmission temp and 12V displays. Emuwing gullwings are a super-practical addition, allowing easy access to the storage drawers and Bushman fridge in the back of the 105.

For additional storage, a Rhino-Rack roof platform sits on top of the ’Cruiser, which he has two awnings mounted to. One a simple pull-out awning for quick stops and the other a 270-degree unit for longer stays.

The 12V side of things is pretty damn serious in Stefan’s dream rig. As he produces so much content for his YouTube channel, his electrical demands are more than simply running a fridge. Stefan made the switch to lithium batteries a few years ago, and hasn’t looked back. However, he has continually refined the package to the point he’s now happy.

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A sealed and water-cooled 200amp alternator (yes, you read that right) does the heavy lifting in this setup. When combined with a solar blanket and 80W Redarc solar panel, this vehicle can produce more than enough charge. But how about storing that power? Stefan has two 100amp/h DCS lithium batteries, mounted in the engine bay. I can hear you screaming that lithium doesn’t belong in the engine bay.

Well, Stefan has proved this wrong, as the DCS units are rated for under-bonnet temperatures and use. These batteries are charged directly by the alternator, so even if they are both flat (which rarely happens) it doesn’t take long to get them back up to scratch.

This is without a doubt one of the most comprehensively built touring vehicles in Australia, and Stefan has proven this by taking it to nearly every iconic touring destination in Australia. When we asked Stefan if he agreed, he simply replied, “I just love it.”

We do too, mate, if you ever want to sell it, give us a call.

From the time of its conception in an English pub, the INEOS Grenadier was set to fill the void left by other vehicles that were traditionally used by NGOs, humanitarian groups and businesses working in remote and rugged areas.

Many of these groups would have used Land Rover Defenders in the past, but with the change in focus of the Defender since 2016, there has been a gap in the market for such vehicles.

The HALO Trust is the world’s largest humanitarian mine-clearance and weapons-disposal organisation and, with a worldwide fleet of more than 600 4×4 vehicles, the joint British and American charity operates off-roaders in some of the most remote and inhospitable places on the planet.

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INEOS Automotive has taken on the HALO Trust as a development partner in the R&D of its Grenadier vehicle and will build a fleet of bespoke vehicles for HALO to operate around the world.

These vehicles will be equipped with features specific to their needs, including anchor points to fit protective mine-proof belly armour and safe storage for mine-clearance tools. They will also need to be easily convertible into ambulances for the safe evacuation of potential casualties.

“I hugely admire the HALO Trust’s mission and the dedication of the HALO team. It is a real privilege to work with them. With decades of experience of running a large number of vehicles in extreme conditions, we could think of no better organisation on Earth for helping us to develop Grenadier,” said Dirk Heilmann, CEO of INEOS Automotive. “All the knowledge and insight HALO is sharing with us is incredibly valuable to the engineering programme, and will ultimately help us create the toughest, most capable vehicle for all users.”

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The Grenadier is currently undergoing testing at sites around the globe prior to production starting later this year and the vehicle going on sale later in 2022. As part of that testing, more than 130 second-phase prototypes are racking up more than 1.8 million kilometres, and prototypes will join active HALO projects in places such as Kosovo.

At the other end of the user spectrum, you might have seen the Grenadier prototypes supporting the British cycling team – the INEOS Grenadiers – in some of the world’s biggest road cycling races. Keep an eye out for them in the upcoming Tour de France.

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The INEOS Grenadier is being moulded in very much the same form as the old Land Rover Defender it will replace. It features a basic slab-sided wagon body riding on a ladder frame with live axles on coil springs front and rear. Power will come from a BMW-sourced inline six-cylinder engine using petrol or diesel fuel. These will be backed by an automatic transmission and a dual-range four-wheel drive system.

Australia is earmarked as an important market for the Grenadier, with a team setting up camp in Melbourne offices to run the local arm and establish a dealer and service network.

The Jeep JT Gladiator might be the most off-road-capable double-cab ute on the market, but when compared with the more popular one-tonne utes, it can’t match them in terms of payload and towing capability.

Jeep has gone some way to improving this deficiency by increasing the payload of the Gladiator Rubicon from 620kg to 693kg. This is still at least 300kg short of the payload of the one-tonners, but the Gladiator is more of a lifestyle and off-road-enthusiasts’ vehicle than a tradies’ workhorse. The Gladiator’s towing capacity remains at 2721kg.

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At the same time, Jeep has replaced the Overland and Sport S models with a Gladiator Night Eagle entry level that will start at $68,450. The Sport S was $65,450, so it will now cost you more to get into a Gladiator – but, the Night Eagle has a higher base specification level.

Features over the Sport S include the full-size 8.4-inch U-Connect dash screen – as shared with the Gladiator Rubicon – satellite navigation, black interior accents, and a black grille and exterior highlights.

The Night Eagle also gets the payload upgrade to 693kg where the previous Sport S and Overland models were only rated to 527kg.To carry this heavier load, the 4.1:1 rear axle ratio from the Gladiator Rubicon has carried over to the Night Eagle; however, this is not a locking diff as per the Rubicon. The Night Eagle uses the Selec-Trac on-demand 4×4 system as opposed to the Rock-Trac in the Rubicon.

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Other features on the Night Eagle include a 240amp alternator, underbody skid plates and heavy duty rock rails. Both Gladiator variants are powered by the 3.6-litre petrol V6 engine mated to an eight-speed automatic transmission.

The JT Gladiator Night Eagle starts at $68,450 and the Gladiator Rubicon starts at $76,950. Various accessory packs are available to option-up both models and, like the Jeep Wrangler wagon, the Gladiator pick-up is one of the most accessorised 4×4 vehicles on the planet.

In January of 1999, I found myself in the remote heights of the Peruvian Andes behind the wheel of a waning Jeep CJ7. Pulling long grades over 15,000-foot passes, it had been running hot and developed a vapor lock.

We were tail gunner for a group of five vehicles, but our primary toolbox was ahead in another vehicle and we had lost comms in the twisting canyons. Alas, the only tool we had was on my belt, a trusted Leatherman multi-tool. My co-driver Brian and I got out, scratched our heads, and popped the bonnet.

I will admit that running naked (tool-wise) in an old rig ranks right up there with heading into the Simpson Desert with half a tank of fuel. However, it does raise the question of what we actually need in the bush. Let’s break it down: water, appropriate clothing, shelter and food.

A survivalist might suggest the most important piece of kit is a knife, fire starter or tarp, but when it comes to keeping our vehicles healthy, we need to expand on that doctrine. What I’ve learned over the years is, when it comes to tools, it is better to have than have not.

TOOL SELECTION

Most pro mechanics swear by US-made SK, Mac, Proto or Snap-on, but these names come with hefty price tags. Like you, I need to pick my financial battles, ponying up the big bucks for specialty tools and relying on less costly brands for the standard stuff.

Unlike back in the 1970s, there are some quality tools being manufactured in Asia. Operative word, some. I also like to honour the inventive folks that became the Xerox of a genre, as well as those that have the intestinal fortitude to keep production at home.

The following selection is representative of my existing off-road kit and broken down into categories: basic hand tools, specialty tools, and rolling fab shop. I see people carrying cordless impact guns, but it is hard to justify the additional weight and real estate when a 10-second Supercars tyre change isn’t required.

Some of these products have been provided by the manufacturer, many were pulled out of my vehicle, and others were purchased through my local tool shop. We’ve also added a special sidebar on storage options, and another on that singular tool you shouldn’t leave home without.

“What I’ve learned over the years is, when it comes to tools, it is better to have than have not”

THE BASICS

At age 17 I received my first credit card, specifically so I could buy a set of Craftsman tools. There were more expensive brands, but Craftsman was US-made, had a reputation for quality and durability, and was affordable. The operative words are quality and durability.

If you open my trail toolbox today (40 years later) you will find most are still with me and in service. Now owned by Stanley Black & Decker, much of its manufacturing was moved overseas, but the company is opening a new facility in Texas and bringing some production lines back to the US.

This set is a good place to start. It includes a comprehensive assortment of ratchets and extensions, metric and SAE deep and shallow sockets, combination wrenches, swivel joints, adapters, and sparkplug sockets. Additional items needed are longer ½-inch extensions (10- and 18-inch).

I’m a fan of using a ½-inch flex-head ratchets to access tight spaces (using a 3/8 reducer when needed), and you’ll want a high-end breaker bar for those tough buggers. This is where I open my wallet for a premium brand like Proto.

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WRENCH IT

In an effort to make a better mousetrap, Gearwrench went to task to improve upon the combination wrench by adding a ratcheting feature. Nearly all other manufacturers have emulated this patented design, but Gearwrench was the original and its product is on par with any in the field.

A rounded-off brake line fitting can be a big problem, but can be avoided by using a notched box-end wrench. Determine sizes needed for your rig and pick them up at your local auto parts store for about $20.

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GRIP IT

Channellock, Vice-Grip, and Crescent are what you find in my toolbox. Why, because they were the originators of their genre and offer quality products. Many manufacturers offer slip-joint pliers, but the Channellock design, patented in 1934 by the Champion-DeArment Tool Company, was first on the block.

More than 80 years later it is still manufacturing tools in Meadville, Pennsylvania. Same is true for Crescent (1907 in Jamestown, New York), but most of Vice-Grip products are now made in China.

Buying tools in sets will save you some cash, but carrying all this stuff is bulky and heavy, so I cull the herd to what you see here: Vice-Grips in regular and needle nose, and Channellock’s 10-inch tongue & groove, crimpers, and needle nose pliers, and its #968 wire cutters.

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TWIST IT

The screw, as we know it, began life in the 1770s when Englishman Jesse Ramsden invented a lathe that would cut helical threads. Though rudimentary by today’s standards, developments during the Industrial Revolution made the screw affordable enough for the common craftsman. There have been many new designs over the years, but when it comes to your vehicle, odds are they will fall into Phillips, slotted, Allen, and Torx categories.

In the quest for a more efficient screw turner (an early term), the Allen Manufacturing Company patented the recessed hex head in 1910, followed by the self-centering crosshead design (cruciform slot) brought to market by Henry F. Phillips in the 1930s. The last significant addition to genre came in 1967 with the Torx, or hexalobular internal-head screw.

Bargain-brand screw turners tend to strip heads, and I’m willing to spend a bit more for screwdrivers crafted from high-alloy steel with a precision machined tip. I like Proto’s ergonomic handles, and I carry this set in each of my trail rigs.

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SPECIALTY TOOLS

Now that we’ve covered the basics, let’s examine the other bits that hold your rig together. Some of these may be specific to your vehicle, so do your homework and add them to your cart. I agree, piling all this stuff in your rig takes space, adds weight and comes with a price tag. However, having the right tool in-hand when things go sideways, your cell shows zero bars, and the tarmac is a day’s drive away … that’s priceless.

If you have to dismantle a transfer case, engine or axle, you are going to need retaining ring and C-clip pliers. I’ve had these Snap-on horseshoe pliers since the ’90s. They were pricy but invaluable at times. For retaining rings, I suggest a convertible set like the Proto 375, which works with internal and external rings.

This assortment of Proto chisels, punches and drifts were purchased at garage sales. They have been in my toolbox for decades, put to task countless times, and have withstood the test of time and abuse.

Miscellaneous stuff includes hole punch, dental picks, mini screwdrivers, tweezers, utility knife, cleaning brushes, and telescopic magnet and mirror. The Impeltronics telescopic magnet will hold five pounds and has an LED light on the business end. If you have an older rig with a mechanical distributor, include a set of feeler gauges and a point file. Lastly, the ClampTite will allow you to twist bailing wire into a temporary hose clamp.

Accessing front wheel bearings or a pinion seal requires a specific socket. If dismantling steering rod ends or ball joints, a pickle fork will come in handy. Determine the sizes required for your vehicle and source them at your local auto parts store. I also carry a beat-to-heck Snap-on prybar – don’t cheap out or you’ll end up with a pretzel.

An OBD II scanner should be standard issue for 1996 and newer vehicles. The Blue Driver unit and associated app will identify system problems, provide reports and live data, and clear codes. I’ve had good service from this Klein Tools MM400 multimeter, and you should also carry jumper leads and a 12-volt test light.

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MOBILE FAB SHOP

If you are in this game long enough, the excrement will eventually hit the fan hard enough that you’ll need more than basic tools. In the same way we might carry a medical kit that exceeds our level of training, there is a good chance someone in your group is a first responder or has training in first aid. The same applies to your tool kit. Don’t know how to weld? Your friend might. If not, you will expand your skill set as many of us have by unadulterated oh-crap necessity.

You may not know it, but with two high-quality batteries, such as these Odyssey Group 35s, and a few accessories, you can travel with a mobile welding shop. The kit consists of two-gauge lug connectors, jumper cables, welding rod, wire brush, slag hammer and a compact shield. I made a weatherproof storage tube out of ABS pipe capped on both ends. Suggested rod: 6011 and 7014 in ⅛- and 3/32-inch diameter.

Corded tools are great if you have a large inverter, but you can’t beat the new crop of cordless products. My kit consists of a 20-volt DeWalt drill and cutoff wheel. A pair of batteries will get you through most jobs, and the A/C charger (0.7-amp load) will work on a 400-watt inverter or OE 115V receptacle. Don’t forget a quality bit set, step drill bit, wire wheels, bolt extractor set, and goggles.

When you need to clamp, cut, shape, or pull, the following are the heavy hitters of fab work. Hacksaw (standard and mini), C-clamps (3- and 8-inch), open-jaw Vice-Grips (x2), large Crescent wrench, dead-blow mallet, hammer, and metal files. Files should include medium machinist (double cut), half-round and keyhole (small and large). I also carry a universal gear/bearing puller.

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NEVER LEAVE HOME WITHOUT THIS TOOL

When 4X4 Australia editor Matt Raudonikis asked me about the one tool you shouldn’t leave home without, the answer was easy. Your brain. That day in the Andes my brain said, “What the hell are you doing in the middle of nowhere without your tools … idiot.” Granted, we’d consolidated tools to save space, but my brain was spot-on in its assessment.

However, if I had to pick a singular tool it would be my Leatherman. Paired with your brain, this compact pocket wizard will get you out of more jams that MacGyver on a good day. With Leatherman in-hand, we proceeded to remove the bonnet (for additional air flow), rerouted the fuel lines away from heat sources, checked the fuel filter, and adjusted the carb. Voilà! We were back on the trail.

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STORAGE OPTIONS

There are many schools of thought on the best methods for stowage: steel toolboxes, tool rolls, wrench rolls, ammo boxes and tool bags. I’ve found the two-box (or bag) method works best for my needs – a main box for heavy hitters and specialty items buried deep in my rig, and a quick-grab bag with the basics stored behind my seat.

Key features are durability, utility and transportability. Will handles or other components fail under the burden of heavy tools? Does it have multiple drawers, pockets, or sleeves to organise tools? Can you carry it up the trail if needed?

A few options that fit the bill in all three categories are Crescent’s Tradesman Tool Bag, the Yorktown Tool roll and Pouches from Atlas46, and Step22’s Pangolin Tool Roll. Look for a comprehensive review of these and other storage options in an upcoming issue of 4X4 Australia.

I’m impressed with Crescent’s new 17-inch Tradesman tool bag. It features dozens of sleeves for wrenches and pliers, two large sections for bulky stuff, and exterior PALS loops for expansion. Crafted with 1680 denier polyester, metal hardware, quality YKK zippers, and a rigid polypropylene base, this sturdy bag may replace my old (and heavy) machinist box.

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Founded in 1974, Atlas46 has forged a reputation for premium tactical gear for the military and law enforcement, all of which are handcrafted in the USA. The well-designed Yorktown, constructed with 1000 denier Cordura Nylon, is the quintessential tool roll and features four large pockets on one side and numerous tool slots on the back. Quality YKK zippers, Velcro closures, carry handles, and removable hanging straps makes this a great option for a quick-grab bag. Their Wrench Pouch is equal in construction and designed to hold up to 14 combination wrenches. Lifetime warranty, too.

Step22 cut its teeth making Hi-Lift jack covers before getting into storage options. Their Pangolin takes a modular approach to the tool roll. Two of its three large pockets can be removed, converting the end compartment into a catch-all garage. There are two clear-mesh pockets for small items, a removable 17-slot wrench roll, and compression-cord closure. Material is 1000 denier C.R.A.W.L. (coated rugged all-weather layer), zippers are YKK, and dual carry straps allow for quick grab-n-go.

LET’S be honest, the factory tyres on 4X4 Australia’s D-MAX were never going to stay on for long.

They just aren’t up to the task for what we have been and will continue to put this vehicle through. Not to mention, as you would have seen in the last issue of 4X4 Australia, we’ve since installed a Tough Dog 40mm lift, so the stock tyres were looking a bit undercooked.

So, what did we decide to do? I use the word decide, as Editor Matt and myself spent a considerable amount of time deciding what the best wheel and tyre combination would be.

As this is a showpiece for the magazine, we wanted it to look good. At the same token, it had to be street legal. This is where a compromise was reached, and instead of running the biggest rubber we could squeeze in the guards, we chose some of the most aggressive we could find.

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Compromise is actually too strong of a word, as hands down these mud terrains are the quietest and most mild-mannered mud terrains I’ve ever driven on. Honestly, you wouldn’t know you were driving on muddies as there’s none of that usual hum (or roar) you’d expect from such an aggressive tread pattern.

After a great experience running the Maxxis RAZR MT772 tyres on the 4X4 Australia Ranger, we chose to give them another run.

Maxxis states on its website that these are designed for 15 per cent on-road and 85 per cent off-road use, but I’ve since racked up more than 5000km on these tyres and at no stage have they acted strangely on road. This includes a trip to Melbourne from Sydney and back, two trips to Stockton Beach in the pouring rain, as well as general day-to-day driving.

“These things clear mud quicker than I can clear my bank account on pay day”

Off-road, forget about it. These things clear mud quicker than I can clear my bank account on pay day (damn you Facebook Marketplace). They grip to rocks really well too, thanks to the soft compound and staggered shoulder blocks.

We chose the Maxxis RAZR muddies in a 265x70R17 size. For those playing along at home, these fit the D-MAX without scrubbing at all after installing the 40mm lift kit. A quick look at the Maxxis website shows an impressive selection of sizes available to suit a range of rim sizes, from 15 to 20 inches.

The tyres were fitted at my local Maxxis dealer, Active Automotives in Blaxland, who did a great job fitting and balancing the tyres. For five tyres, fitted and balanced, we were charged $1654, which works out to $329 per tyre. Not bad at all for an aggressive mud-terrain tyre that we’re happy to be used every day of the week.