LIKE so many other parts of our lives the new car sales market showed positive signs of a comeback in June, with the best numbers we’ve seen since the virus first reared its spikey head back in March.
The top-selling 4×4 vehicles, the Toyota Hilux and Ford Ranger, each sold more than double the units they did in May, with significant advances elsewhere in the market.
While June is generally a strong month for 4×4 sales, in particular the 4×4 ute segment, June 2020 was buoyed by the government’s extension of its instant assets write-off scheme which encourages buyers to get a new ute before June 30 tax time.
Still, the overall market was 6.4 per cent down on June 2019; but when you consider that May was 35.3 per cent down over the same month last year, you can see the upward trend.
In all, four of the five best-selling cars in June were 4x4s; mainly utes, except for the trend-bucking LandCruiser, which was 23 per cent up over June last year.
While both vehicles had strong months, Ford Ranger’s month-leading tally was enough to see it claw back the top spot to date over arch rival Hilux – and this looks like it could be a ding-dong batter through to the end of the year.
It will be interesting to see if any COVID-caused supply issues affect sales over the rest of the year, and how much the updated and more powerful Hilux ups the ante when it arrives next month.
Also of note were strong sales numbers for the VW Amarok and Mazda BT-50, both of which are getting long in the tooth and set for new models in 2021. The Mazda should be here by the end of 2020 and the VW around 12 months later.
While most models went up in sales, the poor old Holden Colorado had just 759 sales in June, as it fades into history.
The Isuzu MU-X wagon might have crept into the Top 10 YTD last month, but it was bumped out by the hot-selling utes in June, including its stablemate the D-MAX which is in run out mode. The all-new D-MAX will be on sale here towards the end of August.
JUNE 2020 4X4 SALES
- Ford Ranger: 5092
- Toyota Hilux: 4811
- Toyota Prado: 2374
- Mitsubishi Triton: 2292
- Toyota LC200: 1521
- Toyota LC79: 1388
- Mazda BT-50: 1315
- Nissan Navara: 1234
- Volkswagen Amarok: 1229
- Isuzu D-Max: 1137
- Isuzu MUX: 1014
YEAR TO DATE – JUNE 2020
- Ford Ranger: 17,406
- Toyota Hilux: 17,276
- Toyota Prado: 8632
- Mitsubishi Triton: 8244
- Toyota LC200: 6860
- Holden Colorado: 6030
- Toyota LC79: 4928
- Isuzu D-Max: 4595
- Nissan Navara: 4498
- Mazda BT-50: 3741
HAVING A reliable and versatile torch in your fourby and shed is invaluable, but there’s nothing worse than picking up said torch when you need it only to find its batteries are flat.
Rechargeable is where it’s at and some smaller torches and headlamps can easily be kept powered using your car’s USB points. But when you want a stronger light for working under the bonnet or under the car, more power is required.
Already having a selection of Ryobi’s One+ range of power tools at home, I’ve now added the One + Hybrid Shoplight to the kit and it should serve as a versatile light for working on the car and around the campsite.
The premise of the One+ range of products is that it is extensive and all powered off the same battery-pack design. These Ryobi One+ products extend from lights and power tools right up to lawn mowers and chainsaws and as they all use the same batteries, you don’t need a selection of different batteries and chargers.
The batteries are 18-volt lithium units and come in a range from 1.5amp/h to 9amp/h models that are all interchangeable with the tools in the One+ range. If you have an invertor in your car you can charge the batteries wherever you are and use them for other tools like the One+ impact driver for removing wheel nuts. There is also one 12V car charger available to charge batteries on the run.
The Ryobi One+ folding Shoplight features two 250mm light panels, each containing ten 12W LED chips to give out a wide, bright light. The panels can be powered individually or together for maximum light output. The unit has a folding head that swings though 270° to give light wherever you want it, while the housing has a number of different hooks and mounting points to secure it where needed. The light stands 440mm tall with the battery fitted.
The Shoplight doesn’t come with a battery but that wasn’t a problem as I already have some for the other Ryobi One+ products. It can also be powered directly from a 240V AC plug at a workbench. Cleverly, the 240 plug has a safety cover that prevents the plug going in when there is a battery installed and visa versa.
The Ryobi Shoplight has become a handy torch for use around the house, the campsite, in the car and, as mentioned, being able to use the batteries I already have or 240V power, it’s always ready to go.
ESSENTIAL INFORMATION
Available from: Bunnings stores nationwide; www.ryobi.com.au Price: $109 (+battery) We say: Functional and versatile light for at home, camping and in the 4×4.
Land Rover is restoring the Hard Top name to its Defender 90 and 110 models, with Land Rover Australia currently evaluating the models for local sale.
Land Rover Australia says timing and availability of the 90 and 110 Hard Top will be advised at a later date.
The demountable Hard Top origins date back to 1950, with the new Defender Hard Top’s fixed metal roof paying homage to the original.
“New Defender 90 and 110 Hard Top will be the toughest, most capable and most connected commercial 4x4s we have ever produced,” said Nick Collins, Land Rover Vehicle Line Director. “They have been engineered to meet global safety standards and deliver impressive long-haul comfort, giving businesses and professionals the best of all worlds.”
Built on the Defender’s D7x body architecture, much like the passenger Defender variants, both 90 and 110 Hard Top models will feature independent coil-sprung suspension, with the 110 getting the option of advanced electronic suspension.
Both the 90 and 110 feature 291mm of ground clearance, with the 110 Hard Top boasting approach, breakover and departure angles of 38, 28 and 40 degrees.
The new Defender also features a towing capacity of 3500kg, a 900mm wading depth (supported by a new Wade programme in the Terrain Response 2 system), and advanced tech including Advanced Tow Assist and a 3D surround camera.
Images of the cargo area have not yet been released, with Land Rover Special Vehicle Operations’ Managing Director, Michael van der Sande, saying: “We will maximise the functionality and usability of New Defender’s cargo area, with tough materials and clever storage solutions to ensure it surpasses the capability of any previous Defender Hard Top.”
Land Rover says full technical details of the 90 and 110 Hard Top will be confirmed later this year.
HISTORICAL commercial alliances – and rivalries – within the global ute market means that now, in 2020, all the popular new utes currently on sale are all either near the end of their generational life, or midway through a generation.
In broad terms that means they are all near 10 years old, or five years old with none of the current popular utes being new-generation designs.
In simple terms the ‘oldies’ are the VW Amarok, Ford Ranger, Mazda BT-50, Holden Colorado and Isuzu D-Max, which arrived in Australia in that order in 2011/12. The mid-generation utes include the Mitsubishi Triton, Nissan Navara and Toyota Hilux, all of which arrived here in 2015.
Of course, things haven’t remained completely static with those utes since their respective initial arrivals, although some have changed more than others.
Courtesy of a potent V6 diesel, the Amarok is the most changed although the 2016 re-engineering of both the Ranger and the Colorado also brought significant changes, as did the optional 2.0-litre 10-speed powertrain in Ranger in 2018. Even the mid-generational utes have seen evolution and changes in the last five years with Triton receiving a mid-life refresh last year.
All of this bodes well if you’re looking to buy a second-hand ute, as you can go back a good number of years to something that’s more affordable without having to settle for a previous generation design, which, by and large, lack the performance, safety, equipment, general amenity and, in some cases, the cabin size of the current generation utes.
HOW TO BUY A USED CAR
BUYING second-hand and making sure you get a good ute is not rocket science but does require patience, perseverance and, above all, a plan!
You might be thinking of either buying privately or buying through a dealer, as both have advantages and disadvantages, but it’s best to explore both. The wider the net you throw, the better chance of catching the best fish.
The main car-selling websites, which are the best place to starting looking for a second-hand ute, tend to combine private-sale and dealer second-hand cars anyway – unless you select another level of sorting – so that wider net is automatically thrown for you.
Dealer cars come with certainly of title and ownership, and generally with some warranty but will cost more and may not be necessarily be a good car, depending of course on the diligence of the dealer.
Private-sale cars are generally cheaper, but come with no warranty and you’ll need to thoroughly check that the person selling the car actually owns the car.
On the subject of throwing a wide net, those same websites allow you to select a ‘distance from you’ as one of the search criteria. No point in even considering utes that are too far away to inspect with reasonable convenience unless to get a better idea of average prices for the type of ute you’re looking for. If you live close to a state border, the ‘by state’ searches are also irrelevant and another reason to use ‘distance from me’.
Once you have selected your preferred price range, the next key search criteria you need to use is ‘lowest mileage’, which is generally far more important than a ute’s age in years given all utes have a finite mechanical life – hopefully at least 400,000km – and the more of it that is used up when you buy it, the less that is left. The only qualifier on this is you may have a low-mileage older ute that’s been out in the weather all its life and its poor exterior condition overrides its mechanical youthfulness.
As ever, a documented service history is close to being essential (dealer car or not), while a documented ownership history is also important although not as vital as the service history.
A professional road-worthiness inspection by a mechanic is also very worthwhile if you’re not mechanically minded. Even having a friend along when inspecting a potential purchase is a good idea if, for no other reason, they may notice something you don’t.
Here’s a rundown of the current 4×4 utes and how they shape up as a second-hand buy, and presented according to new-sales popularity.
FORD RANGER
THE current generation Ranger arrived here in late 2011 but was revised heavily for the 2016 model year with improved engine response and refinement, electric power steering and changes to the way the chassis electronics work, which, along with the generous wheel travel, helps make the Ranger a top-tier performer off road.
The Ranger has a big roomy cabin that’s second-to-none in terms of combined front and rear legroom, and with the gutsy 3.2-litre five-cylinder diesel is about as good as it gets for heavy-duty low and tow work.
An optional powertrain, a 2.0-litre bi-turbo diesel with a 10-speed automatic, came in 2018 and while the small bi-turbo engine has the same towing capacity on paper as the 3.2 it doesn’t match the bigger engine when there’s serious work to be done, although it’s quiet and refined and peppy enough with moderate loads.
Unfortunately, it also has to work harder to do the same job as the 3.2, which makes the ‘big’ five-cylinder engine still the pick of the two. Such is the Ranger’s popularity it now outsells the Hilux in 4×4 models, which keeps second-hand prices strong. And an all-new Ranger is due in the next couple of years.
TOYOTA HILUX
THE Toyota Hilux is probably the most sought after of second-hand utes due to its solid reputation, and the high demand keeping prices high and the chances of getting a ‘bargain’ Hilux quite low.
The current generation Hilux 4×4 arrived here late in 2015 with three different engines and the usual cabin and drivetrain options.
The Hilux is a ute that does most things well enough although the mainstream engine – the 2.8-litre diesel – is a little underwhelming in performance and over-geared with the automatic and works better as a manual. The 2.4-litre diesel in lower spec 4x4s does an admirable job but is no powerhouse.
If, by chance, you’re after a petrol ute then the Hilux is the only option in this class among the current generation utes. The 4.0-litre V6 in question is a rare find second-hand but is powerful, if relatively thirsty, and offers simplified maintenance compared to contemporary high-tech turbo diesels.
The Hilux is also physically smaller than big utes like the Ranger and the payload and towing capacities not as high in some cases. Like the Ranger, the Hilux is however a top-tier off-road performer due largely to its class-leading rear wheel travel.
MITSUBISHI TRITON
THE current generation Triton arrived here in 2015 and is distinguished from the other popular utes by being a bit smaller and not as good for carrying or towing heavy loads, but it’s also handier in confined places and the least expensive of the mainstream utes.
This is why its new sales rank only behind Hilux and Ranger. The low new price also translates to low second-hand prices, while strong new sales also means good supply on the used market. If you want a less costly ute than the Triton, then you’ll be looking at a Chinese, Indian or Korean offering.
Recent-model Tritons are very strong with add-on safety equipment, while more expensive variants also have the inherent primary safety bonus of full-time 4WD, a consistently underrated advantage that the Triton holds over the other popular utes, bar automatic Amaroks. And in the case of the Amarok, the full-time system is single range, whereas the Triton offers the combination of full-time 4×4 and dual range.
Unfortunately, while that helps the Triton in a touring role, the limited wheel travel means the Triton’s star fades off road and, along with the Navara and D-Max is a bottom tier off-road performer.
HOLDEN COLORADO
THE announcement that US carmaker General Motors is closing the Holden brand in Australia can only force down the value of second-hand Colorado utes.
Holden has guaranteed parts and service until 2025, but beyond that it will mean sourcing parts through independent channels. And unfortunately, while there are some common parts between the Isuzu D-Max and the Colorado most of the service-sensitive items such as the engines and gearboxes are different.
Outside of that the Colorado offers a biggish cabin and a hard-working engine that gets the job done. Excellent automatic gearbox too. It could well be the value buy in the used-ute market.The current generation Colorado came out in mid-2012 and a top-to-bottom re-engineering in 2016 made it far better in terms of body and powertrain refinement, ride and handing, and steering courtesy of electric power steering.
The introduction of second-generation off-road specific electric traction control in that year also moved the Colorado from a bottom-tier off-road performer to a mid-tier off-road performer. So, if you’re after a Colorado, then you definitely want a 2016 or later model!
NISSAN NAVARA
THE current Nissan Navara, or D23, was another 2015 release and is distinguished in the broader ute market as most dual-cab variants having coil springs at the rear, and not traditional leaf springs.
It’s fair to say that this generation Navara has been a disappointment for Nissan, sales-wise, failing to gain the market penetration of its predecessor, the D40. Despite claiming a 3500kg tow rating to match the bigger utes in the class such as Ranger and Colorado, the Navara proved none too good at either towing or carrying heavy loads, although this was improved for the 2017 model and again in 2018.
You can get traditional leaf springs at the rear of a Navara D23, but only with the less powerful single-turbo engine and not with the more powerful bi-turbo engine that is the default engine across the broader range.
The Navara’s relatively poor ground clearance and limited wheel travel also means it’s a bottom-tier off-road performer, despite coming with a rear locker as standard.
If you want a more general-duties ute and not a heavy-duty workhorse or off-road weapon, the Navara still offers decent performance and good levels of equipment, so can be good value. And if you want a dual-cab 4×4 with a factory sunroof, or an opening back window, then it’s the only choice!
ISUZU D-MAX
THE Isuzu D-Max has been the quiet achiever of the ute market, rising from near obscurity upon release in 2012 (at the same time as the Colorado) to a significant force in the market today.
Not much changed in the first five years of this generation’s life but 2017 brought a revised engine, new gearboxes and stronger all-round performance. The engine needed upgrading for Euro 6 emissions standards, which meant, among other things, the fitting of a diesel particulate filter.
The D-Max is still a modest performer but will get the job done even when towing heavy loads. Call it an honest workhorse, every day, all day. Like the Colorado, whose bodyshell and ladder frame it shares, the cabin is mid-size, so bigger than Navara or Triton, but not as roomy as a Ranger, BT-50 or Amarok.
The D-Max however, isn’t anything special off road and while better than Triton or Navara, it still falls in the bottom-tier utes in terms of off-road performance.
With its excellent reputation for reliability and low service costs the D-Max is a popular second-hand buy and one that keeps its second-hand value well. As with buying a second-hand Hilux, finding a ‘bargain’ D-Max won’t be easy.
An all-new D-Max is due in 2020 but the timing is uncertain given the CV-19 disruption. When it does arrive, it will be the first of the next-generation utes to do so.
MAZDA BT-50
WHEN this generation Mazda BT-50 arrived in late 2011, it was a rebadged twin of the then-new Ford Ranger. There were a couple of minor technical changes – steering-rack ratio and suspension damper calibration – but otherwise the two were mechanically identical.
From 2016 on however, with Mazda not adopting the mechanical enhancements made to the Ranger in that year, the BT-50 fell behind the Ranger in a number of ways, notably engine refinement and flexibility, and off-road where the BT-50 is a mid-tier performer, although a good one at that.
On the other side of the ledger, you can make an argument for the BT-50 staying with the proven, long-term reliability of hydraulic power steering and not adopting electric power steering, as did the Ranger.
Despite the similarities the BT-50 has only enjoyed a faction of the Ranger’s sales, so is not as common on the used market. But if you can find one, it offers the same basic attributes of the Ranger, namely a big cabin and excellent load and tow performance thanks largely to the big and ‘grunty’ 3.2-litre five-cylinder diesel.
A new generation BT-50, sharing a platform with the upcoming Isuzu D-Max, is expected later this year.
VOLKSWAGEN AMAROK
VOLKSWAGEN’S Amarok first appeared in Australia in early 2011, initially with a four-cylinder bi-turbo diesel. This was joined by a 3.0-litre V6 diesel in late 2016. Even with its four-cylinder engine, Amarok set the benchmark for utes in many ways and the V6 has pushed that superiority out to another level.
In terms of performance, heavy-duty towing power, ride and handling, the safety of full-time 4WD, fitting a full-size pallet between the wheel arches and ease of driving, there is none better.
Until recently, the V6 was only mated to a single-range full-time 4×4 auto system but is now available as a part-time, dual-range 4×4 manual, however don’t expect to see many of these pop up on the second-hard market for a while yet.
Still, if you think the lack of low-range is a handicap off road for the Amarok automatic, then you would be wrong as it’s a genuine top-tier off-road performer along with Ranger and Hilux and better than most utes with low range.
On the negative side of the ledger, the Amarok has no rear cabin airbags, in any model, while the lack of VW dealerships in regional and rural areas and the Amarok not being the favourite of independent country mechanics are other drawbacks.
An all-new Amarok isn’t far away and it appears it will be based on a Ford platform, which means the current Amarok could be one of a kind.
The June 2020 selection of 4X4 Australia Readers’ Rigs has landed.
2015 MITSUBISHI MQ TRITON
IT has an ARB bulbar, IPF Xtreme Sport Series lights, TJM rear bar, TJM canopy with storage drawers, a dual battery setup, a Rhino-Rack deck on the canopy, an ARB long-range fuel tank, and many other extras. It has been to Tasmania twice, and hopefully I will be going to the Victorian High Country once the travel ban is lifted – ANDREW JACKMAN
FORD PX2 RANGER
IT’S the 3.2-litre, auto. Kit includes a two-inch Ironman 4×4 lift, Ironman front and rear bars, Ironman LED spotlights, a Rhino-Rack Pioneer platform on a Backbone system, TJM snorkel, SJS canopy, rear drawers, dual battery setup, BFGs all around in 285 x 75 x 17s, and 17×8 Dynamic Hi8s with a positive offset of 40. It has done 90,000km. It’s a never-ending money pit when it comes to mods – JOHN SISSON
1990 NISSAN GQ PATROL
THE chopped Patrol has the TD42 with 200hp, and it’s just over standard height with 37s, twin air lockers and a canopy, all fitted to go remote camping – JESSE BUDGE
2019 NISSAN Y62 PATROL
BUILT by More 4×4 Sydney, the Patrol has a two-inch lift, 35-inch Maxxis MTs, 125amp/h Safiery lithium battery, 1200W inverter and solar controller Victron with Bluetooth, ARB dual compressor. Dash front bar, Kaymar rear bar, 1100lb Runva winch, RV Storage aluminium drawers, Tracklander rack, Safari snorkel, Stedi Type-X Pro spots and 51-inch lightbar, Darche awning, X-Force exhaust, GME radio, CarPlay, and as of this week 140L tank and rock sliders – GREG NOBLE
2019 FORD RANGER RAPTOR
IT HAS a suspension lift kit – two-inch coils on stock Fox Racing coil-overs – as well as an Offroad Animal front bar with Stedi lighting. I’m going in this week for an ARB Linx, to control spotties and a few other things. Then next week it’s getting a Brown Davis long-range tank – TIM KNIGHT
2007 TOYOTA HILUX GGN25R
GEAR includes a two-inch lift, 33-inch tyres, an Xrox front bar, full Phat Bars underbody protection, Denso snorkel adapted to fit the V6, dual batteries (including iTechworld lithium starter battery and DCDC charger), PIAA driving and fog lights, Carbon 12,000lb winch, GME UHF, aftermarket Android head unit, and a ute-swag tent. I also have 4.11 Nitro gears with front and rear air lockers waiting to be installed after COVID-19 – MARK SIMPSON
Before the 4X4 Australia Ranger was shipped off to Tassie for its most recent off-road adventure, we kitted it out with Narva Ultima 180 LED driving lights.
These small-diameter (180mm) lights are ideally suited to vehicles with limited mounting space, and while this is not necessarily the case with our Ranger – which wears a trick-looking loopless AFN 4×4 bar – the compact dimensions do allow us to easily fit four of the Ultima 180s up front.
The Ultima 180s feature a hybrid beam pattern that’s engineered to provide a volume of light for off-road 4WD use combined with long-range light performance for on-road driving; and the fact that we have four of them fitted means we can aim the inside pair straight down the track while skewing the outside pair slightly to the sides, which provides plenty of light right where it’s needed, no matter the driving conditions. We’ve also fitted separate light switches for each pair, which allows us to run just the inside pair or the outside pair, or all four lights at once.
Before getting into the technical nitty-gritty, let’s talk about light performance. We tried to avoid driving at night in Tassie due to the abundance of wildlife, but on one particular night this could not be avoided, and we didn’t make it out of the track from Montezuma Falls till around 11pm.
This track is pretty slow-going, but with potoroos and quolls all over the place, it was fantastic to have a long throw of light down the centre of the track as well as a generous spread of light to the sides. This also proved beneficial once we finally made it on to the road for our run back into Zeehan; reflected light from road signs could be easily minimised by switching off the inside lights, while the outside lights still produced much-needed light to the sides of the road, far in excess of what the Ranger’s standard high-beam lighting could achieve.
One of the other things I like about the Ultima 180s is how easily they can be vertically adjusted if needs be; and no tools required thanks to the large aluminium adjuster knob on each light.
Now for the techy stuff: according to Narva, the Ultima 180’s 25 “5W XP-G2 Cree LEDs produce 120W of pure white light (5700°K) … (and) extraordinary volumes of broad penetrating light of 12,000 raw lumens (6795 effective lumens)”.
For the technically literate, the important figure of 1 Lux at 600m (per pair) allows for direct comparison with other lights. Narva also says the reflector used in the Ultima 180 is a highly polished super-efficient alumininium metallised unit, with precisely sculpted parabolas that allow the light produced by the LEDs to be controlled.
The Ultima 180s also feature a DRL (Daytime Running Light) function to improve daytime vehicle visibility and safety.
The Ultima 180’s 25 LEDs are housed in a tough pressure-diecast aluminium housing with built-in ‘Active Thermal Management System (cooling fins) to ensure cool running. The housing is sealed against dust and water ingress (IP66 and IP67) and has a Nitto breather vent and DT connector. The lens and lens protector are made from a virtually unbreakable hard-coated polycarbonate. Each light weighs in at 1.75kg and Narva claims a modest current draw of just 8.9A at 12V.
Versatile three-bolt mounting options make the Ultima 180s compatible with all nudge bar and bullbar makes and models, and the tough mounting bracket features a polymer rubber suspension system to make the light impervious to shock and vibration. The four lights on the front of the Ranger have certainly proved shake-and-rattle free over some pretty rough roads and tracks thus far.
The Narva Ultima 180s are supplied with a wiring harness and switches, and interchangeable coloured trim pieces (blue, black, yellow and red) for vehicle customisation. The standard stainless-steel bezel can also be replaced with an optional gloss black or chrome plated bezel for further customisation – again black on our Ranger.
For peace of mind, Narva backs the Ultima 180 LEDs with a five-year warranty.
RATED Available from: www.narva.com.au RRP: Lights $489 ea; Gloss black bevel $49 ea We Say: Big useable light output in a small and tough package.
Planning a trip to Northern Queensland? Here’s something to read before you go. Plus, we take a look at a new DPF Spray from JLM Lubricants.
100 THINGS TO SEE IN TROPICAL NORTH QUEENSLAND
Whittle away some spare time by picking up a book and planning your next off-road adventure. This guide to Tropical North Queensland – written by locals Catherine Lawson and David Bristow, who’ve been exploring the area’s land and sea for more than 20 years – includes the 100 best places to visit in the region, from swimming holes, rock-art galleries and outback locations. We’re sure the Great Barrier Reef is in there somewhere…
RRP: $29.95
Website: www.exploringedenbooks.com
JLM PRESSURE PACK DPF CLEANING SPRAY
JLM Lubricants’ DPF Spray has been designed for low- to mid-range soot blockages, with the product capable of unblocking up to 80 millibar from the DPF. Not only can the spray unblock low-pressure blockages, it’s also ideal for preventative maintenance for vehicles prone to cold drive cycles. It’s time to say goodbye to the unnecessary removal of DPF systems!
RRP: $39.95
Website: www.jlmlubricants.com
On a recent trip to Tassie, Deano and the 4X4 Adventures team ran our Ford Ranger through its paces over the small state’s big tracks.
Recently fitted to the Ranger was a 60-litre myCOOLMAN fridge, housed on an MSA 4×4 drop slide … after a long day on the rough stuff, nothing beats a few ice-cold brews, right?
In the above video, Deano runs us through some of the fridge’s key features: the turbo function, which increases the speed of the compressor to cool things quicker; not one, but two bottle openers; and the extremely tough and durable carry handles.
He also illustrates how easy it is to control and monitor the fridge via Bluetooth and the accompanied phone app.
The 60-litre myCOOLMAN fridge utilises a 12/24 volt DC compressor, has a two-way opening lid, an easy-to-read display, LED interior lighting and plenty of interior space.
So far, the 60-litre myCOOLMAN fridge fitted to our Ford Ranger has been flawless in its operation. We’ll keep you posted on how it fares on our next trip.
More information: www.mycoolman.com.au
THE TERM ultimate is thrown around a lot in 4WD land. The ultimate suspension. The ultimate driving lights. The ultimate budget-beater imported swag with the ultimate free magazine thrown in.
2020 CUSTOM 4X40TY: Vote now for a chance to win!
The problem is, and it’s a damn big one, is they never do the word justice. They’re far from the ‘ultimate’, nowhere near the best of the best, and hardly the king on top of the mountain. But some things, they’re a little more deserving of the title.
The 4×4 Ram 2500 you’re looking at now is the ultimate, make no mistake, it’s the best of the best, the toughest of the tough, the king of every single mountain it’s ever travelled on, and the benchmark other 4x4s need to be measured against. What the hell are you guys on about? We thought you’d never ask.
You see, this isn’t any ordinary yank tank, it’s a Power Wagon, and those who know what that means, know the next few pages will be filled with the best gear money can buy, and almost all of it factory fitted.
If you’re familiar with the Ram platform you’d no doubt know the 2500 is the workhorse of the family, monster-truck-sized live axles front and rear, coil springs the size of a Mack truck’s, and a 6.7-litre straight-six Cummins Diesel lumbering away under that elongated bonnet. The Power Wagon takes that up a notch. While it still retains that rugged over-engineering perfect for Alaskan oil fields or Texas ranches, it does it with a little more flair.
Up front, straight off the showroom floor, Ram Trucks has replaced the oil-burning diesel with a fire-breathing 6.4-litre V8 Hemi sucking in high-octane unleaded and pushing out more than 400 horsepower and nearly 600Nm. Rather than the clunky column shifter of diesel offerings, the Hemi is spurred into life by a dash-mounted dial engaging the eight-speed automatic cog-swapper, before a set of driveshafts the size of tree stumps send power fore and aft.
The front live axle is kept in place with a radius arm setup similar to what you’d find in most Patrols or LandCruisers, and although from the factory they’re fitted with a super-flex-style arm on both sides.
The third bushing allowing the arms to articulate further than a base model, by reducing the binding point radius arms typically have. It gives the Power Wagon monstrous off-road capability without reducing its ability to do serious work. An electronic diff lock up front is engaged with a tap of a button, and wraps around a 9¼-inch ring gear. Helping the front end to seriously open up off-road is an electronic sway bar disconnect, with a set of two-inch lifted springs mated to Bilstein shocks.
Moving rearwards, Ram has somehow managed to have one of the toughest trucks on the planet ride surprisingly well thanks to a 5-link coil-sprung arrangement. It holds the rear axle in place with a second set of lifted springs and Bilstein shocks, while a rear locker sends drive to both wheels. and another sway bar is fitted high-and-tight. The combination allows for 33-inch tyres stock, with 35-inch Mickey Thompson Baja ATZ P3s squeezed in these guards, wrapped around Method Race Wheels.
Up front, a factory steel bar protects the Power Wagon’s soft spots, with the Warn fairlead a factory inclusion. Nestled deep within the cattle-grate-sized bumper is Warn’s legendary 12,000lb Zeon winch. It’s wrapped in lightweight heavy-duty rope, with an extended shift lever allowing easy engagement without reaching arm-deep into the bar to kick it into gear.
On the inside, shy of a UHF tek-screwed to the dash, the interior of the Power Wagon is the dream of most 4x4ers. Front and rear leather seats are easy to clean, with the front pews featuring heating for cold Victorian High Country mornings, and cooling for outback runs in the heart of Australia. A plethora of high-resolution screens give up-to-date info on everything from 360-degree cameras to fuel consumption.
Moving rearwards and ‘big blue’ starts making a whole lot more sense as an Aussie tourer. In place of the nearly two-metre-long stock tub, an ultra-lightweight canopy from Sunshine Coast manufacturer Zone RV now resides. Constructed nearly entirely of composite materials and aluminium it barely makes a dent in the GVM of the Power Wagon, not that it’d care either way.
Popping open the aluminium-skinned door along the passenger flank reveals a well-laid-out kitchen similar to what you’d find in a high-end caravan. Up front there’s an Evakool 40L fridge-drawer keeping drinks cold and weights down, and by doing away with a traditional chest fridge and drop-slide the unit is far more accessible and takes up less footprint in the canopy.
Above is a series of shelves perfect for stashing a space case or Weber Q. Moving rearwards, an extensive pantry setup provides easy storage for food and cooking equipment. Sliding out from the rearmost saddle box is a huge stainless-steel kitchen bench, with a pop-out sink making roadside cleaning-up a breeze.
Jumping around to the driver’s side reveals a cavernous storage area and tie-down points big enough to load an army of swags, but up top is a little more fancy. Climb up the ladder, pop the two clasps and a built-in rooftop tent emerges in just seconds. The arrangement uses the roof of the canopy as the base, keeping the total weight down to barely more than a mattress and sleeping bag. There’s lighting up top, as well as power outlets for reading lights or charging devices while you sleep.
Hidden down beside the fridge is a huge power wall from Queensland-based Enerdrive. Based off a lightweight 200amp/h lithium battery pack, the power wall features the usual suspects like DC to DC charging, a 2000W inverter, and 240V power points spread throughout the canopy. It also houses a high-tech touchscreen Garmin device that allows monitoring of water levels in the 100L water tank, battery charge levels from solar inputs, and full control of all the lighting. The unit lives in the windscreen, with a dock installed on the power wall.
The spec sheet for the big blue Power Wagon reads like the who’s who of aftermarket gear – the wish list every 17-year-old scrawls out when they start planning their very first 4×4 – including the kitchen sink. But the guys at Trucks ‘N’ Toys have actually barely modified it at all, even going so far as to leave the stock exhaust in place.
It’s kind of a testament to the idea of starting with the right vehicle from the get-go. As much fun as wrenching spanners in your spare time is, there’s a lot to be said about jumping in the hot seat and taking on the big lap in a near stock 4×4 that’ll eat up everything you throw its way.
TALKING CIRCLES
IF YOU’VE had even a cursory interest in vehicles you’d no doubt have come across the legendary name Hemi, and the sly grin that comes across grey-bearded drag racers as they remember their misspent youths. So, what exactly is a Hemi? And why do people rant and rave about them?
The principle is simple. Any engine, whether it’s diesel or petrol, needs a combustion chamber. Somewhere for air and fuel to be compressed, ignited and expanded in. The more efficient this chamber, the better fuel converts into mechanical power. Things like heat loss through the cylinder walls or head or uneven burns in the combustion chamber all sap power.
Most engines run a combustion chamber with a relatively flat top, the Hemi by comparison runs a round or hemispherical-shaped combustion chamber in the head. The theory is a smaller surface area and more even efficient burn without the dead corners in a flat-topped chamber produces more power. Is it the final word in engine technology? Absolutely not, but it’s cool as hell.
THE JULY issue of 4X4 Australia is out now, with the new issue overflowing with juicy 4×4 goodness.
We delve in and take a close look at the new-look Isuzu-based 2021 Mazda BT-50 that adorns the cover of this magazine. Plus, we revisit the irrepressible LC200 Sahara, taking the elder statesmen for a spin on some gravel.
Dan runs a microscope over a RAM 2500 Power Wagon, which he penned as “the best of the best, the toughest of the tough, the king of every single mountain it’s ever travelled on, and the benchmark other 4x4s need to be measured against”. High praise, indeed.
However, Matt drove an unstoppable Unimog U5023 and asked whether it’s the ultimate adventure touring vehicle. Which one would you choose?
Looking at swiping the credit card for a ute, but a new rig from the showroom is out of the equation? We’ve got you covered, with a guide on how each of the current utes shape up on the second-hand market – plus we highlight what to look for when buying a used car.
Not long ago we asked our readers to name their favourite 4×4 tracks in Australia. To get you pumped for your post-coronavirus trip, we’ve listed 10 essential Aussie tracks as voted by our readers.
Part Two of our Tasmanian trip for the 4X4 Australia Adventure Series is also squeezed into this mag, with the crew travelling through the Apple Isle’s southern and central delights.
WHAT ELSE IS THERE? – 2020 Defender features guide. – Defender gets an auto conversion. – Satellite Phone buyers’ guide. – New gear, readers’ rigs and long-term updates.
The July 2020 magazine is OUT NOW!