We were wandering through the High Country of Victoria about 12 months back and somehow the conversation around the campfire got around to the famous ‘5 Peak Challenge’ in the UK, which has been copied by runners and bike riders the world over. That thought lay dormant in my little brain for a month or so and then, not being enthused by either running or riding up hills, I got around to thinking about a ‘5 peak challenge’ in Victoria for four-wheel drivers.
That took me to the maps of the High Country, helped of course by Google, as I looked for the highest peaks you could drive to in the Victorian mountains. I quickly discounted all the roads you can travel on the blacktop, which included the highest road in all of Australia where the Great Alpine Road crosses over Mt Hotham at 1840m, or 6040ft in the old money.
Then I had to make a couple of other arbitrary decisions. Most peaks demanded you walk a few metres to get to the crest. I discounted those such as Mt Cope (at 1820m a contender early on) that needs a 2km walk to reach the highest point and any similar such mountain. I set a limit for the walk of a couple of hundred metres.
So, with that criteria, I established my list of the ‘Big Five’. They are: 1. Mt Pinnibar at 1772m 2. Mt Gibbo at 1757m 3. Blue Rag at 1726m 4. Mt Stirling at 1720m 5. King Billy No1 at 1716m
Most High Country lovers would be familiar with these peaks and some will point out that maybe Mt McKay at 1842m should be on the list; that little conundrum and how I convinced myself of its eligibility, you can read in the accompanying sidebar.
Then I figured out a route that took me to each peak and which by sheer chance leads one through most of the Victorian High Country from Corryong in the east and close to the NSW border to Mansfield at the western end of the mountain chain.
How you actually get from one peak to the other is really up to you, but I added another criterion for my trip of visiting Corryong, Omeo, Dargo, Merrijig and Mansfield along the way; you’ll probably need to anyway for fuel, beer or other supplies. And today, after the horrendous bushfires, such mountain towns need all the help they can get from passing travellers.
Finally, we were on our way, the Cruiser enjoying the run along the edge of the mountains to Corryong where we turned south and found our way to Mt Pinnibar Hut tucked in beside a trickling tributary of Shady Creek. I first camped here in the mid-1970s and have always known this timber abode as Gibson’s Hut, after the mountain cattlemen family who built it and ran cattle in the surrounding forest for generations.
There’s also a lot of track work going on around here with even new culverts and bridges being erected over what was, until recently, some challenging creek crossings. Talking to one of the road workers it’s all due to improved fire-fighting access, which I guess is fair enough. Still the drive to the top of Mt Pinnibar, the first peak in our quest to drive to all five of the highest peaks in Victoria, isn’t a doddle, the last few hundred metres sending the Cruiser scrambling for a foothold on the steep, shaly slope.
The view once we were at the top was expansive, but misty cloud (or was it smoke from those fires far to the north) obscured the grand vista of the Main Range of the Snowy Mountains, across the border in NSW, where Mt Townsend and Mt Kosciuszko are the highest peaks.
We dropped off the peak and then skirted along the ridge to Mt Anderson before making the difficult climb to Mt Gibbo, at one stage needing to slip in the Cruiser’s rear locker to climb a particularly challenging rocky step. The view from the crest again was superlative and with the sun higher in the sky the intervening mist and cloud had burnt off a little, making the view even grander.
From these two closely related peaks, separated as they are by less than 13km of mountain trails, we dropped off the ridgeline onto better forestry roads and headed to Omeo where we grabbed a few supplies and fuel.
Our next peak – No 3 in our quest – was the famous Blue Rag. There are a number of ways to get there from Omeo but we opted for an easy run across the lush, rolling plains of Cobungra Station. The 6486ha (plus 24,000ha of forest lease country) property, is one of the most prestigious cattle-breeding properties in Victoria, and one of the largest, which sold for a mere $35 million earlier last year.
Anyway, I always enjoy the drive through here, the delightful green, grassy hills dotted with cattle reminding me, more than any other place in Australia, of the verdant hills of Montana or Wyoming, which we’ve been lucky enough to visit on more than one occasion.
That evening we set up our swags amongst snow gums, just back from the edge of the cliff-lined Devils Hollow. At 1500m above sea level we were hoping for a calm and mild night, which luckily for us we got, although a small fire helped keep the chill of the night air away.
The next morning we were up with the sparrows and heading north along the Dargo High Plains Road before taking the track to Blue Rag. The route climbs quickly from the road junction, although a relatively new culvert makes access a lot easier at the very start. The 7km out to the trig on top of Blue Rag is challenging in parts, steep in others, but nearly always sticks to the top of the ridgeline and offers some fine views along the way.
Once at the top we were joined by a few other adventurers. Such is the popularity of this high peak that you can now rarely visit it without being joined by other like-minded souls. We shot a bit of video, took a few pics and enjoyed the view while having a brew. Then as we headed off we passed a couple of bike riders and a few more four-wheel drive vehicles, all heading to the top.
Having lunch in Dargo we enjoyed an egg and bacon roll from the general store, which is now adorned by a large, impressive mural. We took on some fuel, more as a thank you to the store for being open and there, than for any real need to keep the engine running. You’ve got to support these places because if you don’t they could well close their doors and we’d all be the losers if that happened.
We took the Wonnangatta River Road to Eaglevale, our wheels throwing up a cloud of dust, and then climbed Mt Cynthia before descending into the ‘Hidden valley of the Australian Alps’, the famous Wonnangatta Valley, via Herne Spur.
This steep track I tend to stay away from when it is wet … damp, even! Still, it was dry as chips and it was a bit of a doddle, even though it still had its legendary steepness. At its base we splashed through a couple of shallow river crossings as we headed along the verdant valley.
Being a Saturday afternoon and a pretty late one at that, a couple of my favoured campsites north of the old Wonnangatta homestead site were already taken, so we just pulled up above the river on a wide, open grassy flat and called it a night. Still, it was as magical as ever, and like most people, it’s a place I never get sick of.
The climb out of the valley the next morning was a long one up Zeka Spur Track, but again the track has been worked on for much of the way since I was last here 12 months or so ago, and it only took us an hour and forty minutes to get to the junction with the Howitt High Plains Road.
Heading north the road quickly gives way to the King Billy Track which drops down through ancient volcanic rock scree slopes to the headwaters of the delightful, but timber choked, Macalister River. A long climb follows which brings you to the top of the range, a major track junction and King Billy No 2, at 1690m just a tad short of our Big 5.
Taking the Bluff Track we passed just below the peak of King Billy No 1, before stopping at the short walking trail to the crest. This was the fourth peak in our quest for the top five peaks and we again unlimbered the cameras to record the event.
This route also takes you past the heritage-listed King Billy Tree, a gnarled snow gum reputed to be 500 to 600 years old, before getting to Picture Point, a bluff and impressive lookout made famous by the first The Man from Snowy River film.
Shortly afterwards the track brings you to Lovick’s Hut, built and named by one of the most renowned mountain cattlemen families. From here the track improves slightly taking you to the famous Bluff Hut, built by another celebrated mountain cattlemen family, the Stoneys.
The hut and surrounds were crowded with a group of horse riders having lunch and as we didn’t receive an invite we headed off down Link Road to cross the Howqua River just upstream from one of my mountain favourites, Bindaree Hut.
From the Howqua crossing we climbed to Circuit Road, crossing it onto Monument Track. This track was once a pretty difficult one, but recent roadworks have made the route much easier to traverse and we quickly and uneventfully slipped onto the Clear Hills Track for the final climb to our last summit, Mt Stirling.
The skies were clear when we got to the carpark and walked the 70m or so to the trig point on top of the peak. And while it was sunny, the wind was strong and cool. We didn’t stay long, just long enough to admire the expansive view and rugged mountains, and to gloat on the success of our trip and crank up the cameras before we headed back to the shelter of the Tojo.
The next stop was the Merrijig pub for a celebratory drink for having driven to the ‘Big 5’, the five highest peaks you can drive to in Victoria. The route, whichever way you choose to connect the peaks, takes you through some of the finest mountain country in Australia and some of the most scenic with some of the best campsites in the whole continent. And it’s just another excuse to experience the Victorian High Country!
That bloody Mt McKay
The highest peak you can drive to in all of Australia, I was to find out halfway through my quest, is Mt McKay.
We had just come down onto the Dargo High Plains Road from summiting Blue Rag when we met up with a video crew filming the latest Nissan Navara ad. One of the crew, a keen four-wheeler, let me know about Mt McKay.
‘Shiiiit’, I thought, ‘Is there some way I can discount this peak, or will I have to include it?’
Back home after my drive through the mountains I checked the info available on Mt McKay. I had assumed that any peak within cooee of Falls Creek was out of bounds for vehicles; I was wrong.
You can certainly drive to Mt McKay … and it’s via a dirt road – albeit a good dirt road hailed as a tourist drive – from the Falls Creek village.
So, for this story I discounted it. And later when I wanted to go there I couldn’t because of all the fires tearing through the mountains. Bugger!
So, you can include this 1842m peak if you wish – you’re sure to enjoy the drive across the Bogong High Plains and around Rocky Valley, but most of it is on bitumen with only the last few kilometres being a dirt road.
Travel Planner
From Corryong to Mansfield via the 5 Peaks is about 700km, depending on your actual route and whether you go to Mt McKay.
Driving time for this challenge will depend on how committed you are and how much you want to enjoy the experience. You could do it in three days (or even shorter) but why hurry?
Supplies and fuel are available at Corryong, Benambra, Omeo, Dargo and Mansfield, so you shouldn’t have any issues in that regard.
You’ll need Hema’s map of the High Country as well as a Hema navigator loaded with the Vic High Country map.
Be well prepared as many of these tracks are rated as ‘double black diamond’ which demands experience and a very well set-up vehicle.
Snow and cold weather can hit at any time in these mountains so have the appropriate clothing and sleeping gear.
You’ll be in the Victorian Alpine National Park for most of the time so check the Parks Victoria website for the latest track closures, fire warnings etc.
After fitting an AMVE aluminium canopy to our long-term test Ford Ranger, we knew the standard mirrors were no longer going to cut it. Sure, the canopy isn’t super wide, but it’s wide enough that the view to the rear was partially blocked when using the OE mirrors.
While there are plenty of towing mirrors on the market, we didn’t really want a set that stuck out like Dumbo’s ears, so we considered ourselves quite fortunate that MSA 4X4 had just developed its new ADR-compliant Towing Mirror range, and was keen for us try them on the Ranger.
The beauty of the MSA 4X4 Towing Mirrors is, when retracted, they look pretty much like OE mirrors, and even in their retracted state they offer a wide viewing angle. For the ideal view around wide trays, canopies and trailers, the mirrors have four positions: retracted with the mirrors in a vertical position; retracted with the mirrors in a horizontal position; extended with the mirrors in a vertical position; and extended with the mirrors in a horizontal position.
When driving on the road, we found setting the mirrors in their extended vertical position was ideal for seeing around the canopy. If towing a van or other large trailer, you would then flick the mirrors down into their extended horizontal position.
For tight off-road tracks or for when parking in tight spots, it’s little effort to simply push the mirrors back into their retracted vertical position.
On our trip to Tassie, the MSA 4X4 Towing Mirrors copped a beating, particularly on tight tracks such as the run to Montezuma Falls, as well as through some scrubby country in the Wellington Range.
Despite the knocks, the mirrors stayed in their set position and suffered no more damage than you’d expect of OE mirrors – just some minor bush pinstripes.
The mirrors feature a heavy-duty extension slide that’s been thoroughly tested for strength and durability, and the vehicle’s remote mirror adjustment is retained. In fact, on vehicles fitted with heated mirrors and positioning/indicator lights, these features are also retained on the MSA 4X4 Towing Mirrors.
The MSA 4X4 Towing Mirror range is expanding all the time and currently covers vehicles including Ford Ranger and Everest, Holden Colorado, Nissan Patrol (Y62), and Toyota Prado, Hilux and Land Cruiser (70 and 200), and they are available in black or chrome finishes. We obviously opted for black on our black-on-black Ranger.
The benefit of towing mirrors when your vehicle sports a wide tray or canopy – or when towing – is obvious, but the fact you can now have towing mirrors that don’t look like towing mirrors is priceless.
RATED Available from: msa4x4.com.au RRP: $845 We Say: Tough, versatile towing mirrors that don’t look like towing mirrors.
WITH the Easter Jeep Safari canned for 2020, we thought we’d take a stroll down memory lane and take another look at some of the best EJS creations from years past.
Jeep Wayout concept
The Wayout had tongues wagging at the 2019 Easter Jeep Safari, with its roof-top tent, large canopy, 270-degree awning, a Mopar/Decked bed-drawer system, two custom-fit auxiliary fuel tanks, an ARB on-board air system, two-inch lift kit, 37-inch muddies and a 12,000lb Warn winch.
Jeep Flatbill concept
Also unveiled at the 2019 EJS, the Flatbill was the ultimate hauler of fast toys. The concept had its tray removed and wheel ramps added, and it also featured a shortened front bumper, a skid plate to improve the approach angle, Dynatrac Pro-Rock 60 front and rear axles, an Off-Road Evolution custom four-inch lift, large rear bypass shocks, and 40-inch rubber.
Jeep Gladiator Gravity concept
Jeep threw the full Jeep Performance Parts (JPP) catalogue at the Gravity concept, to show off the gear that’d be available when the stock Gladiator landed in showrooms. This included the Mopar cross rails in the tray, Mopar/Decked truck bed storage system, a JPP two-inch lift kit, plenty of LEDS, heavy-gauge steel JPP rock rails, cold-air intake, and a cat-back exhaust system for extra zip.
Jeep 4SPEED Wrangler concept
The 4SPEED concept was dressed in custom carbon-fibre – the bonnet, fender flares and rear tub – to make it 408kg lighter than stock. The neat, little 4SPEED had its seats refitted with snowboard jacket material, and it rides on BFGoodrich KM2s wrapped around Forgeline wheels. The wheelbase was shortened 22 inches.
Jeep Wagoneer Roadtrip concept
The Wagoneer Roadtrip concept was one for the traditionalists, and it was the darling of the 2018 EJS line-up. Based on an original 1965 Wagoneer, the 5.7-litre HEMI-powered Roadtrip may look original but it features a wheelbase (and body) that has been lengthened by 125mm, and a track has been widened and now sports Dana 44 front and rear axles with diff locks.
Jeep Grand One concept
The Grand One harks back to the glory days. 2017 marked the 25th anniversary of Grand Cherokee production, and Jeep celebrated by unveiling the Grand One. To celebrate, open the rear deck, slide out the lamp assemblies and you’ll find a bottle of Jack Daniels and shot glasses hidden in the tail-lights. The Grand One features a 5.2-litre V8, four-speed auto, front and rear lockers added to a pair of Dana 44 axles, a two-inch lift and 33-inch BFGoodrich Mud Terrain KM2s. Jeep also stretched the wheelbase three inches.
Jeep CJ66 concept
The build the retro-modern CJ66, the Jeep crew melded a 1966 CJ-6 Tuxedo Park body with a TJ chassis. They then slotted in a crate 5.7-litre Hemi, backed by a late-model six-speed manual transmission. Other features a pair of Mopar Dana 44 axles from Jeep Performance Parts (JPP), 17-inch JPP beadlocks, 35-inch BFGoodrich KM2 muddies, two-inch JPP suspension with Fox shock, a Warn 9.5ti winch, Simpson harnesses,a quick-access spare tyre, air compressor, and custom rock rails.
ANYONE who has driven a new vehicle from SsangYong’s current line-up should have been pleasantly surprised by the vehicle’s quality, equipment and the way it drives. Certainly if you had any experience with the marque’s vehicles from 20 years ago.
The South Korean manufacturer of SUVs and utes is no longer just a budget vehicle brand; although, its products remain to be great value. Like other Korean auto brands, its products have stepped up greatly, with some of them challenging the more recognised brands.
Much of this across-the-board improvement stems from a bailout in 2010 by Indian manufacturing leviathan Mahindra & Mahindra, when it bought 70 per cent of SsangYong to pull it out of near-insolvency.
Things might change again after Mahindra this week pulled back on its support of SsangYong, cutting back on planned further investment. As recently as February, Mahindra announced a US$423million package to turn SsangYong around to be profitable by 2022. But, this week, under the shadow of the coronavirus and a government imposed 21-day lockdown in India, M&M has rethought its input.
“After lengthy deliberation given the current and projected cash flows, the M&M board decided that M&M will not be able to inject any fresh equity into SYMC (SsangYong Motor Company) and has urged SYMC to find alternate sources of funding.,” said a company statement issued by Mahindra.
Mahindra has offered a one-off cash injection of close to US$33million over three months to help SsangYong stay in operation while it looks for any alternate sources of funding.
SsangYong only returned to Australia in 2018 with an impressive model line-up and 40 dealers around the country. In a statement to those dealers, SsangYong Australia’s recently appointed Chief Operating Officer, Chris Mandile, said this week, “Mahindra remain committed in maintaining its current position with the SsangYong business. SsangYong have a three-year business plan and structures to support its operations both here and abroad.”
As well as looking for alternative investment, SsangYong Korea has already embarked on strengthening the business against the effects of the virus-related downturn, with a range of innovations across a number of areas, as well as improvements to its financial structures .
The current SsangYong Australia line-up includes the Musso and Musso XLV pick-ups, and the Tivoli, Tivoli XLV, Rexton and Korando SUVs. All SsangYong vehicles are covered by a comprehensive seven-year unlimited kilometre warranty that includes roadside assistance and capped price servicing for the full seven-year period.
TOYOTA’S popular-selling LandCruiser 200 Series, Prado, Hilux and FJ Cruiser are among a mass recall of petrol-fuelled models that totals some 45,683 when you add in passenger cars and SUVs.
The recall concerns the in-tank low pressure fuel pump which can cease operating and cause the vehicle to stall, run roughly, or at least light up the dash with warning lights. Toyota will replace the defective fuel pumps free-of-charge regardless of whether it has faltered or not, to prevent any future issues.
The affected vehicles were manufactured between 2013 and 2019. Owners can search to see if their vehicles are affected at the ACC website here, but Toyota should be in touch with owners to let them know if their car is involved.
Diesel-fuelled vehicles are not affected and owners of them need not worry.
For further information, consumers should contact the Toyota Recall Assist helpline on 1800 987 366 (Monday to Friday, 8am – 6pm AEDT).
Aussie-based 4×4 specialists Patriot Campers has made a name for itself with innovative builds and products, and its latest camper trailer, the Patriot Campers X3 camper trailer, certainly looks the part.
Recently released for the Australian market with prices starting at $69,990, the X3 camper trailer is based on the chassis and suspension of the X1 and has been upgraded with new materials, engineering, and plenty of away-from-home luxuries.
Measuring in at a compact 3.75m long and 1.85mwide, the X3 can be expanded to offer approximately 30m² of indoor and outdoor coverage. According to Patriot Campers, the X3’s CS3 Integrated Tent is said to offer the fastest set-up and pack-down in its entire range of camper trailers, while its awning is PCOR’s world-first ripstop awning that uses a patented Hexocore material.
The interior living space features a flexible L-shaped lounge area with a fold-out table, optional pop-up power outlets and coffee machine, and a gel-top double mattress with an additional pull-out bed. Depending on configuration, Patriot Campers says the X3 can accommodate three to four occupants.
Around the outside, Patriot Campers has taken the X1’s L-shaped kitchen layout and expanded it. Patriot Campers say the X3’s outdoor kitchen is 27 per cent larger than the kitchen fitted to the X1 and comes fitted with a 75L dual-zone fridge freezer – the largest the company has offered in a camper trailer.
When it comes to utility, the X3 features a diesel heating system for the kitchen sink and shower, twin water tanks with a total of 130L of capacity, and a power system that features a 1500W inverter system and two 150Ahr AGM gel batteries – with lithium battery upgrades and 80W solar panels as optional extras.
Thanks to the use of lightweight materials in its construction, the X3 has a tare weight of 1120kg. As to not hinder the off-road capabilities of the towing vehicle, the X3 boasts 500mm of ground clearance and a 40° departure angle.
WITH the first-ever Ranger Rover launching in 1970, this year marks the 50th anniversary of the iconic nameplate.
In the lead-up to the milestone – officially taking place in June, 2020 -we thought we’d take closer a look at this pristine 1990 two-door Classic, resto-modded by the pros at Legacy Overland.
The hero of this example is a transplanted GM 430hp (321kW) LS3 6.2-litre V8 engine, which runs through a 4L85e four-speed automatic transmission. To cater for this power gain, the CV joints, stub axles and flanges were all upgraded in high-grade steel; automatic torque biasing (ATB) limited-slip diffs are used; the transfer case has been strengthened and upgraded; and heavy duty coils carry the weight.
To maintain the original look, the Jade Dark Green hue remains but with a 21st century metallic tweak, while the original five-spoke Rangie alloys have been restored and live within BFGoodrich 265/75R16 tyres. The result: immaculate.
This theme continues on the inside, with restorations performed by hand to maintain the original look and feel. To this end, a Sony Bluetooth receiver and four speakers were installed out of sight, to get the best of both worlds.
Other features include: – Underbody painted with raptor-type paint for extra protection – Original gauge cluster with Dakota Digital conversion box – Lokar shifter – Lokar shifter indicator – Latchwell E-Stopp push-button parking brake – Britpart performance disc brakes front and rear – OEM rebuilt power steering – Terra Firma adjustable steering linkage – Battery kill switch in cubby box – Hidden key lockbox with code locking mechanism welded to frame – LED headlamps – Hella Rallye 100 spot lamps – Rear-mounted tow hook – Interior in custom made saddle leatherette with black piping – Custom installed black fibre carpet – Electric rear view mirrors
An ebony blackness hung overhead, restricting any light from penetrating the omnipresent fog that obscured the night sky. In the distance, headlight beams penetrated the mist and we could hear the whine of diesel mills spinning at redline.
Voices commanding “winch in, winch in … winch out” could be heard toward the crest of the mountain and in the valley below.
Viscous, knee-deep mud that had poured over the cuff of my boots was now oozing between my toes and the sub-tropical heat had induced a continuous stream of sweat from our pores.
The clock indicated 04:00 and we’d been on the move since 07:00 the previous day. Such is life as a journalist reporting on the Rainforest Challenge (RFC), ankle-deep in one big, fat marathon mud-fest. I slung my camera around my back, picked up a winch line, and slogged up the hill. This night was about survival.
There are few events remaining in the world that capture the essence of the infamous Camel Trophy (CT). Back in the day, the Trophy was a no-holds-barred competition that demanded every fibre of intestinal fortitude, mechanical knowledge and driver ability to survive. The RFC follows suit, pushing competitors, support teams, organisers and media to their physical and mental limits.
Their motto is “not for the faint of heart”, and once you set foot in the saturated red soil one quickly realises the validity of this statement.
The general route is reconnoitered in advance, but this might have been several months or up to a year earlier, and anything can happen in the jungle. Monsoon rains have a tendency to take out sections of road or entire bridges, the government might dig an elephant trap across the track, or a tribal chief might deny access.
The competition is ambulatory, moving from bivouac to bivouac, but the draw for the adventure-minded rests in the transit stages.
Elephant Traps and Bush Engineering
Ten days earlier we were on the streets of Kuala Lumpur, the nation’s capital, observing the scrutineering process and making sure our camera gear was ready (as possible) for the monsoon. We were also preparing to be fully self-sufficient for a multiday slog through Southeast Asia’s most mysterious jungle.
Our destination was the Kelantan region, mountainous heights home to roaming elephants, venomous snakes, ravenous leeches, and five-inch scorpions. It is also the traditional lands of the Temiar, the largest of the Orang Asli tribes (original people) on the Malayan peninsula, who have occupied the highlands for millennia.
After a few days of mild terrain near the eastern coastline, we turned off the pavement near Tanah Merah on a muddy track and entered the dark, damp domain of the Temiar. Our media team consisted of Tommy Chung and wife Florence (owners of Kepong 4×4), and Polish videographer Bartek Kosiorek.
During the coming days of cramped quarters and adverse conditions we would most assuredly come to love or hate each other. The destination was the village of Kampung Bering, and we were informed that it had not been visited by outsiders in nearly a year.
The cause for this isolation was quickly apparent – the track narrowed, the mud deepened and downed trees blocked the way. An old chainsaw, circa 1980s, was brought up to the front of the group and we dispatched the interlopers.
Though we were a large group, this was our only chainsaw (Malaysia is not a rich country). But it was a Stihl, easy to work on, and we figured we could keep it alive. The tree-removal exercise hit replay numerous times that morning.
At midday, the lead vehicle stopped and two of the crew headed into the bush, chainsaw in hand. After the ensuing machine-gun debate (in Malay, I didn’t understand a word), we deciphered that they were selecting which trees to fell.
Apparently, the government had constructed an elephant trap a kilometre ahead. Elephant traps, cavernous trenches that run for miles through the Highlands, are four-metres deep and as many wide. Designed to keep the four tonne pachyderms out of agricultural land to prevent them wreaking havoc in villages, this posed a significant roadblock. And so the fun began.
In CT style, everyone dismounted and showed up ready to work with shovels, rigging equipment and winch lines. As logs (runners) were dragged in, vehicle track widths were measured, and a second team cut slots on opposing sides of the trench.
Using a Pull Pal ground anchor and a good measure of elbow grease, we winched each log into place and strapped them together. The key to success is log selection and placement.
Three runners are used for each tyre, with the middle runner setting slightly lower than the other two, which keeps the tyres in “the groove”. A few hours later the first vehicle, the guinea pig, gently crept across. Success!
Shaman and Communists
The days began to meld together like an aqueous continuum; swamped in murky brown rivers, decrepit bridges from the region’s logging industry days, and winch lines. On the afternoon of the fourth day we arrived on the banks of the Sungai Nenggiri (mighty river), where a four metre vertical ledge and a hundred metres of water lay between us and our next bivouac. Shovels and winch lines were deployed, and one by one we slid down the embankment, into the water, and drove or winched to the other side.
While the rest of the group was clearing the river, a young man appeared from the jungle. Without a common word, we shared friendly greetings and he motioned for me to follow him up a footpath. A few hundred metres through the bush we entered a broad clearing dotted with simple bamboo huts on stilts.
Curious faces peered from windows and door openings, watching as we walked towards his home where he introduced me to his family. This was Kampung Bering, one of several traditional villages of the northern Temiar. Several people moved into doorways and porches, and we made our rounds visiting each. Graceful and reserved, we could only smile and acknowledge our approval of each other.
Smoke seeped from the porous walls of a small hut in the middle of the compound. My host led me to the door, opening it slowly as the afternoon light flooded its dim interior. In the middle next to a small fire was an elderly man. The Temiar revere their elders, and Kule, at 101 years of age, was the spiritual leader and senior member of the tribe.
During World War II, when the expansion of communism from the north was a constant threat, he was enlisted as a bush scout by the British Army to warn of attack by northern insurgents. Sitting down in the dirt just outside the threshold, we acknowledged each other and shared a few magical moments of intercultural friendship.
That night we piled in under a tarp city and set up our cots as the monsoon pounded the earth with a deafening thunder. Exhaustion, sleep deprivation, and the elemental need for comfort are interesting bedfellows. As one attempted to claim a dry sliver of real estate in our open-walled abode, you soon realised that the dryer you were, the wetter your teammates would be.
The solution was sleeping head-to-head in the middle, so only our feet would be in jeopardy. Staying dry was a team effort, each of us jumping to action when a lake developed overhead or a guy-rope failed. Nourishment, also a primal trait, can be the demise of the most-prepared expedition.
Each night we’d enjoy a small snack and distribute our ration of alcohol (one beer) before heading to the mess tent where the cook crew served up rice and some type of meat or fish. No one went hungry.
Europeans, Afterlife, and Hell Night
The Europeans were latecomers to Southeast Asia, the Portuguese claiming the Malayan Peninsula in 1511. They ceded to the Dutch, who eventually yielded to the British. But the region’s chronical of occupation reaches back to before the birth of Christianity.
Like many of the smaller, less powerful tribal regions, the Malay have been conquered, subjugated and influenced by a global medley of social and religious flavors – the Hindu, Muslim and Buddhist have all shared a hand in the development of this polytheistic society. But the northern Orang Asli, living in a region that attracted little attention, were typically left alone.
They are considered animists, believing in the power of trance, dreams, shaman, spiritual healing, and the afterlife. The land provided everything they needed, and tribal life remained relatively stable until the British created a remote outpost at Pos Gob during World War II.
The most isolated village in Malaysia, Pos Gob would be our final bivouac. Today, this small settlement near the Thai border serves as the tribal centre for the Temiar. Power is supplied by a diesel generator a few hours a day, there is satellite Wi-Fi for emergencies, and a government doctor visits by helicopter once each month. It is truly the end of the earth.
The following two days of competition left many teams low on fuel, short on supplies, and in need of mechanical assistance or a tow strap. Whether by necessity or desire, everyone was ready to find the pavement, a shower, and a coldy at the awards celebration that evening in Kuala Betis. There were two routes: one was easy but longer, the other more direct but challenging. The group split, and being the macho guys that we were, we selected the straight-line approach. Big mistake.
The morning and afternoon were consumed with winching each other through bottomless mud bogs and rebuilding bridges. Darkness arrived and the jungle awoke with a symphonic cacophony of, well, everything – bugs, beetles, bats and a barrage of scary noises from its depths.
We heard over the radio that Group B, which took the long way, had arrived at the hotel at about 20:00, enjoyed dinner and libation, and were probably counting sheep. Around midnight we deducted that we were eight miles from Easy Street, but at the moment we were still knee-deep in mud, daisy chain winching our way over hell mountain. The RFC was testing our fortitude.
We finally reached a two-wheel-drive road at about 06:00, as the rising sun began to illuminate the eastern horizon. While regrouping for the stragglers, the rescue team showed up from town with a few cases of water and Tiger beer. Our supplies had been depleted, and we chugged down a few of each like hyaenas in a Kalahari drought.
Tired but triumphant, our little team of four had emerged with nary an injury or mechanical issue; to boot we had become the best of mates. Emotions were a pungent mix of exhaustion, adrenaline and elation, the perfect end to 10 days in the Malaysian Highlands.
Editor’s note: If this type of Malaysian maelstrom sounds like your cup of mud, we offer you a few options. Join the RFC Adventure Tour, which follows the race as we did, or register for the Rainforest Trophy, a non-competitive trek of similar magnitude.
The opportunity to drive the new Land Rover Defender ahead of its launch in a wild and beautiful place was an opportunity of a lifetime. It becomes even more special in light of events since then as getting around the world to drive anything has become a lot harder if not impossible.
The official media launch of the vehicle that was set to happen in the UK in April has been postponed to a date yet to be announced although release dates of the Defender remain unchanged.
Land Rover says its new Defender is the most off-road capable 4×4 the company has ever made and that’s a pretty big statement when you look back on its history of off-road vehicles.
With its plethora of electronic traction systems, auto-locking differentials and height adjustable suspension that permits higher than usual ground clearance for uneven terrain, the new Defender, like most modern Land Rovers that ride on derivatives of this platform, is pretty amazing.
But driving along the dusty tracks of northern Namibia where the terrain was ever changing had me thinking that height adjustable or not, there’s no real comparison to genuine, fixed-height ground clearance.
The advantage of height adjustable suspension is that it allows the vehicle to be efficient and more dynamic when travelling at faster speeds on a highway or open tracks, and then be raised when needed to clear over steps, rocks and other obstacles. This is instrumental in the ‘Breadth of Capability’ philosophy that Land Rover applies to all of its new vehicles.
But the system’s shortcomings become evident in varied terrain when you’re driving along and the ground changes to a point where you need to raise the suspension, which takes some time, and then greatly affects the ride quality and performance if you drive in the raised setting.
This is opposed to driving a vehicle like a classic Defender, that has plenty of ground clearance in its fixed position (even more with aftermarket upgrades) but you can drive along confidently without worrying if you are going to clear that bump or if the suspension has automatically dropped back to the standard road-going height setting.
Sure, the tall fixed height means the old vehicle won’t be as fuel efficient or sporting on road, but at least you know exactly where you are at as you drive it along the tracks.
Having a huge breadth of capability might be nice when you’re trying to create one car to do everything, but it’s not ideal when you want a specialised vehicle like a dedicated off-roader.
AMERICAN Hummer H1 restomod specialists, Mil-Spec Automotive, has taken its know-how with the H1 and applied its expertise to something more current, the popular Ford F-150.
According to Mil-Spec, the Ford F-150 by Mil-Spec Automotive was developed by the same team behind its H1 creations and takes plenty of inspiration from the iconic off-roader.
The most prominent feature of the F-150 is its Baja-style widebody; although, Mil-Spec also rejigged the suspension setup with its Baja Suspension Package, which introduces a wider track coupled with the fitment of Fox 3.0 F-150 long travel performance shock absorbers.
The suspension package widens the Mil-Spec F-150’s tracks by 183mm over the F-150 Raptor – and 343mm over the standard F-150 – and lends the beefed-up pick-up 279mm of wheel travel up front and 305mm around the rear, with 406mm of ground clearance.
Mil-Spec also tweaked the F-150’s powertrain, opting for the F-150’s naturally-aspirated 5.0-litre V8 engine, which has been tweaked from 295kW to 373kW, instead of the F-150 Raptor’s 335kW 3.5-litre turbocharged V6.
Prices for the Ford F-150 by Mil-Spec Automotive start from USD$85,000 (AUD$140,000), which is a significant premium over the USD$55,000 American Ford dealers would ask for a standard F-150 Raptor, before counting in the optional suspension and appearance package.