The past year has been a big one for us, taking in many of the iconic 4×4 tracks and destinations that are held dear by four-wheel drivers across the country. In amongst all the travels, we managed to spend some time in Central Australia taking in the delights of the eastern and western MacDonnell Ranges.
While there, and for something a little different, we went into the magnificent verdant gorge of Palm Valley, south-west of Alice Springs, with Finke River Adventures (finkeriveradventures.com.au) on their Can-Am ATVs. They have a special licence to operate within the park and through the adjoining Aboriginal land, which allows you to get off the main access road into the park. Needless to say we had a ball, with the trip starting at the historic Aboriginal settlement of Hermannsburg.
Hermannsburg itself had been established by Lutheran Missionaries in 1877 and was the first European settlement in the heart of the continent, and for many years the largest. Today the Hermannsburg Historic Precinct (hermannsburg.com.au) is well worth a visit.
It had been ages since we had visited and wandered around the delightful oasis that is Palm Valley, which was first discovered by Europeans when Ernest Giles stumbled on the place back in 1872. He named this impressive valley the Glen of Palms, while Ferdinand von Mueller, the eminent botanist based in Melbourne, identified the palms as Livistona mariae – a very old species found in North Africa.
More modern researchers, with the knowledge of tectonic plates and continental drift, thought the palms were a hangover from a distant Gondwana land. Even the local government and tourist paraphernalia back in the 1990s waxed lyrically about the red cabbage palm, stating it was a survivor from a much wetter rainforest past when Australia was connected to Africa and Antarctica.
Now the most recent research has blown that theory out the window and claims the palms of the Finke River are the same species as you’ll find at Mataranka in the tropics of the NT, and at Lawn Hill in the Gulf Country of Queensland. More surprisingly is the fact that they only became separated from each other about 15,000 years ago, which is a long way short of the 100 million years when the continent was a part of Gondwana.
The question now is how and why these three lots of palms, separated by 1000km or more, came to be in Central Australia, and if humans were involved in their long-distance dispersal. Going by the signs at the start of the walk into the valley, the jury is still out on how they got here.
There are three theories, but the old one from Gondwana land has lost credibility in the last few years, so that leaves two. One is that birds ate the fruit and then flew south and dropped the seeds, which resulted in the verdant extravaganza we now have. Another is the palms being brought to this gorge sometime in the distant past by Aboriginal people. The latter seems to be the most likely scenario, but it raises the question, why only to these three very separate places?
No matter what the answer turns out to be, Palm Valley, with its impressive red rock walls and its verdancy of palms and ancient cycads, is certainly a place not to be missed. And a visit here is even more fun on a Can-Am, so put it on your list of things to do next time you are in Central Australia!
Eats utes for breakfast, drinks fuel like a sailor? Well, not quite, because when we tested the 5.7-litre Hemi V8 that exclusively powered the RAM 1500 pick-up until now, it proved surprisingly frugal … for a huge petrol donk, that is. But with the recent release of the RAM 1500 Laramie V6 EcoDiesel to the Australian market, you can now have your big slice of American pie and eat it too.
Sure, some of the charm of driving around in a Ram 1500 is the fact it has a stonking great V8 under the ‘hood’ that pumps out a more-than-handy 291kW (395hp in the old language), but for those who can live without that top-end poke and the sweet V8 soundtrack, the new 3.0-litre V6 diesel engine is a more-than-worthy Ram powerplant.
Powertrain & Performance
THE ECODISEL is essentially the same VM Motori 3.0-litre V6 turbo-diesel engine that powers other FCA product including the Jeep Grand Cherokee, and the obvious benefit in choosing the oiler over the petrol V8 is the former’s better fuel economy, which brings much greater touring range, no doubt attractive to those who intend to tow a large ’van and the like over long distances.
This diesel is no one-trick pony; as well as impressive fuel economy it also packs a decent punch in the torque stakes, producing a meaty 569Nm at 2000rpm. By contrast, the Hemi V8 only makes 556Nm at a considerably higher 3950rpm. Yep, for those who have heavy loads to carry and/or big trailers to haul, the EcoDiesel suddenly starts to make a lot of sense.
Like all Ram 1500s, the V6 EcoDiesel is an auto-only proposition, scoring the same eight-speed TorqueFlite transmission as the Hemi V8, with the same gear ratios. Even the final-drive ratio is the same 3.92:1 offered with the Hemi V8 for those who want a 4500kg towing capacity, but in the case of the EcoDiesel the maximum braked towing capacity is limited to the class-average 3500kg. For the record, the third option in the Ram 1500 line-up is the Hemi V8 with a taller 3.21:1 final drive ratio, and like the EcoDiesel this model has a 3500kg towing capacity.
The Ram 1500 runs a selectable on-demand full-time 4×4 system operated via small buttons on the dash below the gear-selector dial, allowing the driver to choose between 2WD, 4WD Auto, 4WD Lock and 4WD Low.
At $109,950, the Ram 1500 Laramie 3.0L V6 EcoDiesel doesn’t come cheap – that’s a full $10K more than the equivalent Hemi V8 1500 Laramie – but like its petrol-powered stablemate it’s packed with creature comforts and standard equipment.
The Ram 1500 Laramie is also a lot of ute for the money, measuring 5817mm long and 2017mm wide, with a long 3569mm wheelbase. And while its relatively modest 735kg payload doesn’t match dual-cabs like the Ranger or Hilux, the Ram’s tub is enormous at 1712mm long, 1687mm wide and a full 1295mm between the wheel arches.
On-road ride & Handling
CLIMB ABOARD the Ram 1500 and fire up the engine and one of the first things you notice is just how quiet it is. There’s no diesel clatter at idle and even a blip on the throttle results in a muffled response.
There’s no doubt about it: the V6 oiler is one of the smoothest turbo-diesel engines around, and the Ram adds to this feeling of refinement thanks to an abundance of sound-deadening material that ensures the cabin is whisper quiet, even at freeway speeds. Sure, there’s a hint of wind noise around the mirrors, but it’s nothing too intrusive, and road noise is also well-suppressed.
Performance isn’t what you’d call scintillating, but the V6 EcoDiesel Ram ain’t no slouch either. Ask it the question and it answers with linear acceleration, pulling all the way from idle to the 4500rpm redline, where the auto will smoothly grab another gear that sees the Ram continue on its way. You need to keep an eye on the speedo on the open road because the unfussed and quiet way in which the Ram goes about its business could soon see you exceed the speed limit without realising it.
Like most of the dual-cab 4×4 utes on the market the Ram 1500 has independent front suspension, but you won’t find leaf springs on its live-axle rear-end; instead there’s a live-axle with coil springs, which no doubt aids the impressive unladen ride quality. Even as road surfaces deteriorate the Ram remains composed and predictable, with the electric power-assisted steering offering good feel and feedback.
You could be forgiven for thinking a vehicle this big wouldn’t be much chop on crook secondary backroads, but again it surprises with its impressive ride quality and assured handling. Push it through corners and it holds its line nicely with minimal body roll, and it doesn’t get unsettled by minor mid-corner steering corrections.
Those big 20-inch rims wear 275/60R20 Hankook Dynapro HT tyres that offer a reasonable sidewall, which no doubt aids ride quality; on the road the tyres provide plenty of grip and surefootedness when cornering, without generating too much noise. They also work well on gravel roads, and slipping the Ram into 4WD Auto ensures there’s plenty of traction on slippery road surfaces.
If you’re used to driving a dual-cab ute, the Ram 1500 won’t feel all that big when driving around town … until you try to park it, that is. Yep, it’s certainly long, so you’ll need to choose your parking spaces wisely. However, a decent steering lock results in an acceptable 12.1m turning circle, and deep windows and big mirrors aid outward visibility.
Claimed fuel consumption is an impressive 11.9L/100km and (unusually) we bettered that on test, recording an impressive average of 9.6L/100km over 800km of commuting, highway, freeway and backroad touring, as well as a modicum of sand driving – when you consider the Ram 1500’s size and its brick-outhouse aerodynamics, that’s some seriously impressive fuel economy.
By comparison, when we recently tested a Ram 1500 Hemi V8 with the same 3.92:1 final drive ratio, it recorded 17.6L/100km. With a generous 98-litre fuel tank, the diesel Ram should do a shade over 1000km between refills compared to just over 550km for the petrol model.
The third Ram 1500 Laramie option – the Hemi V8 with a taller 3.21:1 final drive ratio – has a claimed combined fuel consumption figure of just 9.9L/100km. However, a real-world figure would likely be closer to 14L/100km unless most of your driving was on the freeway, so there’s no doubt the V6 EcoDiesel is the pick of the range for those who need to travel long distances between fuel stops.
Off-road
WITH LIMITED approach and ramp-over angles, off-road performance is not the Ram 1500’s forte, but having said that, it has reasonable ground clearance and vital underbody components are tucked up and out of harm’s way, as well as protected by a series of crossmembers and bash plates.
Not wanting to damage the unprotected sills (side-steps are optional on this model) we took it pretty easy off-road, with a run along some soft river sand and a few rough bush tracks. Even with tyre pressures dropped to 16psi, the Ram wasn’t all that happy in the sand with the transmission left in Drive, as it wanted to upshift too early resulting in a loss of momentum. Manually shifting using the buttons on the steering wheel improves sand performance markedly, but there’s no getting away from the fact that this is a big, heavy truck with a hefty 2715kg kerb weight.
Despite the limited off-road angles, the Ram offers decent wheel travel up front and impressive axle articulation at the rear, and if you exceed that, the electronic traction control works well at arresting wheel spin despite the road-oriented highway-terrain tyres. Low-range gearing is excellent, with an overall reduction in first gear of 48.7:1.
Cabin & Accommodation
THERE’S PLENTY of space inside the Ram 1500 for all occupants, but taller drivers might find head room a bit tight and the driver’s footwell is cramped due to an intrusive transmission hump. Nevertheless, the driver’s seat offers a good range of power adjustment and nice lumbar support; there’s pedal adjustment and the steering wheel offers tilt (but no reach) adjustment.
The front seats are heated and ventilated, while the rear seats offer heating only. The generous cabin means there’s plenty of storage throughout including a wide centre console with large bins and a double glovebox, and there are a number of 12V power outlets and USB ports.
You’ll easily fit three adults across the wide rear seat, and they’ll all be pleasantly surprised by the leg room on offer, as well as the rear air-conditioning vents. The split rear seat bases fold up and there are pullout platforms that provide a flat load area, so if you haven’t filled the rear with occupants you’ll be able to stow large items behind the front seats.
The conversion from left-hand drive to right-hand drive by the Walkinshaw Group has been very well executed, with important controls such as the gear selector and 4WD selector shifted across to the driver’s side for ease of access. There’s plenty of black leather and trim throughout the cabin, but this is contrasted by silver and faux woodgrain trim pieces and a light grey roof lining, which adds to an overall feeling of spaciousness. Fit and finish isn’t perfect, with a couple of loose trim pieces on our test vehicle, but it’s pretty damn good.
In addition to the massive centre console, other cabin highlights include the bright 8.4-inch colour touchscreen with Apple CarPlay/Android Auto, the seven-inch multi-view instrument cluster and the awesome Alpine sound system. A power tilt/slide sunroof and opening rear window are also standard Laramie-spec items.
Practicalities
WHILE IT only has a 735kg payload capacity, the Ram’s tub will appeal to those carrying large items. The tub comes with a spray-in bedliner and has four cargo tie-down points in the corners of the tub’s floor.
The big tailgate features assistance so it’s not nearly as heavy to operate as you’d expect, and it locks with the remote key fob. Standard load-tray illumination is another handy feature, and a soft tonneau cover and heavy-duty tow bar are offered as optional accessories.
When it comes to vehicle recovery, there are two big recovery points up front and, with a 50mm hitch at the rear of our test vehicle, the usual variety of rated recovery receivers can be used.
The Ram 1500 Laramie features most of the other stuff you’d expect to find on a high-end vehicle such as remote keyless entry, dual-zone climate control air-conditioning, Bluetooth connect, fog lights, cruise control, heated door mirrors, parking sensors, reversing camera, TPMS, rain-sensing wipers, auto headlights (and auto high beam) and more.
On the safety front the Ram 1500 Laramie scores driver and front passenger airbags, and front seat side and curtain airbags; traction, stability and trailer sway control; electronic brake force distribution; hill start assist; and three child seat anchors.
Summary
THE 3.0L V6 ECODIESEL will be the Ram 1500 Laramie many buyers have been waiting for, and it certainly doesn’t disappoint in either the economy or performance stakes; but at $10K more than the petrol Hemi V8 equivalent, you probably wouldn’t buy it for the fuel economy advantage alone. The V6 EcoDiesel’s trump cards are its far superior touring range, it’s abundance of low-rpm torque and its surprising refinement.
On the downside, the V6 EcoDiesel can’t match the Hemi V8’s optional 4500kg towing capacity, and at 735kg its payload is 65kg less than its petrol-powered sibling; but if you’ve been hanging out for the oiler, you certainly won’t be disappointed.
If you’re after a full-size turbo-diesel American pick-up that’s backed by a three-year/100,000km warranty, the Ram 1500 Laramie 3.0L V6 EcoDiesel is a worthy contender.
RAM 1500 LARAMIE V6 ECODIESEL SPECS: Engine: 2988cc V6, DOHC 24v turbo-diesel Max Power: 179kW at 3600rpm Max Torque: 569Nm at 2000rpm Gearbox: 8-speed automatic Crawl Ratio: 48.74:1 4×4 System: On-demand 4WD with low range Construction: Ladder chassis/4-door pick-up body Front Suspension: IFS with coil springs Rear Suspension: Live axle with coil springs, 5-link Wheel & Tyre: 20-inch alloys with 275/60R20 HT tyres Kerb Weight: 2715kg GVM: 3450kg Payload: 735kg Towing Capacity: 3500kg Departure angle: 23.7° Rampover angle: 17.1° Approach angle: 15.2° Wading depth: N/A Ground clearance: 235mm Fuel Tank Capacity: 98 litres ADR Fuel Claim: 11.9L/100km On-test Fuel Consumption: 9.6L/100km
The Jeep versus Jimny drive we did in 4×4 Australia’s Summer 2019 issue was interesting … and a lot of fun. These are the only two short-wheelbase, two-door 4x4s available on the Aussie market today, when 30 years ago there were plenty of them. In fact, there were more two-doors than family wagons back then.
Hopefully, we’ll be able to add the Land Rover Defender 90 to make it a trio of two-doors by the end of 2020 and, who knows, maybe Ford will be persuaded to let us have the new Bronco in SWB guise in 2021.
Driving the Jeep and the Jimny made me think how much more, or less, could be done to these vehicles to make them better. The Jimny feels like the Jeep should; it’s small, nimble, capable, has a small engine, a whine in the drivetrain and is a lot of fun. If you could take the roof off, as you should be able to on a Suzuki 4×4, I imagine driving it would be a bit like pedalling an old WWII Jeep.
The JL Wrangler on the other hand feels fat, luxurious and overdone. It’s like a Cadillac compared to the little Suzuki. At least you can take the top off the Wrangler, though.
Do you think there would be a place in the market for a stripped-out, no-frills Jeep Wrangler with a small four-cylinder engine, that would be more akin to those original MB and CJ Jeeps? Hello Mahindra Roxor; now there’s a basic 4×4 we could have fun with. Unfortunately the Roxor is so stripped-out it won’t meet any highway safety standards. Not that the new Wrangler or Jimny do well in the safety stakes.
Heading the other way, do you think there would be a place in the market for some bigger variants of the Jimny? A two-door soft-top, a long wheelbase four-door wagon and a cab-chassis ute like the old Suzuki Stockman? We reckon there’s potential there.
Jeep revitalised the Wrangler when it launched the JK model and introduced the four-door Unlimited model, giving the iconic brand much broader appeal with buyers. It has stepped it up again with the JT Gladiator mid-size truck; a four-door ute with a removable roof. Could Suzuki do something similar with its ripping little Jimny?
There was no shortage of great 4×4 gear that was released over the last 12 months. From exhaust systems to light bars and communications gear, we have picked the 12 best bits of 4×4 gear of 2019.
Yakima LockN’Load Jerry Can Holder
Yakima continues to punch out top-notch gear for its highly regarded Lockn’Load Platform roof-rack system, with this new jerrycan holder the latest piece of kit in the ever expanding range of accessories. The holder has been specifically designed for the Lockn’Load Platform and can be used to store 10- and 20-litre jerries.
The holder can be used with either plastic or metal jerrycans and it features a robust powdercoated finish to ensure it is up to the roughest treatment when out bush. Included with the kit are the holder and a ratchet strap. Another nifty design idea for this holder is the low height of the base cage; this allows for easier loading – always welcome when you’re trying to wrestle 10 or 20kg of full jerrycan up on to the roof.
RRP: $129.00 Website: www.yakima.com.au
Bushranger Night Hawk LED VLI series single-row light bars
The latest model in Bushranger’s VLI (Variable Light Intensity) Series, the Night Hawk LED offers the same slimline design of the previous-gen model but ups the effective lumens by 82 per cent across the range. This ensures “…considerable distance and width gains” in terms of illuminative coverage from the high-output OSRAM LEDs.
The VLI wiring system allows Bushranger to bring easily adjustable brightness control via a dial setup (wiring system sold separately). You can also create your own beam pattern, with each 13-inch to 51-inch light bars able to be set up as a full spotlight, full flood, or a combo of the two thanks to the ability to mix and match the supplied covers (a set of both spot and flood covers come with each kit).
The extruded 6061 aluminium housing and cast alloy mounts ensure durability, while the inbuilt temperature monitoring of the LEDs keeps it all cool and working to capacity.
RRP: From $115-$595 Website: bushranger.com.au/nighthawk
Outlaw 4×4 Stainless Steel Exhausts
Outlaw 4×4 has recently expanded its range of stainless steel exhaust systems for 4x4s. Most of Outlaw 4×4’s exhausts are offered as ‘turbo back’ systems, which include a high-flow turbo dump pipe for maximum turbo response, a high-flow diesel-spec catalytic converter where applicable, mandrel bent tubing, a premium quality flex joint for system longevity and minimal NVH (noise, vibration and harshness), and high-flow tube and muffler designs.
All systems are manufactured using 409-grade stainless steel, and full stainless steel mufflers are also employed to ensure they operate as designed long after lesser mild steel or aluminium coated mild steel systems have failed.
Website: mercurymufflers.com.au
EFS Vividmax High Performance LED and mount brackets
This new schmick lighting setup from EFS incorporates three high quality 9-watt Osram LEDs for the best bright white light output (5000-6300k). The lights offer a 20,000-hour life, include reverse-polarity protection and are 12-36 volt.
The Vividmax is built tough too; an IP67 water/dustproof rating, along with high-quality aluminium construction, polycarbonate lens covers and a claimed operating temperature range of between -40°C and 85°C ensure these things will last for years and years.
There are a number of mounting bracket size options (VM-BKT1 is 50mm; VM-BKT2 is 63mm – both can be used for aerial, light bar, spotlight) constructed of aluminium with stainless-steel fittings (rubber insulated). The VM-BKT3 (50mm) and VM-BKT4 (63mm) offers a side-mount option for the light bar.
Website: efs4wd.com.au
ARB mid-height drawer
ARB has come up with a great solution to cater for the myriad ways in which off-road tourers set their vehicle’s cargo area up for storage. This mid-height drawer covers those who cannot fit a full-height drawer in their rig, but are after more storage height than low-height drawers. With 105mm of in-draw height, the new ARB mid-height drawer is the perfect solution.
It is available in three lengths – 945mm, 1045mm, 1355mm – so accommodates the full range of vehicles ARB builds drawers for. The drawers bolt in quickly and easily and include a roller floor that allows for fast access to anything stored on top of the drawer. Both the drawer itself and the roller floor feature aluminium drawer runners for optimum durability.
Website: www.arb.com.au
Ironman 4×4 kinetic snatch rope
Ironman 4×4’s new kinetic snatch rope measures 9m in length and is 22mm thick. The use of kinetic rope means there is a smoother, more gradual build-up and release of kinetic energy during a recovery situation, making it more effective than conventional webbing recovery straps.
The rope is designed to stretch up to 30 per cent (most traditional webbing recovery straps only stretch up to 20 per cent) and has a rated 9500kg minimum breaking strength. The rope is manufactured with a high-strength nylon 66 (polyamide) double braid cover with an abrasion-resistant core. The eyelets are coated reinforced polyurethane for ultimate strength and durability and there’s also a polyester protective sleeve. The rope comes in a handy carry bag, too.
Website: www.ironman4x4.com
Invicta Lithium battery range
Invicta Lithium is a premium range of batteries consisting of the highest quality Lithium Iron Phosphate (LiFePO4) composition. LiFePO4 has been selected for the Invicta range due to its convenient cell voltage, high energy density, cycle-life and most importantly due to it being one of the safest Lithium technologies available. This makes batteries in the Invicta Lithium range suitable for applications ranging from high-cycle, such as 4×4 rigs, RVs and caravans/campers.
Another benefit of these powerhouses for 4x4s is that fact that these batteries are 50 per cent lighter than comparable Sealed Lead Acid (SLA) batteries while offering up to a claimed eight times the cycle-life. There are even Bluetooth versions that allow you to monitor the state of the battery using the free app which communicates with the battery’s integrated management system.
Website: www.spb.net.au
LedLenser iF8R light
This latest LedLenser light source is high in technology and functionality. The iF8R (powered by rechargeable batteries) offers an output of up to 4500 Lumens via its Xtreme LED – and can be controlled via your smartphone if need be, so you don’t need to get out of that camp chair to adjust lighting levels at the campsite.
The iF8R offers three light settings – power, mid power and low power (for up to a claimed 12 hours on this setting). The light has an inbuilt power bank, meaning you can charge your mobile phone off it if needed.
A unique feature is the iF8R’s built-in magnet, which allows you to affix the light to any steel surface (such as the side/back/front of your rig). The iF8R also has an efficient cooling element to ensure optimum – and long-lasting – light performance. It is rated IP54 for water protection (can withstand powerful sprays of water), weighs 1740g and measures 142mm high, 44mm deep and 307mm wide.
Website: ledlenser.com.au
MSA 4X4 Tradie Gear Canvas Seat Covers
MSA 4X4’s new Tradie Gear Canvas Seat Covers are manufactured from heavy duty 14oz polyester and cotton blend canvas. They are polycotton lined to deliver protection for vehicle car seats by providing a barrier between the canvas and the seat.
In addition, the Tradie Gear Canvas Seat Covers are claimed to be 100 per cent water, dirt, mud, kid and pet proof, and are quick and easy to install. Importantly, all Tradie Gear Canvas Seat Covers are certified ADR compliant. The current Tradie Gear range includes seat cover patterns to suit tradie-relevant and fleet-relevant 4X4s.
RRP: $325 per row; $620 (complete front/second-row set) Website: www.tradiegear.com.au
Terrain Tamer parabolic spring: Toyota Hilux
Terrain Tamer has released a new Parabolic Leaf Spring for Toyota Hilux KUN25/26 and GGN25 models, utilising the same impressive parabolic design as the popular spring released for LandCruiser models in 2018, and adding to the company’s extensive existing suspension range.
Applying modern technology to a well-established idea to provide a quieter and more comfortable ride, Terrain Tamer’s parabolic design contains fewer leaves than regular leaf springs. A parabolic spring is thicker in the centre and thinner toward the ends, rather than the usual linear design. Eliminating the weight of often heavy, thick traditional leaf packs, the parabolic design dramatically reduces the unsprung weight of the vehicle.
This design also works to help the spring remain flexible, yet still strong enough to bear the weight of heavy loads – particularly useful in 4WD applications. The parabolic design allows the spring to compress or extend with ease, without the leaves touching each other until there is a reasonable load on the vehicle (up to 500kg).
RRP: $400 Website: www.terraintamer.com
Thunder 5W 80-channel UHF
This compact UHF features 80-channel scanning capability and a backlit LED display and keypad. The Thunder 5W features digital selective calling, an external speaker jack and a 75cm 5dB antenna with 35mm black stainless-steel barrel spring.
Outstanding performance with an18km range combined with a sleek, unobtrusive mount for modern vehicles is ideal for the adventurer. For what it lacks in size, the radio packs a punch with built-in loud speaker housed by a durable case. The compact size makes the radio very easy to mount. There is digital selective calling and a quick release cradle as well.
RRP: $588 Website: thunderauto.com.au
GME TX616XO radio
The new TX616XO is a limited edition blaze-orange handheld radio that offers class-leading five-watt transmission power, IP67 dust/water ingress protection and robust construction at a very competitive price point.
The brightly coloured radio (perfect for never losing the thing, if you ask us) claims a 30-hour battery life, courtesy of its 2800mAh Li-ion battery pack, and features include VOX hands-free mode and a built-in LED torch. GME also claims this new unit offers improved scan speed, while there is a rotary power/volume control that enables easy operation.
The TX616XO is compact and light, too, measuring only 285mm tall, 110mm wide and 95mm deep, and it comes with a desktop charger, AC adaptor and a belt clip. GME offers a two-year warranty.
RRP: $249 Website: www.gme.net.au
Unless you’ve been hiding under a rock, you’ve probably heard something about Michael Ellem’s ‘Mighty 79’ Landcruiser.
Perhaps you’ve seen pictures of it on Instagram or Facebook, or videos of it on YouTube. You may have even seen it in the metal at a 4×4 show or an ARB open day, or even witnessed it traversing the Simpson Desert, scrabbling around the Flinders Ranges or climbing through the High Country. After all, this vehicle gets around… a lot!
In fact, in the 12 months since it’s been on the road, the Mighty 79 has already covered an astonishing 65,000km, hauling its heavy payload of photographic gear wherever it’s needed to capture spectacular images of other 4x4s doing their thing, as well as the amazing landscapes in which they do it.
Michael is the man behind Offroad Images, the company that captures some of the most striking ‘off-road images’ in Australia, in some of the most spectacular and hard-to-get-to places in this country. And with an ever-increasing list of still and video equipment to lug around, when Michael started searching for a vehicle to replace his not-big-enough-anymore Mazda BT-50, he couldn’t find anything suitable, so he decided to buy a new LC79 Double Cab, strip it completely and rebuild it from the ground up.
“The best thing about a 79 Landcruiser is you can turn it into absolutely anything,” says Michael Ellem, adding, “Our intention with this one was to turn it into the ultimate camera truck.”
Higher and wider
Michael picked up the new Landcruiser at Illawarra Toyota in Wollongong and before it was registered it was shipped down to Marks 4WD Adaptors in Melbourne where a portal axle kit was fitted. Not only does this provide a hell of a lot more ground clearance, it also corrects the Landcruiser’s mismatched front and rear wheel tracks.
“As a part of the portal upgrade, one of the major components we give you is the wide-track diff,” explains Leigh Hardman from Marks 4WD Adaptors. “We manufacture a full diff housing, so it’s the correct width, and then the portal gearbox is bolted to that.
“We also upgrade the swivel housing, so it’s a one-piece swivel housing compared to the factory two-piece swivel housing, and we run a full breather system for the portal axles and the diffs, we run breather lines right up into the engine bay, and we upgrade the brakes.”
The portal axle package has other benefits, too: it allows the legal fitment of 35-inch tyres; it incorporates a GVM upgrade from 3300kg to 3950kg; and includes an upgraded brake system with Delios rotors, brake pads and braided stainless steel brake lines, along with fitment of a new transmission-mounted drum brake replacing the less-than-effective OE park brake.
“Running 35-inch tyres has been a big request from a lot of our customers,” adds Leigh. “With the portals we can do that; we’ve got the gear reduction there, so it will bring you back to a factory ratio.” Another benefit of the portal axle kit is the fitment of air locking hubs that are operated via a switch inside the cabin.
Weighty issues
As Marks 4WD Adaptors is a second-stage manufacturer, a new compliance plate was fitted to the vehicle stating the increased GVM and fitment of the 35-inch tyres, ensuring it’s legal in all states of Australia. And with all of the extra load capacity likely to be used on a regular basis, Michael knew it would be imperative to get the suspension set-up right.
“I went through and made a spreadsheet of all I’m going to carry,” says Michael. “I calculated how much would be over the rear diff, factoring in an increased percentage for weight hanging out the back like the spare tyres and a decreased percentage for weight in front of the axle… I came up with a figure of 930kg over the rear axle, so I asked ARB to fit 700kg springs plus an extra leaf, which is rated to about 850kg.”
In addition to the upgraded OME leaf springs, the Mighty 79 is fitted with an Airbag Man air suspension helper kit, and pressure in the bags can be adjusted via an ARB LINX touchscreen interface thanks to fitment of an ARB twin air compressor and air tank beneath the service body.
The front-end runs upgraded OME coil springs and there are top-shelf OME BP-51 internal bypass dampers at all four corners, featuring easily adjustable compression and rebound damping to tailor the ride to suit load and driving conditions.
As well as widening the rear track, the portal axle kit adds 200mm to the front track, so the 9 x 18-inch ROH Vapour rims have a +41 offset. Importantly, the wheels also have a heavy load rating, so they’re suited to the GVM upgrade, while an ‘Easycleans’ Matt Black Baked Enamel finish is aimed at providing maximum salt-spray performance and anti-weathering durability.
The Vapours wear BFGoodrich 35×12.50R18LT Mud Terrain T/A KM3 tyres and Michael is impressed with their durability and performance. In fact, he’s so confident in them he’s taken the second spare off the back to save weight (about 45kg), and replaced it with a ladder to access the roof of the service body.
Out the back
That service body was built by Trig Point. It’s manufactured from aluminium and steel, and it has a monocoque construction to provide a balance between light weight and strength. Features include fully sealed doors and filtered air vents to keep out dust and moisture, integration with the vehicle’s central locking system, tapered underbody boxes for maximised departure angle and recessed LED lights. And it looks great!
The Trig Point mounts directly to the 79’s chassis rather than sitting atop a tray like many other bodies on the market, so its roof is in line with that of the vehicle’s cab. “The thing I really like about the Trig Point service body is it’s slung much lower than a normal service body or tray,” says Michael. “This design keeps the weight down which lowers the centre of gravity.”
All Michael has fitted to the canopy top is a Rhino-Rack Batwing awning, an ARB aluminium encased awning, Bushranger LED work lights and two 150W solar panels. “I’ve deliberately fitted solar panels to the roof of the service body so nothing else can be placed up there – no swags, no tripods – so you can’t put any more weight up the top other than whatever dirt is on the shovel,” he says.
The interior of the Trig Point canopy is set up in two halves: the driver’s side for camera work and the passenger’s side for catering. A custom MSA 4×4 drawer system features two large drawers on each side, fitted with LED strip lights.
There’s a flat surface above the drawers for storing Pelican Cases and the like, there’s a full-width cavity at the rear to accept long items such as tripods and light stands, and removable panels at the front for access to four large-capacity lithium batteries that power everything inside the service body.
The batteries are from Revolution Power Australia and are 60A lithium iron phosphate (LiFePO4) units that weigh 24kg in total. These are managed by a Redarc RedVision system. There are two RedVision touchscreen displays inside the service body.
“No matter what side I’m on, I can turn all the features on or off,” explains Michael. “For example, I can turn the fridge on and off, I can turn the USB sockets on and off, I can turn the pie oven on and off, I can see how much water we’ve got left, I can see how long the battery life is going to run and I can get stats of how much charge we’ve been getting… if it’s less today than it was three days ago, I might have to clean the solar panels, so it gives me all that information.”
All of the electrical equipment in the service body – the neat wiring, fuse box, 3000W inverter and master switch – is in plain view and easy to reach, and for peace of mind “the service body has all been wired up by a licenced electrician for the 240V set-up and an automotive electrician for the 12V set-up”, says Michael.
Sure, a 3000W inverter might seem like overkill for the average 4×4 tourer, but Michael uses a lot of power when working, for charging batteries, running computers and, of course, brewing coffee. Easily accessed in the service body are eight 240V AC outlets, four USB outlets and two 12V DC accessory outlets. There’s also Narva interior lighting, including LED lights on the back, ceiling and lift-up doors of the service body, as well as in the drawers.
Total coverage
One of Michael’s biggest clients is ARB, so it’s little surprise the Mighty 79 is protected by a colour-coded ARB Large Tube Deluxe bull bar up front. The underside of the Cruiser is covered by an ARB UVP (under vehicle protection) system and there’s an ARB rated recovery point.
Mounted to the bull bar are a pair of AR32 Intensity LED driving lights in a spot/flood combination, while a Warn Zeon 12-S Platinum provides ample winching capacity if required.
ARB Side Rails and Steps provide protection for the side of the vehicle and the lower sills, and make it easier to climb into the cabin, which is much higher up than a standard Cruiser.
As well as the AR32s on the bull bar, additional lighting is provided by a pair of AR40 Intensity LED light bars mounted to a cab-mounted Rhino Rack Pioneer Platform, while side-mounted Bushranger Nighthawk LEDs provide light for camping and working at night.
Inside story
The Mighty 79’s cabin has scored special features, including three Recaro seats – two up front and one in the back next to a custom-made storage system behind the driver’s seat that’s bolted down to the floor of the cab. The seating set-up was fitted by Recaro in Melbourne and signed off by two engineers prior to the vehicle being registered as a three-seater.
“The three-seat conversion is the ideal set-up with all the camera equipment we need to carry in the cabin such as lenses, bodies and batteries,” says Michael. “All up there’s around 80kg of camera equipment in the cab rather than over the rear axle in the service body, so it moves a substantial amount of weight forward.”
Front and rear centre consoles were manufactured by Sydney-based company Department of the Interior and finished in material to match the Recaros. The rear console has a couple of USB ports and a cupholder.
There’s a LINX touchscreen mounted up front, an Outback 4WD Interiors roof console housing a GME TX4500 UHF, a Hema HX-1 mounted where the redundant rear-view mirror used to be and a 4K dashcam at the top of the windscreen.
A nine-inch Power Vision Sound (PVS) head unit with built-in GPS runs Hema mapping, Google Maps and Spotify, and it’s mated to an OBD II Scanner to display vital engine information including exhaust gas temperature, DPF burn temperature, instant and average fuel economy, GPS speedometer, engine temperature and more.
Separate to the power system in the service body, and ensuring there’s enough electrical grunt for all the gear in the cab, is a dual-battery set-up with an Optima Yellow Top battery. “It’s a twin battery system with a 25A BCDC1225D battery charger,” says Michael. “Inside we’ll be charging up iPads, and when iPads are used for mapping, they work the batteries pretty hard.”
Breathing easy
With the retention of standard gearing, Michael didn’t see the need to go overboard with engine modifications, which have been limited to the fitment of a Safari ARMAX snorkel, an ARMAX ECU and a GSL Fabrications exhaust system that runs from the DPF back.
“The most impractical thing I have on this vehicle is the exhaust,” laughs Michael. “I don’t really need it, but it looks good and it sounds great, and at the end of the day it helps the engine breathe better. It’s all stainless steel and it’s completely custom made.
“To make sure the DPF is protected from what’s happening at the front, we’ve gone for a Safari ARMAX ECU, which measures exhaust temperatures prior to the DPF. If it gets too hot the ARMAX will cut power and performance to make sure it protects the DPF.”
Safari 4×4 Engineering also installed a heavy-duty clutch to handle the Mighty 79’s weight, as well as the increased power and torque from its 4.5-litre TDV8.
Working hard
The main objective behind the design of the Mighty 79 was to make working out of it easy, so it’s been set up to provide access to gear and plenty of power to charge batteries and run computers.
“Figuring out where everything goes took a while,” says Michael. “I even adjusted the positioning of the cameras in the camera bag because with everything up quite high it’s easier to pull a long lens out of one side than the other.”
The Mighty 79 also had to be a vehicle that Michael, his wife Gab and at times a third crew member could live out of for weeks at a time in remote areas, and keeping food-prep facilities on the passenger’s side and the camera equipment on the driver’s side proved to be a good move.
“In our previous vehicle, we used to have some complicated times at the start of the day or in the middle of lunch, where I was trying to get to gear to do some shooting but at the same time Gab was trying to prepare food for the crew, but we don’t have that problem at all now,” says Michael.
And with the coffee machine situated on the camera side of the vehicle, Michael can also brew a double-shot ristretto whenever he wants without getting in Gab’s way.
How does it go?
With OME BP-51 dampers all round and Airbag Man air helper bags in the rear, the Mighty 79 offers plenty of scope for suspension adjustment, and it took a couple trips to sort out the best settings for on- and off-road conditions.
On its first trip across the Madigan Line in the northern Simpson Desert, Michael eventually settled on 8psi in the airbags for the load the vehicle was carrying, while he had the rebound damping on the front and rear BP-51s dialled up to ‘9’, with front compression set to ‘3’and rear compression set to ‘5’.
“It drove really well once I got the pressures and settings right,” says Michael. “The first couple of days, every time I pulled up, I’d make adjustments. And then I’d look across to Gab and ask, ‘What do you think? Do you think that’s better?’ and she’d say, ‘Oh, I can’t feel the difference.’ [laughs], but she really did once we got the set-up right.”
Having not previously run 35-inch BFG muddies, Michael also had to learn what tyre pressures would work best. “I know what tyre pressures people should run in a 200 Series or a dual-cab Hilux or Ranger, but this is an entirely different type of vehicle,” explains Michael. “It’s big, it’s got a different stance, it carries a load differently to a typical dual-cab, so it took me a fair bit of time at the start of the trip to work out what pressures I should be running.”
At the end of its Madigan Line shakedown run, Michael says the thing that impressed him the most was how reliable the Mighty 79 proved to be, with no mechanical or equipment failures at all. “It’s testament to the excellent quality of the gear fitted to the Mighty 79, as well as the professionalism of the people who fitted it.” says Michael.
And now, with 65,000km under its belt, Michael is happier than ever with his Mighty 79 camera rig.
Planning an off-road escape this holiday season but don’t want to head too far from the comforts of home? Here’s an off-road guide that sums up the best 4×4 treks within cooee of Melbourne’s city lights.
If nothing else, it’ll make a great stocking-stuffer!
4WD Treks Close to Melbourne: Fourth Edition
The fourth edition of 4WD Treks Close to Melbourne includes 20 of the best 4WD adventures within two hours of the city. Whether you are looking for an easy trek for a family outing or a serious off-road adventure, 4WD Treks Close to Melbourne highlights some of the best picnic, walking, camping, swimming, fishing and four-wheel drive destinations on Melbourne’s doorstep.
It’s equally suited to those looking for an easy trek for a family outing as it is to serious off-road adventurers. Each trek is colour-coded for driving standards and includes detailed route maps, driving directions, essential contact information and details on picnic and camping areas.
RRP: $49.99 Website: www.booktopia.com.au
WITH sand flags standing tall, that can only mean one thing: we’ve finally landed in the desert proper.
In the final instalment of our Red Centre Adventure, we trek south along the Hay River Track from Batton Hill to reach the dry sands of the Simpson Desert.
Along the way we chat to Jol Fleming, who pioneered the Hay River Track almost 20 years ago, and then stop by the widely overlooked backyard-built Tropic of Capricorn sign.
We refill our drink bottles at Dingo Well, about 70km south of Batton Hill, as it’s the only source of reliable water you’ll find on the Hay River Run, before crossing the junction of the Madigan Line and heading to Madigan’s blazed tree.
From here it’s on to Beachcomber, the QAA line and then eventually pointing the bullbar toward Poeppel Corner, where Queensland, South Australia and the Northern Territory meet.
With Big Red on the horizon, it wasn’t long before we reached Birdsville for a well-earned beverage.
In this episode, MSA 4×4’s Matt Mason talks us through his Hilux’s elaborate set-up, as well as discusses the various storage solutions in the MSA 4×4 range.
WITH THANKS MSA 4X4: www.msa4x4.com.au
SOME OF THE most common questions we get from folks checking out our Ranger pertain to the front bar. Everyone seems to love it and they want to know where they can get one, and what it costs. Well, the bar comes from a relative newcomer to the Australian 4×4 industry: AFN 4×4 Accessories. If you haven’t heard of them before, expect to be seeing more of them in the future.
AFN is based in Portugal, where it has been making frontal protection for 4x4s for many years. There isn’t a huge market for these products in Europe, but there is in nearby Africa, and much of AFN’s output is fitted to military, United Nations and NGO vehicles operating in those countries.
AFN has opened shop in Australia, where the 4×4 protection business is booming, and AFN 4×4 Australia is now dictating back to the head office in Portugal just what our market wants and needs. As a result, AFN carries a huge range of products for all the popular 4×4 vehicles sold here including the hot-selling Ford Ranger.
We wanted an AFN hoopless bar on our Ford Ranger even before we took delivery of the vehicle. We first saw one on a show car at the Brisbane 4×4 Show and loved the upswept style for excellent approach angles, the low-line overall look, the mounting rail along the top, and the solid construction and quality finish.
No, this is not a bullbar; it’s a steel full-replacement front bumper which is stronger than the standard plastic bar. It also improves approach angles, provides mounting points for the winch, driving lights and aerials, and has built-in recovery points. If we wanted a full bullbar, AFN does one for the Ranger, including side rails and side steps. There’s even a rear step bar available from AFN. The AFN hoopless bar retails for $2250 plus installation.
Our AFN bar was installed by AFN’s Victorian distributor No Limit 4×4 in Dandenong. The crew there stripped back the front of the then-new Ranger, fitted the Warn Zeon winch in the bar’s cradle, mounted the Bushranger Nighthawk lights to the bar, fitted the bar, and then installed the underbody protection which is also from AFN. This is a full bumper replacement, so the installers don’t need to cut up the original bumper to make it fit.
The quality of the AFN bar is evident when you look at it. It is folded from heavy steel, with soft radius curves on the leading edge that can only be achieved with state-of-the-art machinery. The thickness of the steel varies from 6mm in the winch cradle and chassis box, to 3.2mm on the outer skin, so there’s nothing flimsy about it.
The main channel is a single piece running the full width, and it’s not made up of several sections screwed together. The main section contains laser-cut grilles for air flow and provisions for parking sensors and radar cruise control or AEB. The only screws affix the splash panels to the lower edges.
The mounting rail for the accessories, along the top edge of the bar, provides slots for multiple mounting positions. These are okay for smaller mounts such as those on the bottom of driving lights, but we had to drill a few of them wider to accept the bigger mounting bolts for a sand flag and UHF antenna. The bar also has provisions for using a Hi-Lift jack, a pair of recovery points, LED indicator and fog lights, and it comes finished in black powdercoat. It can be colour-coded to your vehicle if desired.
We also got the full underbody protection package from AFN. This comprises four pieces of 6mm AW5754 aluminium plates and extends from under the bar, where it protects the bottom of the radiator, and back over the steering components, sump, transmission and transfer case.
The AW5754 aluminium is used due to its resistance to corrosion, and the plates are milled, not laser-cut, so there is no heat stress which could weaken them. It is solid, fits well and provides all the protection we need for this car. The four plates are available separately or the full complement will cost you $1310.
We haven’t had to test the bar on any wildlife, but the extra clearance around the front wheels and approach angles has been appreciated when off-road. Plus, it sure gets the looks.
RATED Available from: www.afn4x4.com.au RRP: $2250 (hoopless bar); $1310 (underbody) We Say: Good-looking, high quality and great protection.
AFTER copping a pasting for its one-star safety rating when it launched here earlier this year, the 2020 Jeep Wrangler has just received a revised safety score from ANCAP (Australian New Car Assessment Program).
The independent vehicle safety authority lifted the safety rating of the Jeep Wrangler from one star to three, with the 2020 model now getting Autonomous Emergency Braking (AEB) and Blind Spot Monitoring (BSM) functions as standard across the range.
The revised safety rating applies to all two- and four-door variants built from November 2019 – the date when the tech upgrades were introduced – and sold in Australia and New Zealand.
The updated Wrangler received a score of 60 per cent for Adult Occupant Protection; 80 per cent for Child Occupant Protection; 49 per cent for Vulnerable Road User Protection; and 51 per cent for Safety Assist. In contrast, the one-star-rated Wrangler scored 50 per cent for Adult Occupant Protection; 80 per cent for Child Occupant Protection; 49 per cent for Vulnerable Road User Protection; and 32 per cent for Safety Assist.
“These upgrades are welcome, and I commend the local supplier for moving to provide Wrangler buyers in Australia and New Zealand with collision avoidance capability,” said ANCAP Chief Executive, James Goodwin.
“While a three-star rating is still somewhat shy of the expected five stars, all upgraded models now have the ability to detect and assist with avoiding a crash with another vehicle – both in lower and higher speed scenarios.
Despite the use of AEB, the ANCAP report says the “system is not designed to react to vulnerable road users such as pedestrians and cyclists”.
“Unfortunately the upgraded AEB system fitted to updated models is not yet able to detect our most vulnerable road users in pedestrians and cyclists” Goodwin said.
“Consumers should be aware that the structural deficiencies we saw with the originally-tested model such as A-pillar and cross-facia beam failure, footwell intrusion, high seatbelt loads and excessive pedal movement have not been addressed and remain a risk for occupants,” he added.
Lane Keep Assist and Emergency Land Keeping remain unavailable.
EARTHROAMER has revealed its finest creation yet: the fully self-sufficient, carbon-fibre-clad, mammoth F-550 LTi.
For just over 20 years the Colorado-based outfitter has been fine-tuning its craftsmanship to build the ultimate expedition vehicle, and we reckon the company has pretty much nailed it with its epic carbon-fibre-clad LTi.
The LTi, said to fuse the best qualities of the brand’s F-550-based LTS and the F-750-based HD, is the result of many years of hard yakka, the company turning over more than 250 vehicles and putting countless kilometres beneath the big trucks’ tyres.
Utilising the chassis of an F-550 4WD in Lariat trim, the LTi gets its grunt from Ford’s venerable 6.7-litre Power Stroke turbo-diesel V8, which then runs through a 10-speed automatic transmission.
The biggest news, though, is that carbon-fibre body – vacuum-infused carbon-fibre, to be precise – which is designed and manufactured in-house at the brand’s Dacono factory in Colorado. The body is produced using a Vacuum Infusion Process (VIP) that’s claimed to make it lighter and stronger than its contemporaries.
“It is a process that requires a large investment in moulds, highly skilled composite technicians and expensive materials, but we believe the benefits of the much lighter weight and higher strength create value for our customers that is worth the investment and cost,” says EarthRoamer.
Giving the vehicle its ‘self-sufficient’ status includes the use of a lithium-ion battery bank (11,000 Watt/hour), substantial water capacity (378.5 litres of fresh water and 227 litres of grey water), massive solar power courtesy (1320 Watts of rooftop panels), a 360-litre fuel tank, and a full-height bathroom with a shower and cassette toilet (with 19 litres of water).
The burly vehicle measures 8839mm (long), 2438mm (wide), and has a maximum height of 3658mm. It has a 30° approach angle, 22° departure angle, 14° breakover angle and 317.5mm of ground clearance.
There are five floor plans buyers can choose from – Telluride, Boulder, Breckenridge, Aspen and Crestone – and they offer different sleeping, dining and lounging options.
Clearly a vehicle like this isn’t going to come cheap, and EarthRoamer lists the base price of the LTi at US$590,000 (that’s around $850K here). EarthRoamer adds that a well-equipped LTi is typically priced in the $650,000-$700,000 bracket (AU$950,000 to just over AU$1million).