THE Mercedes-Benz G-Professional has left the shed, and filling its place in the carpark is this shiny, new Nissan Patrol.
The Patrol copped a mild refresh toward the end of last year, scoring a new grille and front bumper to try and update its look; but, in reality, the look of the Y62 has remained largely the same since it launched here in 2013.
It still has that stonking, great 298kW 5.6-litre V8 engine, backed by a seven-speed auto and on-demand all-wheel drive with low range. It’s a brilliant driveline for a big off-road wagon, even if it doesn’t offer the efficiency of a diesel engine. Plus, there’s a lot to love about that V8.
Being the top-spec Ti-L model, this Patrol is loaded with features and creature comforts: heated and cooled leather seats; sat-nav; Bose audio; a fridge in the centre console; rear-seat DVD screens; 360-degree around-view cameras; and all the electronic safety add-ons you could ever dream of.
It’s a far cry from the Spartan G-Professional we came out of, yet at $88,990 it’s close to $30K cheaper. Some of these features work better than others. Things like the cameras, lane departure warnings and blind spot monitor are all good, but the forward collision warning beeps all the time and the Intelligent Distance Control is annoying. Thankfully, the default for the IDC is off and you need to switch it on if you want it.
Nissan made a fuss about the inclusion of the intelligent rear-view mirror on this updated Ti-L, as the mirror uses the rear-view camera to give the driver an unobstructed view of what’s behind the vehicle, which could be handy if you have a cabin full of passengers or luggage obscuring the view. Again, this can be switched on or off as desired.
I’ve been trying to get used to it, but, like anything on a monitor, the image doesn’t seem real to me and I prefer to rely on what I can see with my own eyes. I will continue to give it a try to see if I get used to it, but I find that every time I need to reverse the car, I reach to switch it off.
All Patrols now come with the Hydraulic Body Motion Control (HBMC) system that delivers the best performance both on- and off-road from the full independent suspension set-up. In fact, it’s quite astounding how well the Patrol transitions from uneven off-road-terrain to mountain-road curves.
We’ve only put a single tank of fuel through the Nissan over the holiday break and it averaged 16.06L/100km, while the OBC told us it was 14.5L/100km. The driving at this time was around town but with a fair amount of freeway driving as we escaped town to the Bass beaches a few times.
The Patrol asks for premium fuel, so we’ve been running 98RON in it. Thankfully the nice big 140-litre tank should still get us 1000 or more highway kilometres between fills, which will prove handy as we head off on an interstate road trip this month, before we take it off-road once the holiday period is out of the way.
4×4 Shed Log: 2017 Nissan Patrol Ti-L Current mileage: 1162km Date acquired: Dec 2017 Price: $88,990 + ORC Mileage this month: 667km Average fuel consumption: 16.06L/100km
What we love: The big car feel; ride quality and comfort; great bang for your buck; V8 engine! What could be better: Calibration of collision warning system; cheap-looking interior trims and chrome; seat coolers don’t blow enough air.
Sometimes in this caper as a 4×4 journo, opportunities arise that make my mates jealous – “So you’re getting paid to do what?” is how the conversation tends to go.
Such an interaction happened recently when an invitation arrived from Isuzu UTE Australia to tag along on its I-Venture Club trip to Fraser Island. Yep, jealousy levels piqued that day. It wasn’t a fly-in, fly-out kind of trip, either; nope, the itinerary listed three nights and four days on the world’s largest sand island. Jackpot.
The I-Venture Club is an innovative program set up by Isuzu to provide old and new Isuzu owners with first-hand off-roading experience. The trips range from one-day clinics at Melbourne’s 4×4 Training & Proving Ground in Werribee, to multi-day off-road jaunts to incredible destinations – like this trip to Fraser Island.
“The I-Venture Club enables owners to be confident to ‘go their own way’. They can be completely new to four-wheel driving, and through this program they get to step outside their comfort zone and use their own vehicle in this type of application,” Mark Harman, Isuzu’s PR and sponsorship manager, told us as we dodged salt water along the eastern coast of Fraser.
“Everyone on this trip has done another I-Venture trip before, so they’re not new or beginners, but they still want to learn more about four-wheel driving. Not only do you get really good theory, but you also get to put it into practice yourself and you have the support of other people.”
The contingency of media and eager I-Venture Club members had gathered a few days earlier at River Heads Ferry Terminal, located just under four hours’ drive from Brisbane. This road trip provided the perfect opportunity to put a few hundred kilometres of tarmac beneath the D-MAX’s wheels. With nothing in the tray, the D-MAX covered the kays in relative ease, despite a few comfort issues with the rear leaf-sprung suspension.
Brief introductions were undertaken upon arrival at River Heads, before the group boarded the ferry and took the 50-minute journey to Fraser’s massive Kingfisher Bay Resort, where Australian Offroad Academy’s Dave Darmody took the reins and led the 14-strong convoy – split into two groups as per Fraser Island requirements – to a makeshift 4WD course within the resort’s boundaries, “the climbs and obstacles here are harder than anything you’ll encounter outside the resort’s fence,” Dave would say.
Punters were clued in as to what tyre pressures to run at – typically 16-20psi was the agreed value – and a walk-through of the track was administered before the contingency threw it into four-low, with Dave’s words of wisdom still ringing in their ears: “momentum is for those that lack talent.” And, of course, participants aren’t forced to do anything outside of their comfort zone; though they are encouraged to push the boundaries.
“The key to this is that you gain confidence by doing it yourself under the tuition of very qualified instructors,” Mark Harman said. “A first-timer can do this, and they’ll make it through without a problem.”
For those still concerned, support vehicles are positioned front and rear of the convoys, with all recovery equipment provided. “We’re well-catered for whatever circumstance comes up,” Mark added.
With vehicles prepped, it was up with the sun the following morning for our first venture beyond the resort’s electrified – to keep the dingoes out – gates. Again, due to the Fraser Island convoy restrictions, groups were split in two: our group took off to Lake McKenzie en route to Central Station; the other to Lake Wabby Lookout, before ending up at Central Station.
Due to recent rainfall, the sand tracks had been compacted by traffic, so much so that it felt as if we were driving the D-MAX on asphalt; no need for low range then. These tracks, which cut east-west/west-east across the Island, weave past gigantic trees and thick vegetation, which is remarkable to see when there’s nothing but sand at their bases.
The D-MAX’s steering remained precise and the leaf-spring suspension soaked up most regular bumps with aplomb. “Remember, it’s a scaled down truck, not a scaled up car,” Mark Harman told us. Unfortunately, we couldn’t give four-low a real crack on the relatively simple off-road tracks.
After a full day on the tracks – and with enough sand in the D-MAX and MU-X footwells to start our own island – we returned to Kingfisher Bay Resort for an afternoon of jetty and beach fishing led by expert angler Scott. Those not interested in casting a line had the afternoon free to shake the sand from their clothes.
The following day we flicked the D-MAX in favour of the seven-seat MU-X, where we instantly appreciated the softer ride and coil-sprung suspension, with far fewer bone-jarring, backside-leaving-seat moments.
Our group hit the Southern Lakes, stopping at Birrabeen and Boommanjin en route to Dilli Village; the second group ventured to the Valley of the Giants. Unfortunately, due to time restrictions, it was a matter of luck as to what sites you’d see and what ones you’d have to put on the list for next time.
Following check-in at our new overnight digs at Eurong Beach Resort, we headed north along the long, white stretches of the eastern coast to Eli Creek and the imposing SS Maheno, an old shipwreck that’s been wasting away since 1935. A few cheeky liquors back at Eurong Beach Resort’s Beach Bar put an end to another long day on the tracks.
With the well-organised and educational trip all but wrapped up, we took the opportunity to chat to a paid-up participant over a beer or two. Andrew Hughes, the proud owner of a mildly-tweaked 2012 D-MAX, decided to cough up the $2K entry fee and make the drive from his home in Bribie Island, Queensland, due to the “positive experience I got from the first I-Venture trip, which was only a one-day experience at Moreton Island.
“I knew I wanted to do certain things, but when I saw the opportunity to go to a destination I hadn’t been to and learn skill sets I wanted to learn – but I’m hesitant to try and do something on my own in an unqualified sense – I snapped at it.” Andrew told us if there’s one thing he walks away from this trip with, it is experience and confidence in his vehicle’s ability: “The one thing to take away from an IVC trip is learning how to use a vehicle within its limits.”
Would he do another one? You betcha: “This is the second time I’ve done this, and if I could do it a third time, I would,” he said.
A cracking adventure, Isuzu’s I-Venture trip is an innovative idea and a great retention tool for the brand; as Mark Harman put it: “If you spend $40K on an MU-X and you get out here and experience it like this, the chances are your next vehicle will also be an Isuzu. “It’s not just a learning experience; it’s an experience in itself. How often do you get the chance to come to Fraser?”
Ditto that.
AUSTRALIAN OFFROAD ACADEMY
Under the expert guidance of Australian Offroad Academy’s Dave Darmody, who hails from Harvey Bay, we took a tour of Central Station to learn the history of the area. Dave’s knowledge of Fraser Island is second-to-none – he not only knows all there is to know about four-wheeling, he knows every secret of the Island. At times we felt like a kid on a Science excursion, entranced by his knowledge. Website: www.australianoffroadacademy.com.au
GET INVOLVED
This specific Fraser Island trip cost $2000 per couple and covered accommodation, food and non-alcoholic beverages. The events book out quickly, but Mark Harman confirmed those that miss out are notified when the next trip is approaching: “These events book out quite quickly, and there’s a lot of interest in Queensland. But interest is growing in NSW and Victoria.”
Mark added that Isuzu picks dates that don’t correspond with the school holidays, “So that it’s quiet and everyone can go their own pace.” What’s coming up on the I-Venture calendar? “We go all around Australia. In 2018 we are returning to Western Australia’s Lancelin Sand Dunes,” Mark told us. Prices vary for each event.
To see upcoming events and to register your interest, visit: www.iventureclub.com.au
BEHIND that bold front end and under the bulging rear quarter panels, Ford has seriously beefed up the chassis and suspension of its T6-based Ranger Raptor.
From the reinforced chassis rails to the bespoke Fox Racing shock absorbers and coil-over suspended multi-link rear end, this beast is made to take on the toughest tracks at speed.
We take a look under the metal and composite body work for a closer look and speak to Jamal Hameedi, Global Performance Vehicle Chief Engineer, Ford Motor Company, about what makes it so special.
If you’re ever stuck in a pub or campfire argument with your local ‘expert’ who reckons “The Raptor is just a lifted Ranger”, here are 10 key differences between this desert monster and the stock Ranger.
1. 2.0-litre twin-turbo diesel engine – unique to Raptor (at time of writing)
2. 10-speed auto.
3. It’s loaded with the latest version of Ford’s Terrain Management System and now has ‘Baja’ mode – the perfect excuse to indulge your inner desert racer persona.
4. Fox internal bypass shocks – designed and developed specifically for Raptor.
5. 50mm increase in ride height from standard.
6. Significantly stronger frame/chassis.
7. Wider track.
8. Disc brakes front and rear.
9. Raptor-only version of Watts link rear suspension setup.
10. It’s called Raptor. ’Nuff said…
I just don’t get it: why do people have to answer their phone or read a text message when they’re driving?
The issue of distracted drivers – mainly from using devices such as mobile phones and GPS units – is on the increase, with a QBE insurance spokesman indicating last year that the use of mobile devices and the associated distracted driving that ensues has joined the historic ‘big three’ – speed, fatigue and alcohol – as the chief causes of lives lost on our roads.
In NSW last year nearly 40,000 people were fined for using their phone while driving. Towards the end of the year a new campaign was rolled out to try and stop drivers using their phones, but that didn’t seem to help the holiday road toll which saw 28 people die in that state between December 15 and January 1; that was double the toll for the same period the previous year.
As four-wheel drivers we tend to spend more time on the road than the average driver, as we head bush or to isolated stretches of coast for weekend getaways and annual holidays. Most of the kilometres clocked up are on country roads, where, again in NSW, 300 of the 392 people that were killed were in regional NSW.
A frustrated deputy police commissioner pointed out that only one third of the population of NSW lives in regional areas, but the area accounts for two-thirds of the road toll.
In Victoria the road toll was down on the previous year, from 290 to 257. And while road deaths in metro areas had dropped by 27 per cent, the toll rose on regional roads; but nowhere near as bad as in NSW, with an increase of just three per cent (to 155 souls lost).
In WA, while the number of fatalities in the metropolitan area dropped to 68 – the best for near-on 20 years – the lives lost in regional WA totalled 90.
In the USA, which Australia seems to follow in many cases, distracted drivers are now the number one cause of road accidents. While we seem to be doing a lot better at decreasing our road toll than the USA, the alarming trend in our fatality figures is not a good indication of what the future holds.
With road trauma currently costing Australia about $70 million per day, it’s beholden on all of us to do our best to reduce the staggering carnage on our roads. Slow down, don’t drink and drive, ensure you take enough rest breaks (every two hours is the recommended maximum), be alert on all roads, and get off your bloody phone.
With a few inland adventures planned, my attention turned to a more generic off-road tyre; so I swapped out the M/Ts on my Patrol to a set of Bridgestone Dueler A/T 697s.
They’ve been great, and the first thing noticed was the drop in tyre noise. Don’t get me wrong, the road noise generated by the muddies wasn’t overbearing, but the smoother tread pattern of the 697s provides excellent road-handling – plus I’m appreciating the extra few kays I’m getting out of each tank of diesel.
With 4000km now put into the new tyres across a variety of terrain, they’re proving to be a great allrounder; smooth enough for the kids’ school runs, yet aggressive enough in the tread pattern for weekend fun.
I’ve had a ball testing them out in the hills around Melbourne, especially on the slippery tracks and bog holes in Murrindindi, Toolangi and Kinglake – they also performed without issue on an early season sun-chasing trip to the glorious Murray River at Echuca.
There are big plans ahead for the 697s, with a trip to Kangaroo Island on the cards for the summer break, as well as a month-long odyssey to Ayers Rock and the Red Centre jotted into the diary for mid-year.
The A/T 697s are proving the perfect tyres for the daily driver-cum-weekend adventurer.
The Bridgestone Dueler A/T 697 – The Dueler A/T 697 is the ultimate 4WD tyre, designed to withstand Australia’s harshest conditions. The tread pattern design has been optimised for increased puncture resistance, and the dual compound tread features improved heat durability to cope with the harshest summer day.
The super-tough boots are cut-and-chip resistant; feature a protective ply for an added layer of protection from staking; utilise two heavy-duty, high-tensile steel belts; and have an advanced shoulder-block design to improve NVH.
Complete your last-minute summer plans with these tenting equipment, bullbars for Holden’s big rigs, and the latest up-to-date Hema maps.
TJM Signature bar – Trailblazer
TJM has expanded its popular Signature bar range with the addition of a model for the 2016-onwards Holden Trailblazer and Colorado. The lightweight Signature bar features a beefy 76mm polished centre loop tube and two 63mm polished outer loops designed to protect the headlights of the vehicle, along with two bumperettes for those carpark nudges. The bar’s design ensures airflow to the vehicle’s cooling system is uninhibited to prevent overheating.
A winch of up to a 9500lb rating can be fitted, and the bar also includes two 8000kg-rated recovery points. LED fog lights also feature, as do two aerial tabs and enough space for fitment of full-size 220mm HID or LED driving lights.
RRP: $2629 (excl. fitment and freight) Website: www.tjm.com.au
ARB Jump Starter Pro
The compact Jump Starter Pro from ARB includes the latest intelligent sensing and charging technology and can be used on all 12V vehicles (with a capacity of up to 6.0L for petrol or 5.0L V8 for diesel). The unit’s inbuilt sensors prevent over or undercharging of the lithium battery. The high-tech heavy-duty jump cables are designed to monitor the battery’s voltage, polarity and its charge condition as you recharge it. If it senses a fault, or any potential installation problems, it will alert the user via a series of LED lights.
The Jump Starter Pro offers the ability to be charged from your rig’s 12V or from your home, ensuring you will never be left stranded without power. Along with these features, the unit also includes two USB ports for charging of phones or tablets, and a separate 12V port.
RRP: $249 Website: www.arb.com.au
Black Wolf Turbo 240 X-Lite LF
Black Wolf has added to its popular Turbo series of tents with the new Turbo X-Lite LF 240. As the name suggests, this family-sized tent is super lightweight (14kg; 35 per cent lighter than previous-gen models) and retains the Rapid Pitch Turbo Frame that allows for a very fast set-up.
The tent’s light frame doesn’t sacrifice strength, as the main poles are 23mm aluminium, with the roof poles 12.7mm composite material. The tent has a full fly, roof vents and a breathable inner lining aimed at minimising condensation, as well as a decent-sized vestibule. The tough 5000-denier polyester floor includes waterproof-taped seams. The doors and windows feature No-see-um mesh and the windows are gusseted so you can close the covers down but still maintain some airflow.
RRP: $800 Website: www.blackwolf.com.au
Hema Maps Kimberley Atlas & Guide
Hema Maps has released the sixth edition of its popular The Kimberley Atlas & Guide, edited by our own Ron and Viv Moon. This is Hema’s best-selling guidebook and it’s now better than ever, with all-new cartography, 188 new maps (including those with more detail of the Kimberley’s coastal areas) and a clear, easy-to-read style.
The guidebook includes 10 of the best Kimberley off-road adventures, explored and updated by Ron and Viv. There’s also tons of info on where to go, trip prep, a concise listing of tour operators, and a section on the history of the region. This spiral-bound, 208-page guidebook is a must for anyone looking to explore the mighty northwest. We can’t wait for our copy to lob at 4X4 HQ!
RRP: $49.95 Website: www.hemamaps.com.au
Decked storage system
Decked, a rolling-drawer storage system made in the USA for the most popular Australian dual-cab utes, is built to deal with harsh Australian conditions. The SEMA-award-winning design is made from 100 per cent recycled High-Density Polyethylene (HDPE) that sits atop a galvanised steel skeleton. The system is extremely lightweight at just 105kg, and all the hardware is coated in inhibitors exceeding industry standards. The drawers roll on large rubber wheels and are 100 per cent waterproof.
The Decked system can handle up to a true tonne on top and 100kg in each drawer. You can find the Decked system at Opposite Lock stores. There’s even an in-built bottle opener at the back of the drawer system – gold!
RRP: $2640 Website: www.deckedaustralia.com.au
I AM airborne in a Ford Ranger Raptor, the desert track a few feet below passing by in a blur of ochre. I brace myself, anticipating a hard impact when the prototype dual-cab’s tyres reconnect with terra firma, but it doesn’t happen – the impact is muted and barely discernible.
So I relax, just as Ford test driver Matt Gerlach, working the wheel beside me, punches the throttle. This elicits an immediate response from the Raptor’s 2.0-litre twin-turbo diesel four-cylinder as the 10-speed auto shifts down a couple of gears and shoves us forward at a ridiculously fast pace, on to the next corner. The speed of approach – and the cornering speed – is bloody impressive, and I know I should feel a wee bit scared, but all I feel is the huge shit-eating grin on my face.
SOMETHING SECRET
4X4 AUSTRALIA and one fellow Aussie journo (we were the only two local scribes, joined by two Thai-based writers) are at Ford development HQ – in this case, in the middle of the outback, where ‘Project Redback’ – Ford-speak for the Ranger Raptor Development Program – is well underway.
THE CONCEPT
TO understand how the Ranger Raptor was born you have to look to the USA and the success of Ford’s F-150 Raptor. This started as a concept that evolved from the vision of Jamal Hameedi, Global Performance Vehicle Chief Engineer, Ford Motor Company, who is an avid fan of the huge desert-racing scene in North America – think: Baja, Trophy Truck racing, etc. – and the prerunner vehicles used in those events. ‘Prerunner’ is the generic term used to describe the modified off-roaders (nearly always utes with big tyres, plenty of lift and loads of grunt) that teams use to drive the race route before the event itself, allowing them to check for potential dangers and obstacles they’ll need to avoid during the racing itself. Needless to say, the F-150 Raptor was (and still is) a raging sales success. This success ignited the belief within Ford Australia that an equivalent version of the US Raptor could work, as Damien Ross explains.
“So we’ve taken the Raptor DNA; they’ve [Ford USA] written down everything – every ingredient – that we need for a Raptor,” he says. “We’ve taken that and we’ve applied that to the Ranger platform and created a Ranger Raptor. So that’s what we’ve been doing, and the Ranger Raptor is all about being able to go up to that high-speed off-road capability that you’d want for a prerunner.”
This initial idea led to Ford Oz developing a business case to satisfy the bean-counters that this project was financially viable, and then building the first of what would be many test mule incarnations.
Even before the financial questions were successfully answered, the engineering team was busy – in their own time – building early test mules, nutting out how the Raptor concept would work in Ranger format.
“It was pretty valuable getting physical prototypes very early on and getting people’s thoughts and visions on what it could be,” Simon Johnson says.
Also helping the early stages of the project gain Ford HQ approval was an unexpected test drive by Ford’s then Global Project Development Director, Raj Nair, who was coincidentally in Australia at the exact time the first prototype was finished being built.
“It [the first prototype] had been delivered to the proving ground at eight o’clock the night before,” Simon explains. “I said ‘well, there are few cars out for him [Nair] to drive so I will just park it down there somewhere’. It’s not had a safety check, no one can drive it, but yep, Raj wants to drive…
“So I did a safety check, took him around in it and it went better than I thought. So I let him have a drive of it and, yeah, he loved it; he said: ‘you’ve nailed Raptor’. So yeah, that was good.”
That prototype was one of two built initially – one for testing road loads and the other for Simon to ‘play around with’ in regards to suspension and dynamics – something the development team knew had to be nailed down early on in the program to keep it aligned with how any vehicle with the ‘Raptor’ moniker is expected to perform, both on- and off-road.
RAPTOR DNA WITH A TWIST
THIS Raptor is based off the new MY18 Ranger model to be released in the second half of 2018 and, as mentioned in the first part of this story, the powerplant is a Raptor-only 2.0-litre twin-turbo (sequential) diesel four-cylinder engine. Power and torque figures reveal 157kW and 500Nm, more power and torque than the 3.2L five cylinder diesel makes in the regular Ranger. Surprisingly, this twin-turbo diesel was the only engine considered for Ranger Raptor (at least in the Asia-Pacific market; nobody will answer any queries RE a US-spec Ranger Raptor). And the Ford team doesn’t seem overly concerned with the Australian ute market’s fixation with larger-capacity engines.
“I am sure there will be drivers who have their obsessions,” says Damien. “But when they get in this vehicle and drive it – and they don’t have another one to drive anyway, so they’re kind of pre-dispositioned – it won’t matter because they can’t go and buy somebody else’s version of Raptor. And so they’ll get in and they will just be blown away by what it does.”
The second deviation from the F-150 Raptor DNA – and from the rest of the Ranger model line-up – is the use of a Watts link coil-spring rear end (the big US rig has a leaf-spring rear). Dispelling any assumptions, the Ranger Raptor’s rear suspension is not the same as the one underneath the Everest wagon, as Damien explains.
“Probably the biggest challenge was right at the beginning when we were finalising whether we were going to take the leaf spring system that they had or go to the coil-over-shock system Watts link that we’ve got now,” he says. “That’s one of the reasons Simon built the X0 [first test mule] to prove that out; so that was probably the biggest technical decision we made which was, as it turned out, absolutely the right decision.”
Simon explains the aversion to leaf springs on Raptor, and also the differences between the Ford stabelemates’ rear ends: “One of the big benefits of the Watts link in particular is the lateral compliance – it’s very stiff,” he says. “With leaf springs, you’ve got a bit of compliance; somewhere around here [the test facility] if you throw it hard into a turn you slide and you hit a berm or a rut, and if you’ve got leaf springs you go ‘boom’ and fling about. This thing [the Watts link-equipped Raptor] just carves it.”
“So where the springs on the Everest sit, they’re very close to the diff, and that means a very strong axle, too, for the bending. For the Raptor, we’ve moved them outboard of the shocks, so we’ve inherited an incredibly stiff axle and gained strength in that, but we don’t have the spring-back [due to the outboard position of shocks] so don’t need an anti-roll bar. That’s saved us on weight and it packages well and it looks great on the road.”
THE SAME BUT VERY DIFFERENT
THE rear suspension set-up is just one of the features that set Raptor apart from its brethren. Another is fitment of FOX internal bypass long-travel dampers and coil springs, as well as larger tyres. The rubber – BFGoodrich All Terrain T/A KO2 LT285/70R17 – was developed in partnership with BFGoodrich, who used its previous F-150 Raptor tyre as a starting point. The dampers are unique: the development team partnered with FOX Racing for the Raptor-specific shock (which works in a similar way to a remote reservoir shock, but with the reservoir inbuilt), working with coil springs supplied from outside FOX. Like the tyres, the shocks are big and beefy to cop the loads and additional stress of the vehicle, which included plenty of corrugated kays during testing.
The end result: Raptor rides 50mm higher than the standard Ranger and offers a compliant and controlled ride both on- and off-road, which was, for Simon, the biggest challenge.
“It’s important to us that our customers get a vehicle that will exceed their expectations off-road, but is something that is useful every day,” he says. “I’d happily jump into the Ranger Raptor and drive for 12 hours – it’s so comfortable. So we’ve managed to keep that plush ride and yet make it absorb massive inputs off-road here in testing.”
Neither Simon nor Damien would elaborate on the difference in wheel travel, beyond saying it was ‘significant’. Equally significant are the exterior bodywork styling and underbody changes; the front-end geometry had to be altered to allow for the bigger shock/tyre package, with the large, chunky alloy A-arms a pointer, along with the bigger brakes (ventilated discs front/rear). There are vents in the front quarter panels, and a front air dam to keep brakes cool. The fuel tank is a reshaped Everest one. The Raptor also runs on a wider track, necessitating a re-laying of the frame.
“We’ve basically heavily modified, or more or less designed-new, the frame,” Damien says. “So we started off from a basic underpinnings and we’ve strengthened the frame to be able to take the off-road loads, because you often hit whoops and bumps and can take off a little bit and land and you can’t do that on standard frames; so that’s been strengthened [in key areas]. And we’ve had to redesign it for things like the spare tyre because the tyre’s a lot bigger.
ENGINEERING THE POSSIBLE
The biggest re-sizing challenge was, Damien reckons, the engine bay, which is pretty bloody crowded.
“The engine bay has an all-new layout,” Damien explains. “We’ve had to move, shuffle… To be honest, this is probably one of the areas in the vehicle that we’ve had to package everything. With new technology and, especially if you go to higher emission controls, just trying to get everything fitted in there, it’s a task in itself.”
Exterior panelwork changes include the obvious pumped-out front and rear guards to accommodate the wider track, the re-positioned rear bumper, and higher-rated recovery hooks. There’s also a reduction in load-carrying capacity (Damien mentions load weights won’t be up to Wildtrak level, but offers no exact figure) and Raptor-specific styling clues such as the front grille, which is, during our visit, still in mock-up stage. The prototypes’ non-finalised interior is ‘regular’ Ranger, albeit with that 10-speed auto shoehorned in there, along with myriad recording instruments for collecting data on suspension, steering and engine performance.One similarity with the stock Ranger is the part-time 4×4 system rather than adapting the Everest’s full-time set-up. The Raptor does, however, get the latest version Terrain Management System (TMS), borrowed from the current F-150 Raptor, which includes ‘Baja’ mode.
“It’s a mode that allows you to drive unhindered by other systems taking over; when you’re in a road situation and [the TMS] sees certain traction and steering actions it’ll take an action because you’re on the road,” Damien elaborates. “But, out here you’re in sand and dirt. Those kinds of manoeuvres… this Baja mode will stop those [reactive systems] coming in when you don’t want them.”
This is no one-trick pony, as impressive as its desert driving performance is; Ford has gone to great lengths to ensure the Raptor’s off-road performance is balanced by equally impressive on-road behaviour – the calm Ying to the truly crackers off-road Yang, with both an on-road Sport mode and, a ‘sedate driving mode’, according to Damien.
THE DRIVE
THE morning of day two saw us finally jump in the Raptor prototypes for a fast blast around one of the test tracks (the 18km loop). Well, sort-of finally: Ford teased us slightly, albeit with good reason. Before our lap in the Raptors, we tackled the same loop in a stock Ranger, to use that experience as a baseline for the differences between the two vehicles.
There are five test drivers at the facility, with each driver allowed only to do three hours at pace each day, due to the stresses their bodies are subject to. I am in with Matt, and am about to find out all about those stresses.
The 18km test loop is a bumpy, sandy mix of straight sections with numerous tight and not-so-tight on- and off-camber corners. The stock Ranger is, itself, a pretty handy off-road performer, but this track tests it severely, with plenty of bumping and banging as Matt manhandles it through and over the various sections. The lap is relatively quick, but I am feeling it.
Next is the Raptor. Owing to these vehicles being prototypes, we are seated in full race seats with race harnesses, helmets, suits, etc. The interior is packed with the aforementioned gauges and screens, but, not long after we blast off, it is the speedo I take most interest in. Throughout the loop, the Raptor averages close to twice the speed of the regular Ranger – and Matt hadn’t taken it easy with the stock unit – and we get airborne twice, both times landing with little drama.
In terms of a standout, it is hard to split the 10-speed auto (and Baja mode, of course) and the suspension. But, if I had to, the Raptor’s suspension/tyre combo would just win out: it is simply brilliant. Those many thousands of kilometres Simon has spent swapping out, and adding in to, the shocks’ shim stacks and myriad other tweaks has paid off. Compression is very well-controlled, and rebound keeps the Raptor feeling very ‘tight’ in regards to how it responds to being shoved around by the bumps and off-camber surfaces below it. The wider track gives the Raptor a more planted feel, and those big tyres finish it off, offering a compliant ride while still tracking true when responding to fast directional changes by the driver. Even more impressive is the fact there’s minimal transfer of the impacts through to us inside the vehicle – a standout in itself when you consider the terrain, the speed, and the fact I am sitting on a bare-bones race seat. Simon’s claims of the vehicle offering owners a more comfortable, relaxed driving experience over longer distances rings in my ear.
Funnily enough, it is the engine that is noticed the least – and that’s not to say it doesn’t impress. There’s no doubt the 2.0-litre TTD donk has some serious grunt; progress is rapid, no matter whether punching along a straight or spearing out of a corner. And it works brilliantly with that auto; its quick shifts are matched perfectly in situations where you’d assume the engine may come off-song (exiting tight corners, etc.), but it shifts subtly, and that 2.0TTD keeps singing, sling-shotting you forward. Needless to say, the time for that loop was significantly faster than our stock Ranger lap. After, I take a seat and jot down just one word in my notebook to describe that Raptor lap: “Otherworldly”.
THE FUTURE IS NOW
THIS Raptor program would seem a huge investment of time and money, if the fact the vehicle will go into 180 markets wasn’t taken into consideration – and that is not taking into account the elephant in the room that is the potential for it to be released in the USA. The term ‘investment’ needs to be also taken into consideration for buyers, though. This thing will sit at the top of the Ranger stable and will no doubt be priced accordingly. The question is: will buyers part with a considerable sum of money for it?
“We haven’t settled on price,” Damien responds. “In terms of customers, we don’t expect it to be the same [sales] volume as an XLT, but more in terms of the Ford Performance type volume. Knowing what kind of price range it is in, I think it is fantastic value and I would be buying this thing straight-up for that. We’ll see what the customer says.”
That tone of confidence is what sticks in this writer’s mind as I get my head around what we were shown over the two days in the Red Centre.
It is dubbed Raptor, so, yeah, you’d think I’d be quoting numerous bird-of-prey clichés (swooping, fast, vicious, etc.) in summing up the vehicle, but that’d be too easy. With the arrival of Raptor, the days of a ‘special edition’ 4×4 ute comprising nothing more than a shiny paint job, blacked-out wheels and bright stickers are, thankfully, gone. Shit just got real, folks.
FOLLOWING a year of speculation and spy shots, the wraps have just been pulled off Ford’s Ranger Raptor in Thailand overnight.
Aside from the bold, wide-body styling of the bespoke Raptor, the big reveal was the powertrain, with a 156kW/ 500Nm, 2.0-litre, bi-turbo diesel four-cylinder engine filling the engine bay, backed by a 10-speed automatic transmission adapted from the F-150 Raptor. So no petrol engines for Australia, or a version of the 3.2L diesel that is a favourite with Ranger buyers here.
The 2.0L engine makes more power and torque than the five-cylinder 3.2L and, according to our guys who have ridden in the new Raptor, the bi-turbo is more than enough to add excitement to the ute.
Like the F-150 variant that has made the Raptor nameplate legendary, the Ranger Raptor is more than just an engine; the desert racing-inspired chassis and suspension really dial up the adrenaline levels, and the Ranger Raptor was tested and tuned on some of Australia’s toughest outback off-road tracks.
The ladder frame has been strengthened and adapted to take a coil-sprung rear end instead of the tradie-spec leaf springs. This set-up is similar to that found under the back of the Everest wagon as it uses a Watts link arrangement but differs with its coil-over Fox shocks that are mounted further outboard for improved stability. The rear wheel track is also wider than that of a standard Ranger, to match the 1710mm-wide track front end.
At the front end, forged aluminium upper and cast aluminium lower arms widen the track, with Fox Racing again supplying the coilovers. The 46mm (front and rear) shocks feature Position Sensitive Damping (PSD) technology. This provides higher damping forces at full compression and rebound to enable better performance in high-speed off-road conditions, and lower damping forces in the mid-travel zone for a more comfortable ride on-road.
The BFGoodrich KO2 All Terrain tyres measure 285/70-17 and were specifically developed with the Raptor in mind. The braking system is upgraded with twin-piston calipers on whopping 332 x 32mm ventilated rotors at the front, as well as 332 x 24mm ventilated rear discs clamped by new 54mm calipers.
The Raptor retains a part-time 4×4 system with low range but now includes a Terrain Management System (TMS) similar to what we see in Everest and F-150, but with the ‘Baja Mode’ that was previously exclusive to F-150 Raptor. Baja mode desensitises the chassis electronics, including the traction and stability controls, giving more control back to the driver while at the same time holding gears in the 10-speed auto and sharpening the transmission and throttle response for high-performance driving.
This is the mode to unleash your inner Robby Gordon aspirations; while the regular On-Road and Sport modes are there for tarmac travel, and Grass/Gravel/Snow, Mud/Sand and Rock modes are there for off-road terrain. The Ranger Raptor has a rear differential lock as standard.
The bi-turbo arrangement on the four-cylinder diesel engine uses both a small and large turbocharger working in sequence, depending on engine speed and load. At lower engine speeds the two turbos work in series for the best torque and responsiveness, while at higher engine speeds the small (high pressure) turbo is bypassed and the larger (low pressure) turbo provides maximum boost to deliver more power.
Ranger Raptor’s styling obviously comes from its bigger American cousin, the F-150, with the signature black grille with bold FORD lettering. The front ’guards are made from a composite material and are pumped out to cover the wider wheel track and accommodate the tyres with more suspension compression.
The rear cargo tub also gets the pronounced ‘guards for tyre clearance, while a new rear bumper features an integrated tow bar to dramatically improve the departure angle which is now 24 degrees. Approach angle is 32.5 degrees, rampover is 24 degrees and ground clearance is listed at 283mm.
Towing capacity of the Raptor is rated lower than the regular Ranger, at 2500kg, due to its drivetrain and suspension package that is set up more for performance than load-hauling.
Inside the Raptor gets trim unique to the Ranger line-up. The front seats feature heavy bolsters to better hold the occupants in place during high-speed off-roading, while the full suite of features and equipment are included. Of interest are the magnesium gear-shift paddles behind the Raptor-unique steering wheel, and the use of keyless entry and push-button starting; features we hope extend to the updated Ranger and Everest models later this year.
The Raptor will sit at the top of the 2019 Ranger line-up when it arrives in Australia in the third quarter of this year; although, there has been no word on price as yet. Ford tells us this will come closer to the launch date. With the level of bespoke suspension upgrades, modified and reinforced chassis, unique engine and transmission, and the bold exterior design, we’re tipping the Raptor won’t come cheap, nor will it be for everyone.
The Ranger Wildtrak already kicks the tin for more than $60K, and we reckon the Raptor will be closer to $90K. That will be a lot of money for any ute, but the Ranger Raptor won’t be just any ute.
“It is amazing to enable this level of performance and create a vehicle that can provide off-road enthusiasts such an adrenaline rush,” said Jamal Hameedi, Chief Engineer, Ford Performance, Ford Motor Company. “It really is like a motocross bike, snowmobile and an ATV rolled up into a pickup truck – it’s an incredible, awesome experience!”
Even as summer winds down there are plenty of events to experience around Australia from March till April.
Simpson Desert season looms
For those planning a trek across ‘the Simmo’, March 16 signals the first day the Simpson Desert Regional Reserve and Simpson Desert Conservation Park are open to visitors. This common sense approach of closing the area from December 1 to March 15 avoids the risk of a fatality from a breakdown in the incredible heat over summer.
To book a Desert Pass and check conditions, email: [email protected] or call (08) 8648 5328.
Navrun: Amazing Race 2018 (VIC)
This awesome 4×4 navigation event is being held in Victoria’s Wimmera district over the Easter long weekend. The family-friendly three-day event will be great fun, as punters navigate in a 4×4 while looking for clues and following instructions (and tackling some odd and crazy exercises) – so plenty of laughs to go with the driving.
There are no classes; your standard (registered) 4×4 will be more than enough for this affair. The event also includes kids’ activities, camping (at the one site) and the chance to spend a few days in this special location. Bring your own food, water, drinks, etc.
See www.navrun.com.au for event information.
Julia Creek Dirt n Dust Festival (QLD)
Held from April 13-15, this adventure festival is based out of Julia Creek, Queensland, with organisers encouraging visitors to tackle the Overlanders Way on the way. This famous drive takes in Townsville, Hughenden, Richmond, Julia Creek, Cloncurry and Mt Isa, with each town offering its own visitor highlight (a pie from the FJ Holden Café in Hughenden is a must).
The festival features horse races, bull rides, triathlons, bog snorkelling (yep, you read that right), nightly concerts and novelty events (including a kids’ scavenger hunt).
For further information, visit www.dirtndust.com.
The ARB ORRC Sunraysia 400 (NSW)
The ARB Australian Off Road Racing Championship heads to Mildura for the second round of the competition, with the Sunraysia 400 running from April 21-23.
The ARB ORRC is held over four rounds at four different locations this year. This event offers those looking to get into competitive off-road racing a chance to do so in a sociable environment. With eight vehicle classes ranging from production 4x4s through to buggies and everything in between, you can bet your house on the fact it will be an awesome weekend.
For more information and to find out how to take part, head to www.offroadracing.com.au. Give it a crack!
Station Stays (SA)
Since forming in 2009, this group of pastoral tourism businesses in the SA outback and the Flinders and Gawler Ranges has grown to include 26 stations and properties that accommodate visitors. Stations, such as Horseshoe Rim, include 4×4 tracks for those keen to do some exploration of their own.
Another station in this group is Willow Springs, home to the famous Skytrek, a full-day 4×4 tour of the property. Located just north of Wilpena Pound, it means you can also explore this iconic destination.
With 26 stations, this is a great choice for any and all tourers, so go to www.stationstayssa.com.au for more information. Start packing for that trip!
Easter Weekend Gem
Easter is relatively early this year, which is the perfect excuse to head to the NSW Sapphire Coast, in the Premier State’s south-east and midway between Melbourne and Sydney.
This part of NSW offers sublime surf beaches, brilliant camping (national park/state forest camping and beach-side caravan/camping parks), fishing and plenty of hiking, mountain biking, paddling. The popular towns – Tathra, Merimbula, Pambula, Eden – have awesome eateries, too.
The Man From Snowy River Festival (VIC)
Any excuse to visit the High Country will do, and this one will be brilliant. Held April 5-8 at Corryong, this event showcases the lifestyle of the local cattlemen from years gone by (and for a few of them, today). There will be numerous horse-riding events, a movie night, whip-cracking demos, a rodeo, ute muster, bush poetry, kids’ party, street parade, and plenty more.
Visit bushfestival.com.au for more info.
Ever since the tiny Renegade Trailhawk was labelled a Trail Rated vehicle we’ve wondered if Jeep has gone soft and devalued what was once a respected badge of honour.
Trail Rated, according to Jeep, means a vehicle has passed a series of rigorous tests in five off-road categories: Traction, Water Fording, Maneuverability, Articulation and Ground Clearance.
The Compass Trailhawk’s traction comes in the form of a driveline and electronics package that consists of Jeep’s Active Drive Low 4×4 System and Selec-Terrain with Auto, Snow, Sand and Mud, and Rock Modes, as well as Hill Descent Control. No, it doesn’t have a two-speed transfer case, but hit the 4WD Low button and it’ll lock the transmission into first gear, which has a handy 20.4:1 overall reduction. Think of it as a crawler gear, like in a Volkswagen Amarok.
Water fording is a reasonable 480mm, which is up from the lesser 405mm maximum wading depth of the Compass Limited. The engine’s air intake is located up reasonably high behind the driver’s side headlight.
Maneuverability comes courtesy of the Compass Trailhawk’s compact dimensions and 10.76m turning circle. Yep, it’s a small vehicle, measuring just 4398mm long, 1819mm wide and just 1657mm tall. It also has handy approach, ramp-over and departure angles (30.3°, 24.4° and 33.6°) thanks to raised suspension and redesigned front and rear bumpers exclusive to Trailhawk.
Articulation? Well, it’s got a claimed 170mm of wheel travel up front and up to 200mm at the rear, which isn’t really a helluva lot, but the clever electronics package manages to overcome that when wheels are lifted into the air over undulating terrain. And without much droop travel, wheel lifting happens quite a bit on rough tracks.
Ground clearance is a claimed 225mm, which is pretty impressive for a compact 4×4, and when the Compass Trailhawk does whack its belly on the ground, it’s reassuring to know that vulnerable components are tucked up and out of the way and protected by bash plates.
We took the Compass Trailhawk up some rocky tracks that most of its competitors would’ve baulked at. Engaging Rock Mode offers increased brake lock differential capacity, which minimises wheelspin and provides decent drive to the wheels with grip. While it’s certainly no rock-crawling beast, the Compass Trailhawk is more capable than you might expect.
Power comes from a 2.0-litre four-cylinder turbo-diesel engine that makes a claimed 125kW at 3750rpm and 350Nm at 1750rpm. The engine is mated to a smooth-shifting nine-speed auto that was co-developed with ZF. On-road performance is more than adequate and the engine has nice low-rpm response and a healthy midrange, and the auto is a smooth and predictable shifter.
The Compass is quite refined on the open road; it offers good noise insulation, a compliant if slightly firm ride, lively handling, and predictable and well-weighted steering.
The Compass Trailhawk costs $44,750 and is well-equipped for the money with standard features including 17-inch alloys with 225/60R17 rubber, a big 8.4-inch touchscreen with sat-nav and Apple CarPlay/Android Auto, reversing camera, front and rear parking sensors, chunky recovery points, cloth/leather seats, tyre pressure monitor and more.
For an extra $2450 you can add an Advanced Technology Group package that consists forward collision warning, lane departure warning, exterior mirror courtesy lamp, power tailgate, adaptive cruise control, auto high beam and blind-spot monitoring with rear cross path detect.
Jeep insists it’s going to great lengths to improve customer satisfaction, along with service and parts back-up, starting with a five-year/100,000km warranty with capped-price servicing and lifetime roadside assist (it’s called The Jeep There & Back Guarantee). Jeep also admits that winning back previously disgruntled customers and rebuilding its reputation won’t happen overnight.
The Jeep Compass Trailhawk certainly looks the goods, with its high-riding stance, blacked-out bonnet decal, red recovery hooks and, of course, Trail Rated badges, and while it might not be your typical long-distance bush tourer, it certainly offers a good blend of on-road finesse in a compact package with reasonable off-road capability.
2018 JEEP COMPASS TRAILHAWK SPECS: Engine: 2.0-litre 4-cyl turbo-diesel Max power: 125kW at 3750rpm Max torque: 350Nm at 1750rpm Gearbox: Nine-speed automatic 4×4 system: Selectable full-time Crawl ratio: 20.4:1 Construction: Monocoque Front suspension: Independent/coil springs Rear suspension: Independent/coil springs Kerb weight: 1621kg GVM: 2189kg Payload: 568kg Towing capacity: 1500kg GCM: 3539kg Fuel tank capacity: 60 litres ADR fuel claim: 5.7L/100km Test fuel use: N/A Touring range: 1002km