A factory-fitted fuel tank has the potential to leave you high and dry on your next cross-country expedition.
The restricted capacity of some OE tanks – on average sitting at around the 80-litre mark – will only get you so far before a top-up is required, but topping up gets harder the farther you are from civilisation, where fuel bowsers become rarer than hen’s teeth. Adding an auxiliary fuel tank, or replacing the factory tank with a long-range option, is a non-negotiable for a remote-area travel; but there are many other advantages to fitting an aftermarket tank.
To dig a bit deeper, we spoke to three of the biggest players on the Australian scene: ARB’s Mark Berger, Brown Davis’s Cam Brown, and Out of Town 4WD’s Ric Black (they’re the gurus who produce the Long Ranger fuel tanks).
AUXILIARY OR REPLACEMENT TANKS
There are two types of aftermarket fuel tanks we’ll be taking a closer look at: auxiliary (or back-up) tanks, and long-range replacement tanks.
An auxiliary fuel tank works in tandem with the primary tank to provide additional fuel on top of the standard tank – should the user be pointing their fourbie to the centre of Australia or the northern tip of FNQ. Often the tanks are usually connected and the driver can be kept aware as to how depleted the respective tanks are. The driver can then switch between tanks via the flick of an in-cabin switch.However, not all aftermarket fuel tanks are for auxiliary or back-up purposes. ARB’s Frontier Tank, for example, is a replacement long-range tank for OE equipment. The Frontier Tank, which ARB has manufactured for about two years at its Adelaide facility, is independently designed for specific vehicle applications, as tank volume, weight and weight distribution will vary from model to model.
“Volume can range from 112 litres up to 180 litres for a full replacement tank,” Mark Berger, ARB’s brand marketing manager, added. It’s this increased capacity which is a major selling point, with customers wanting more travel with less fuel stops – often unavoidable on a big, remote-area trip. “Dependent on vehicle and tank size, some makes and model achieve almost double the fuel capacity with the addition of a Frontier fuel tank,” Berger said.
Cam Brown said the same applies to Brown Davis’s extensive range of tanks: “On the current range of 4WD ute replacement long-range fuel tanks we try to double the vehicle’s fuel capacity. For example, on the current model Hilux we swap out the 75-litre standard tank and replace it with our 150-litre tank, which doubles the vehicle’s driving range.”
As no two vehicle makes are alike, OOT 4WD’s production manager Ric Black explained that some require an auxiliary tank and some can utilise a replacement tank. “For example, a Suzuki Sierra has a standard 40-litre tank and we can only fit an extra 30-litre tank under such a small car,” he said.
A 150L LRA auxiliary fuel tank would be able to take a supercharged V8 Nissan Patrol’s total capacity up to 290 litres, giving it a range of more than 1000km between drinks.
Ric told us the most popular range for fitment of the Long Ranger is the current model Hilux.
“Our biggest replacement fuel tank for this model has a capacity of 182 litres, providing a massive improvement of 102 litres. This has the potential for an extra 1300km range – that’s a huge detour you can now make.”
But a long-range tank isn’t solely for people looking to get to the most remote regions of this massive country, as Brown Davis’s Cam Brown told us: “We also find a lot of people want to fill up when they know the fuel is top quality. With the extra range [of a long-range fuel tank] it gives you the luxury to pick your fill-up locations.”
It’s a great long-term coin-saving technique, with money saved in the long run every time you fill the tank to the brim when fuel prices are at their cheapest – makes good sense.
BUILT TOUGH
Quality-made aftermarket fuel tanks are also built tough, meaning they’ll be remarkably reliable. To ensure maximum strength and durability, “all Brown Davis long-range fuel tanks are constructed from 2mm aluminium coated cold rolled steel,” said Cam Brown. “This gauge of steel is sufficiently resistant to impact damage so that additional tank guards are not necessary.
“The aluminium coating on the specific steel used by Brown Davis offers the best of both worlds, with the strength of steel and the anti-corrosion properties of aluminium. The 2mm aluminised steel with internal baffles has proven itself over the past 30-plus years.”
ARB’s Frontier tank, on the other hand, is manufactured using crosslink polymer. “The plastic is amazingly strong,” Mark Berger said, “having impact, UV, chemical and fire resistance. ARB Frontier tanks are the first and only polymer tanks on the market and are borderline indestructible.
“The strong crosslink-polymer made up with a 7-9mm-thick wall makes the Frontier one of the strongest tanks on the market.”
Ric Black explained that the material of choice for the Long Ranger is aluminised steel, which is sourced from mills in Asia as it’s a specialty steel not made locally.
“This is basically cold rolled steel with a thin coating of aluminium added during manufacture for excellent corrosion resistance,” Ric told us. “Being made of 2mm aluminised steel the strength is unmatched, with design features such as integrated baffles and padded brackets to make sure it can handle whatever you throw at it, or, in most cases, what you land on.”
GROUND CLEARANCE
In addition to the strong, robust construction, the units often take into account ground clearance and are designed to suit. For example, OOT 4WD offers hi-capacity and hi-clearance versions of its Long Ranger.
“The hi-capacity is the biggest tank we can get under there and still remains reasonable off-road; this is great for the outback tourer,” Ric said. “Then, for most popular makes, we have our unique hi-clearance designs; these are great and, in most cases, give the more adventurous off-roader a greater range and more clearance than the genuine fuel tank.”
GO WITH THE PROS
For such an important job – which could prove to be a lifesaver on a remote-area adventure – it’s essential to get a quality-made product from those in the know.
Brown Davis, for example, has been producing fuel tanks since the early 1980s, but the idea originated in the mid-70s when David Brown (director) and Rod Stephens Racing created a lightweight aluminium fuel tank to give their Holden Torana the extra laps they needed around Mount Panorama.
This lead to a close friend wanting this same principle applied to his 40 Series Land Cruiser to get him to the tip of Cape York, and suddenly Brown Davis long-range fuel tanks were born. Cam Brown put it eloquently when he said: “In 2018 we will celebrate 40 years in business. When you buy a fuel tank or any product from a company that has been manufacturing for this long you know they must be doing something right.”
With more than 250 different tanks in the Brown Davis catalogue to choose from, there are small 50-litre auxiliary tanks for Jeep Wranglers and Defender 90 Series up to 210-litre replacement tanks for Mercedes Sprinter vans.
Likewise, manufacture of The Long Ranger began in the 1970s – “let’s just say we still have the original drawings in inches”, Ric Black added – and by 1980 sales began to skyrocket. It’s this experience which is why it’s advisable to stick with the trusted brands.
“When you make a decision to buy something cheap you often have the rationale that it’s not that important or you don’t use it that much, but every time you turn the key and start your vehicle you want your fuel tank to work; it’s not a purchase you should gamble with and hope for good luck with it,” Ric said.
ARB’s Mark Berger ratified that point, adding that an aftermarket fuel tank isn’t something you should take a risk on: “4x4ing often sees us traversing some rocky grounds, with sharp, protruding rocks and steep drop-offs. A less quality-built tank could soon see you with 100 litres of diesel on the tracks, hundreds of kilometres from help. The cost of recovery and the misfortune of this situation is probably not worth the risk of saving money on a cheaper, less-engineered product.”
INSTALLATION
Across the board, professional installation of replacement tanks – traditionally mounted underneath the vehicle, between the axles – is relatively straight-forward and usually takes about two to three hours. However, the installation of auxiliary tanks is a longer process, usually taking up to five hours. “An auxiliary tank is more involved as all the new fillers, gauges and transfer pump need to be installed,” Ric Black said. Cam Brown agreed: “Auxiliary fuel tanks require some wiring for secondary fuel gauges, along with plumbing for fitment.”
All the experts agreed that DIY fitment of replacement tanks is easily achievable with the right tools (and available access to a hoist), but fitment of auxiliary tanks requires a lot more mechanical knowledge and should ideally be left to the experts to do.
RRP & WARRANTY
- ARB Frontier Tank RRP: $1050-$1500 (approx.) Warranty: Three-year
- Brown Davis RRP: $900-$1800 (replacement tanks $900-$1200) + fitting and freight (approx.) Warranty: Three-year
- The Long Ranger RRP: $900-2000 ($1200 average approx.) Warranty: Three-year
With Thanks
- ARB Phone: 1300 272 494 Website: www.arb.com.au
- Brown Davis Phone: (03) 9762 8722 Website: www.browndavis.com.au
- IRONMAN 4X4 Phone: (03) 9532 1111 Website: www.ironman4x4.com
- The Long Ranger Phone: (02) 4953 3288 Website: www.thelongranger.com.au
Mercedes-Benz’s Gelanderwagen, or G-Class as it is now known, has been in production in one form or other since the hand-built ones were first assembled in 1975, which is a notable achievement in anyone’s books.
More surprising is the fact the G-Wagen hasn’t changed all that much in all that time, outside of the inevitable evolution in powertrains.
Originally conceived for military use as a general light-duty vehicle well behind the lines, the civilian G-Wagen was first offered in Australia in 1983; although, it was withdrawn from sale five years later.
Fast forward to 2011 and Mercedes announced that the G-Wagen would be reintroduced to Australia, effectively off the back of the contract to supply the Australian Defence Force (ADF) some 1200 G-Wagens to replace its ageing fleet of Land Rovers.
Two models were offered to private buyers, the G350 with its 3.0-litre diesel and the AMG G55 with its monstrously powerful 373kW/700Nm supercharged petrol V8. The G350 diesel made our 2012 4X4OTY shortlist.
In 2016, Mercedes expanded the range with the first of two G-Professional models, a single-cab-chassis that made last year’s 4X4OTY shortlist. Now making it back-to-back 4X4OTY appearances for the G-Class is the second of the two Professional models – the G300 Pro five-door wagon.
Don’t be fooled by the Professional tag, as this isn’t a G-Wagen pitched at ‘professionals’ as we know them, but rather it’s a $55K less expensive, stripped-out commercial version of the $165K G350. Another way to look at it is as a civilian version of the G-Wagens supplied to the ADF, and hence a back-to-basics vehicle.
TOURING
Arguably the most significant change from the G350 to the G300 Pro is the use of a more utilitarian powertrain, where the V6 diesel is detuned from 155kW/540Nm to 135kW/400Nm, in part to run on low-grade diesel. A simpler five-speed auto – a long-serving Benz gearbox – replaces the G350’s more sophisticated seven-speed auto.
135kW and 400Nm aren’t bad ‘numbers’, but the G-Wagen is relatively heavy (2350kg) and, worse still, is tall and blunt-nosed, creating a huge amount of aerodynamic drag at highway speeds. The result is the G-Wagen isn’t going to get anywhere all that quickly, and it’s hardly worth trying given fuel consumption jumps quickly above 80km/h. In effect, it’s happy as a 90km/h tourer yet already unhappy by 110km/h, even if it can go faster.
Try to push the G-Wagen beyond its ‘happy’ envelope and not only does fuel use ramp up but so does wind noise. As does engine noise, due in part to the relatively low highway gearing. Not much joy either in the vague steering and disconnected handling that results from having live axles front and rear, all of which reinforces the ‘steady as she goes’ approach best taken when driving the G-Wagen.
Settle back and take your time and the G-Wagen rewards with an upright driving position that’s comfortable over long distances and a great vista courtesy of the low waistline and expansive glasshouse. Touring is all about seeing things, and you see more out of the G-Wagen than modern 4x4s. Full-time 4×4 is also welcome.
TRAIL DRIVING
If the G-Wagen isn’t the ideal tool for a quick highway dash it soon becomes the weapon of choice when you head off into the bush; the rougher and tougher the better. This is where the G-Wagen comes into focus and feels totally at home.
In fact, you don’t even need a trail, as the G-Wagen, thanks to its lofty clearance, robust light-truck all-terrain tyres, solidly engineered chassis and suspension, triple diff locks, standard snorkel and commanding driving position is a genuine off-road vehicle capable of making its own way. Nothing else here gives you the same level of confidence and assurance that it will get you anywhere you want to go.
SET-PIECE HILL CLIMB
No surprises the G-Wagen made it up the set-piece hill climb, but it needed both the centre and rear diffs locked. Despite live axles there’s not a great deal of wheel travel, and keeping the lockers open and relying on the electronic traction control wasn’t sufficient to get it up the hill. And once you lock the centre diff, which cancels traction control, you also need the rear locker. Left in reserve is the front locker…
CABIN AND EQUIPMENT
The G-Pro’s cabin is that of a basic ‘work’ vehicle, even if our test vehicle was fitted with heated, leather-clad seats, a radio/CD player, a wood floor in the load area and electric door mirrors – all factory options. Otherwise, the interior, including the dash that’s unique to the G300 Pro and not shared with the G350, is purely designed for functionality not aesthetics.
This cabin is tall, spacious and boxed-shaped, but only has four seats. The upside is you can walk through to the load area between the two rear ‘bucket’ seats.
PRACTICALITIES
The G300 Pro has a decent 97-litre tank, but, with the heavy fuel use, doesn’t translate to a long touring range. However, it does have a massive 1200kg payload and a very high 6700kg GCM.
As standard the G300 Pro can go bush, but factory options – bullbar, walk-on bonnet, roof rack, side-steps and towbar – add to functionality.
SUMMARY
In many ways the G-Wagen remains a product of the 1970s, which is exactly what you want in a world where modern 4x4s are becoming softer. It’s a 4×4 that harks back to the ‘good old days’ when Land Rovers and 40 Series Land Cruisers didn’t need a track, just a compass bearing.
2018 MERCEDES-BENZ G300 PROFESSIONAL SPECS Engine: 3.0-litre V6 turbo-diesel Max power: 135kW at 3800rpm Max torque: 400Nm at 1600-2600rpm Gearbox: Five-speed automatic 4X4 system: Dual-range full-time Kerb weight: 2350kg GVM: 3560kg Payload: 1210kg Towing capacity: 3140kg GCM: 6700kg Fuel tank capacity: 97 litres ADR fuel claim: N/A Test fuel use: 15.1L/100km Touring range*: 592km Price: $109,900 (+ORC)
*based on test average, tank capacity claim and a 50km safety margin.
This is the second year in a row the Haval H9 has made the 4X4OTY shortlist, after first arriving in Australia in early 2016. Now it’s back courtesy of what is effectively a new powertrain.
Think of the Haval H9 as a Chinese ‘take’ on Toyota’s Prado. Excellent vehicle to copy, of course, and you can’t blame Haval for thinking, “let’s build something like this”. Haval even employed a Toyota chief engineer to help them.
Haval is an offshoot brand from Chinese ute-maker Great Wall, and among the various Havals sold in Australia the H9 is the only serious 4×4, the others being lighter-duty SUVs.
While the H9 mimics the Prado in its body dimensions, seating layout, body-on-chassis construction, suspension layout, wheel and tyre specification, and by having dual-range full-time 4×4, it’s not offered with a diesel engine, which would seem like a deal-breaker on the Australian market.
Still, it’s not all bad news, as its petrol engine – a 2.0-litre four-cylinder – is a very up-to-the-minute design with direct injection, twin-scroll turbocharging and variable valve timing on both inlet and exhaust sides.
In another touch of sophistication the Haval has an eight-speed automatic gearbox from German transmission specialist ZF, which is new and replaces the ZF six-speed used before.
TOURING
The H9’s engine upgrade adds 20kW (now 180kW) and more torque on tap at lower engine speeds. It now claims 350Nm from 1800rpm, where previously its max 324Nm didn’t come on stream until 2000rpm.
If you think 350Nm from 1800rpm sounds handy and almost diesel-like, you’d be right. Better still, that 350Nm stays on tap all the way to 4500rpm, which gives this engine top-end zip that’s very un-diesel like.
On the open road the ‘little’ turbo-petrol engine has no trouble hauling the weight or the bulk of the H9 and is generally unfussed, even if it shuffles up and down the gears a bit when pressed. Still, with the excellent refinement of the ZF eight-speed, this isn’t a problem and likewise the engine is smooth and quiet even when asked to rev, which it does willingly.
Smooth and quiet are also key words in terms of the way the car works on the open road. The ride is plush and both wind and road noise are well suppressed, not surprisingly both Prado traits.
In some ways, however, the ride is too soft at times and, combined with somewhat vague steering, the H9 can feel a bit loose and floaty, especially at higher speeds on bumpy and undulating roads.
TRAIL DRIVING
The H9’s soft and supple suspension is the reason behind impressive performance on rocky and rough trails. The long travel suspension and well-calibrated traction control also sees the H9 through gnarly bits without fuss, even if a little more ground clearance wouldn’t go astray. Good vision from the driver’s seat, too.
The H9 has a full-time 4×4 system courtesy of a BorgWarner dual-range transfer case with an active self-locking and self-proportioning centre differential, much like that employed with the Ford Everest. There are also terrain settings for Sand, Mud and Snow, but these are only available in low-range, which is an oversight as these setting should be available in both high and low range.
The H9 draws its intake air from the inner guard for safer water crossings (a claimed 700mm wading depth) and comes with solid front and rear recovery hooks.
SET-PIECE HILL CLIMB
Our set-piece hill climb is designed to stop, or at least test to the max, any showroom-stock 4×4, but the Haval managed the climb without raising a sweat. In fact, the H9 was as good as any vehicle here. While it did its best work with the rear locker engaged, it also managed the climb without the locker. All of which can be put down to its long wheel travel, especially that of the rear live axle.
CABIN AND EQUIPMENT
The H9 has a big and comfortable cabin with a spacious second-row seat and a third-row that’s okay for up to medium-sized children. Again, very Prado like. Decent luggage space, too.
This top-spec H9 Ultra has a lavish list of equipment commensurate with an $80K 4×4, not a $45K 4×4. The kit includes leather; electric/heated/air-conditioned front seats complete with massage function; a premium audio system; electric folding third-row seats; advanced safety kit; and a panoramic sunroof. Not so good is the somewhat fussy and unfriendly layout of the dash and switchgear, as well as some aspects of the fit and finish.
PRACTICALITIES
The downside of the Haval’s otherwise impressive engine is relatively high fuel consumption. Overall it averaged 14.0L/100km for this test but got down to 12 on the highway. All of which means the 80-litre fuel capacity translates to modest touring range. The H9’s engine, as is the norm for turbo-petrols, is also specified for premium (95RON) petrol, both a running-cost factor and a potential availability issue in some areas. Petrol power doesn’t bode well for towing economy, and max tow capacity is a modest 2500kg.
Better news is that the Haval runs Prado/Hilux wheel and tyres sizes, which is what you want for tyre replacement in an emergency in the middle of nowhere. The H9’s limited sales don’t bode well for aftermarket support.
SUMMARY
There’s no doubt the H9 is held back by the lack of a diesel donk, but it still offers a truck-load of value in what is a capable, comfortable and surprisingly practical 4×4. And what you save on the initial purchase price over something like a Prado diesel is going to pay for an awful lot of petrol.
2018 HAVAL H9 ULTRA SPECS Engine: 2.0-litre 4-cyl turbo-petrol Max power: 180kW at 5500rpm Max torque: 350Nm at 1800-4500rpm Gearbox: Eight-speed automatic 4X4 system: Dual-range full-time Kerb weight: 2230kg GVM: 2850kg Payload: 620kg Towing capacity: 2500kg GCM: 5350kg Fuel tank capacity: 80 litres ADR fuel claim: 10.9L/100km Test fuel use: 14.0L/100km Touring range*: 521km Price: $44,990 (+ORC)
*based on test average, tank capacity claim and a 50km safety margin
The proliferation of self-drive four-wheel drive tracks throughout Australia is evidenced by the growing number of self-drive tracks in South Australia’s Flinders Ranges. Some examples include the Bendleby Ranges self-drive, the Arkapena Scenic Adventure at Rawnsley Park Station, the Stirrup Iron Range 4WD adventure at Mulga View Station, and the well-known Skytrek at Willow Springs.
If you’re new to remote-area driving and not yet ready to head deep into the outback with your new 4×4, self-drive station tracks can help ease you into it without the concerns of getting lost… or worse.
The self-drive tracks at Rawnsley, Bendleby and the Skytrek at Willow Springs offer an environment where you’ll always be close to help, with most stations operating a dedicated CB channel should you get into any strife. Self-drive tracks also vary in degrees of difficulty, so travellers can test their driving level and vehicle ability. Plus, punters are often provided with key local information by the station owners, which can include updates on track conditions, as well as detailed custom-made maps with highlighted points of interest.
Punters can explore three of the main station’s self-drive tracks in just a couple of days. Starting at the Bendleby Station, they will be less than 150km from Rawnsley Station; and Willow Springs (the Skytrek) is another 60km north of Rawnsley Station. Both Rawnsley and Willow Springs are very close to the Wilpena Pound, which was originally thought to be an ancient volcano but recent studies indicate it’s a natural amphitheatre of mountains.
With its rugged,bright cliff faces, ancient gorges and extensive plains, explorers will be left with a lasting memory – it’s hard to believe that hundreds of millions of years ago, where the existing ranges now stand, was originally an inland sea.
If driving north, Bendleby Station provides the first opportunity to tackle some self-drive tracks. The Bendleby Ranges is a combination of two adjoining properties – Springs and Gumdale – and totals 150km². The many ruins scattered across the properties are testimony to the harshness this environment presented to its first settlers. The Ellery family (Gumdale) and Luckraft family (Springs) have owned these properties for more than 40 years. Today, the properties, while separately managed, feature incredible tracks to explore and several of the region’s well-kept secrets.
The Bendleby self-drive 4WD tour features plenty of trails, ranging from beginner tracks to challenging ones, to keep folks busy for more than a couple of days. The property, with terrain that varies from hills to plains and provides excellent views towards Lake Frome and Wilpena Pound, stretches 17km long, 8km wide and reaches heights of up to 1171m above sea level. Similar to the other self-drive tracks in the region, maps and extra information, including an update on the track’s condition before you set off, are provided on arrival.
A well-known spectacle in the region is the sunset on the North-South Ridge, so ensure your camera battery is charged. If you’re looking for a secluded campsite on the Bendleby Ranges you will not be disappointed, with plenty of remote locations available along creek lines.
As you continue northeast towards the heart of the Flinders Ranges you’ll hit Rawnsley Park Station, another private property that provides hours of self-drive fun. Rawnsley Park Station overlooks the southern side of the Wilpena Pound, and here you’ll experience the unspoiled beauty of the Arkapena Station that is now part of Rawnsley Park Station. The Arkapena 4WD track is tough, with steep, rocky ascents and descents, and you should give yourself at least five hours to explore it.
On the track you’ll encounter the old station dog fence that was built in the late 1800s to keep dingoes out of the newly settled farming land. There’ll also be some great views following some decent ascents, before arriving at the Pugilist Hill Lookout. This lookout, which provides a fantastic view of Wilpena Pound, was given its name after two station hands had a fist fight on top of this hill in the early 1930s.
By now you and your 4WD should be well warmed up, but by continuing towards Willow Springs Station you may be saving the best ’til last. Just 50km from Rawnsley Station you will arrive at the entrance of Willow Springs, which is home to the well-known Skytrek self-drive track. Willow Springs, originally called Appealinna, was initially worked as a station in the mid-1850s. The present owner’s family has been there since the early 1920s, with tourism now being a major part of the station’s activities. Like many similar places in Australia, Willow Springs Station was one of the early pastoral leases in the area.
The Skytrek office is located beside the homestead on the station, and you’ll be welcomed by the office staff and asked to fill out the necessary paperwork. When you pay your access fee to the Skytrek you’ll receive a key, which allows you to open a couple of gates on the route, and an information pack with all the track details including a map and information highlighting 40 markers along the route – as well as suggested lunch spots. You’ll be advised to use Channel 4 to contact the homestead while out and about and Channel 7 Repeater (Emergency only 090, contact Hawker RAA) should you encounter any trouble.
Like the other self-drive tracks in the region it’s advised to let some air out of your tyres and make sure everything is secure in your vehicle before starting the Skytrek. You will be straight into it shortly after leaving the station, with the earlier part of the drive manageable in high range four-wheel drive; however, low range is soon essential.
From Marker 25 on the current track, the track heads east onto old station roads and offers new views and attractions including the Old Shepherd’s Hut and a spectacular photo opportunity of the Wilpena Pound. The newly established track incorporates approximately 79km of interesting 4WDing, with some challenging sections along the route that can take up to six hours. Along the route you’ll pass an old woolshed built in 1923, as well as pine trees, natural springs, river red gum trees and Aboriginal engravings – keep an eye out and you might even see a carpet python.
Similar to Rawnsley Park Station, one of the markers will see you pass by some clues that will identify the previous existence of ancient seabeds. Be sure to get out and have a look as the kids will love seeing the markings on the slated rocks, with the ripples estimated to be a couple of million years old.
You don’t have to be new to 4WDing to enjoy these self-drive tracks, with a combined total of hundreds of kilometres of unique terrain where even the experienced tourer has something to learn. One thing is guaranteed, though: exploring these tracks will leave both the novice and experienced four-wheeler itching to further explore the thousands of kilometres of remote tracks.
Professor’s Camp The Professor Jim Gehling camp can be found on the Arkapena 4WD track. Professor Gehling is a palaeontologist who camps here when searching the ridges of the Chace Range for Ediacaran fossils. These fossils are the oldest known animal fossils, between 542 and 635 million years old, and consist of many plants and animals found on what was once an ocean floor. Samples of fossils recovered include those from jellyfish, sea slugs, sea stars and worm-like organisms.
Native Fauna The self-drive tracks at Bendleby, Rawnsley and Willow Springs are home to many native animals including dingoes, emus, goats, red and western grey kangaroos, and the recently re-established yellow-footed rock wallaby.
TRAVEL PLANNER
Staying There All of the stations that have self-drive tracks also provide campsites, and Rawnsley Park Station offers camping with excellent amenities and services. There are a number of campsites available on Willow Springs Station surrounding the homestead, with basic amenities. The Bendleby Station campsite has basic amenities, fire rings and firewood.
Track Conditions Skytrek is one of the Flinders Ranges’ most popular 4WD tracks and can be challenging in spots. Both the Rawnsley Park and Bendleby Stations offer challenging tracks, incorporating different types of terrain.
Best Time to Travel The Flinders Ranges enjoys clear, sunny days all year ’round. These self-drive tracks are suitable to drive any time of the year; however, it’s advisable that people contact the stations after very rare rainfall as wet conditions could lead to track closure. It’s also worth noting that you are pretty much on the periphery of the desert, so it can get hot in the summer months, with temperatures often exceeding 40°C.
Maps Australia Easy Read Road & 4WD Atlas: 9th edition. The SA Department of Environment & Natural Resources, 1:50,000
Additional Information Scenic flights are available close to Willow Springs Station, with amazing views of Wilpena Pound.
What to Take You’ll need to be relatively self-sufficient, so bring plenty of water, food and recovery gear. It’s advised to take your own firewood, as you’re not allowed to take it from Willow Springs Station.
Restrictions and Permits A permit to drive these self-drive tracks can be purchased at the stations.
KEY CONTACTS
Skytrek Willow Springs Station Ph: (08) 8648 0016 Email: [email protected]
Rawnsley Park Station Ph: (08) 8648 0700 Email: [email protected]
Bendleby Ranges Ph: (08) 8658 9064 Email: [email protected]
Wilpena Pound Ph: (08) 8648 0048 Email: [email protected]
Outback South Australia Tourism Ph: 1800 633 060
I was looking forward more than normal to our annual testing of 4X4OTY contenders; not only because we were heading back to the Melbourne 4×4 Training and Proving Ground but also due to the fact we were heading north to get some red dust beneath our tyres and fingernails.
The proving ground, north-west of Werribee and tucked into the steep-sided valley of the Werribee River, seems to be an anomaly so close to Melbourne and in a landscape of flat grassland. Once you drop down the side of the gorge to the proving ground itself, you quickly understand why it is such a popular and respected spot for testing all sorts of 4×4 vehicles, from SUVs to modified off-roaders to heavy 4×4 and 6×6 trucks.
The range of tracks, varying climbs, woopty doos and creek crossings is fantastic. Of course, we couldn’t stay away from the many water crossings the 4×4 park has to offer. We took all the contenders for a bit of a paddle, justifying to ourselves that such action was for the camera and video crew’s benefit.
This year we only had a day at Werribee, limited to set pieces including the tough hill climbs where a vehicle’s articulation, wheel travel, electronic traction control (ETC) and diff-lock activation are tested to the limit.
By tackling such obstacles with the same line and same speed, the surprises you get in regards to a vehicle’s off-road capability is incredible… and so it was with the six contenders for this year’s 4X4OTY.
The following day saw us on the highway heading north, swapping vehicles every hour or so as we cruised through central Victoria into the outback of south-western NSW. Such long hauls, which saw us cruising at the 110km/h limit for most of the way, soon highlighted deficiencies in vehicle comfort levels, ride and handling, NVH and cruising ability. Not that you can complain too much about those things in today’s modern 4x4s, but there are differences, and the two Discoverys revelled in it.
It was late afternoon when we pulled into Broken Hill for fuel. Not surprisingly, the slab-sided, box-on-wheels Merc G-Wagen had sucked down the most fuel on our highway run. From Broken Hill we drove on a second-class bitumen road, with lots of dips into and out of creek crossings, heading toward Eldee Station, our base for the next three days. This drive has the potential to be hazardous, owing to wayward ’roos, wandering feral goats and the occasional lazy horse or dusty camel that often graze beside the road or wander across it.
We didn’t even stop at Silverton’s iconic hotel as we pushed onto the dirt for the short 20km or so to Eldee Station and a warm welcome from hosts Naomi and Stephen Schmidt.
Eldee Station is a working sheep and cattle property covering some 150km² of varied semi-arid country. About a third of the property is taken up by the rugged Barrier Ranges, where steep and rocky gorges are carved by creeks that flood and roar after heavy rain. The rest of the property straddles the near flat Mundi Mundi Plains that are cut by the channels of the Mundi Mundi and Eldee creeks.
The tracks are as varied as the country, and while the routes across the Mundi Mundi Plains are generally easy, they are dusty and, where they cross a creek, can be rough. Recent rains had seen creeks flow, and each channel was a sheer-edged drop. If you hit one unprepared you were far more observant from then on!
Climbing into the ranges, the tracks edge along ridges or drop down flanks of rocky hills to cross a sandy creek before, again, ascending a boulder-strewn slope. Often the tracks took an easier route along sandy creeks until enclosed by slab-sided rock walls and becoming too narrow. Here, the track often led up craggy hills in a set of challenging stony steps that tested everything from suspension travel and damping to driver visibility and passenger comfort.
While there are five designated routes totalling around 120km, we spent the most time in the hills surrounded by red rock country, admiring the views from our eyrie-like vantage points.
Shallow patches of water from when the creeks had run a few days earlier added to the fun. It also added a touch of coolness for the first two days, during which temperatures nudged 40 degrees. Then the rain came, and with it a spectacular sound and light show. The hungry soil soaked up most of the water and the creeks flowed for a short time.
We swapped regularly between the six vehicles (and the Tough Dog Ford Ranger), enjoying the varied tracks and their changing conditions. There’s nothing like going immediately from one vehicle to another to highlight different aspects of a vehicle’s performance and capability.
Sunsets were taken atop one of the many hills overlooking the plains and were a fabulous way to end each day. With Eldee Station open to the public, its tracks and sunsets are something you should try. All the judges highly recommend it.
PATRIOT Campers’ 6×6 LC79 was officially recognised as the winner of the Custom 4x4OTY award at the 2018 Australian Motoring Awards.
Patriot began the jaw-dropping 6×6 LC79 build by fitting a JMACX 6×6 system, which replaced the standard rear axle/leaf spring setup – after the back end of a brand-new LC79 ute was stripped and effectively cut off. Key mods also include: airbags supplied by Airbag Man, JMACX rear diff housings, Marks 4WD portal hubs, GSL Fabrication 100% kit, TJM intake snorkel, five-inch stainless steel exhaust stacks and an NPC clutch.
Based on a public vote, Damian Lucev’s meticulously built Defender 90 polled the second-most number of votes. The amount of time and effort Damian has invested in this vehicle is reflected in its impressive performance. Last year we took the 90 to Victoria’s Alcorns Track, where it showed off its strengths against an FJ and a JK.
The last spot on the podium was filled by Killa Kustom’s LS3-powered Colorado. The 6.2-litre GM LS3 V8 engine transplanted beneath the Colorado’s hood punches out 298kW (at least!) and 580Nm; it’s mated to a 6L80E six-speed auto transmission.
Top 4 Custom 4x4s of 2017
- Patriot Campers’ 6×6 LC79
- Land Rover Defender 90
- LS3-powered Colorado
- Toyota N80 Hilux
IS YOUR Hilux getting a bit tired with its current shocks? Then revive it with a set of EFS XTR 40mm big bore shock absorbers and breathe life back into your humble steed.
The EFS XTR range of shocks sport a huge 40mm bore size to allow for an increase in fluid volume and prevent heat build-up and fade, especially when touring along corrugated roads.
The shocks also have DMC (Dynamic Motion Control technology), which changes valve forces depending on the velocity of the fluid travelling through the piston valve. When the oil speeds up through the valve, it slows the oil down to give you greater control in high-speed situations. But when the fluid is passing slowly through the piston valve during off-camber/off-road situations, it opens up to allow the fluid to easily pass through and allow for improved suspension flex.
All EFS shock absorbers are designed with DMC piston valves.
RRP: XTR 40mm front strut: $269.50 incl. GST (each) XTR 40mm rear shock absorbers: $180.00 incl. GST (each)
XTR shock specs: 64mm external tube: greater oil capacity to keep the valve at a lower operating temperature. Low-pressure nitrogen gas: helps prevent the oil from cavitating (foaming). Long travel design: maximises wheel articulation. 40mm piston, twin tube construction: increased control of the spring during the rebound and compression cycles. 20mm hardened chromed piston rod: longer service life, and greater lateral strength. 2mm outer and inner wall thickness: greater durability and strength. Dynamic Motion Control Valve: adjusts to different on- and off-road conditions. Vehicle and height-specific valving. Mounting bushes: EFS use long-life polyurethane and rubber bushes, dependant on application. Warranty: three-year/100,000km
One of Australia’s iconic off-road motorsport events is celebrating its 30th year in 2018.
The Condo 750 Navigational Rally, based out of the western NSW town of Condobolin, has been one of the must-enter events in the Aussie off-road calendar for decades, attracting a vast mix of competitors (either riding motorcycles – with and without sidecars – and quads, or behind the wheels of 2WD, 4WD or buggy motor vehicles).
Previous entrants have included everyone from keen amateurs through to Dakar riders including Jake Smith and Rod Faggoter, as well as past Australasian Safari winners Todd Smith and Damien Grabham.
The 30th running of the Condo 750 is going to be epic for competitors and spectators, with the event starting on Friday, March 30, when scrutineering will take place at the Condobolin Showground. This offers spectators a great chance to check out the vehicles and bikes used by competitors, before they then head off to tackle the 34km prologue on the Friday afternoon. This prologue is designed to sort out the starting order for the main event that begins on the Saturday – two days of navigating and driving a course that is around 1050km long, with a total of 778km of racing.
For a lot of competitors, the Condo 750 is the ‘big one’ they aspire to win, as 2017 winner, Dean George, explained: “Winning the Condo 750 was a dream that took me 10 years and a whole lot of heartache to achieve. That moment of realisation when I stood alongside my cousin with my whole family watching and accepted that trophy we had worked so hard for will be a memory that I will hold for life!”
The main stages are split over the Saturday and Sunday, with the bikes and quads tackling a separate course to the Auto class (2WD, 4WD, buggies) to ensure safety and allow a less-crowded route for all classes.
Following the two massive days of navigation and driving, the Sunday evening is dedicated to kicking back and swapping Condo 750 memories during the presentation dinner. For info on entering (entry is now open), camping facilities and what other activities are on offer over the weekend, check out www.condo750.com.au.
The six vehicles vying for 4X4 Of The Year (4X4OTY) are here for one reason: they are the best all-new or significantly revised four-wheel drives from the last 12 months.
The vehicles here include two examples of Land Rover’s all-new Discovery, one with a four-cylinder diesel engine, one with a V6 diesel. Then there’s the Jeep Grand Cherokee Trailhawk, a new addition to the Grand Cherokee range that’s been ‘factory customised’ for off-road duties. Also new is the Mercedes-Benz G-Class Professional 300, a ‘workhorse’ five-door wagon that’s new to the G-Wagen line-up.
Those four new 4x4s are joined by two other that are significantly revised. One is the Isuzu MU-X and the other the Haval H9, both of which have upgraded engines complemented by new automatic gearboxes.
These six vehicles come together by chance rather than design, as is the nature of what’s new in any one year, and from all corners of the globe – China, Germany, Japan, the UK and the USA.
Prices range from $45K to more than $110K, and, somewhat ironically, the most expensive vehicle here is in many ways the most basically equipped, while the least costly vehicle is in some ways the most lavishly equipped. This diversity is countered by the fact that they are all wagons and that there are no utes here, at a time when utes dominate the 4×4 market. Again, this is largely by chance.
Predictably, all but one has a diesel engine, three of them being 3.0-litre V6s, one a 3.0-litre four and the fifth a 2.0-litre four. All of these diesels have turbos of course, with the smallest of them – the 2.0-litre four – having a sophisticated bi-turbo arrangement, while all of the 3.0-litre diesels have a single turbo. Making it an all-turbo affair, the Haval H9’s 2.0-litre petrol four-cylinder is also turbocharged.
In another sign of the times, all the engines are backed by automatic gearboxes with no fewer than four German ZF eight-speeders joined by an Aisin six-speed (in the MU-X) and an in-house five-speed in the G-Wagen. There’s commonality, too, in general design in the 4×4 systems, with five of the six being full-time and only the MU-X having a part-time arrangement.
This year our week-long 4X4OTY test procedure involved set-piece off-road, rocky trail driving, general long-distance touring on a variety of roads, seating tests (including the third-row where fitted), and under-bonnet and load-area inspections.
As ever, the 4X4OTY contenders are not judged against one another but against our five award criteria, listed below. Each of our judges (in blind voting) awards every vehicle points out of ten for each of the five criteria. All the points from all the judges are then tallied and the vehicle with the most number of points wins. It’s simple really.
The Judging Criteria
Value for money What the vehicle offers rated against what it costs. Expensive vehicles can be good value just as cheap vehicles can be poor value.
Breaking new ground To what extent does this vehicle introduce new and effective technology?
Built tough Each vehicle is rated on how well it is designed and built.
Bushability How practical is the vehicle off-road and away from service centres, and how easily can it be made more practical via aftermarket enhancement?
Doing the job Simply, how well does the vehicle do the job it’s designed for?
LAND Rover’s new-from-the-ground-up Discovery has won the 2018 4X4 of the Year award, in SD4 guise.
In the end it came down to the SD4’s game-changing shift in terms of weight versus size, and engine versus performance. The Discovery is comfortable and capable unit on the black-top, yet it doesn’t become fussed when the tracks turn nasty.
Apart from tyre sidewall vulnerability – which can be easily overcome – the Discovery is a great all-rounder and well-deserved of the 4X4OTY gong.
Judges independently scored each vehicle against a set list of criteria – value for money, breaking new ground, built tough, bushability and doing the job it’s designed to do – and after the votes were tallied, the SD4 narrowly clinched victory ahead of the Isuzu MU-X.
The MU-X was an unlucky runner-up, winning over most judges for being well-proven and just ‘getting the job done’. Ron Moon even said if he was to pick one to do a lap around Australia, it’d be the MU-X.
Why the SD4 and not the TD6? The TD6 asks for an extra $7K, but the extra cylinders don’t push it a hell of a lot harder than the SD4. It may be relaxed, but it also uses more fuel; somewhat levelling out its bigger fuel tank (85 versus 77 litres). Also, if you want the V6 with a coil-spring set-up you can’t get the rear locker.
Stay tuned to 4X4Australia.com.au this week for a complete run-down of the 2018 4X4OTY.
Final scores (out of a possible 350)
Land Rover Discovery SD4: 237
Isuzu MU-X: 235
Jeep Grand Cherokee Trailhawk: 230
Haval H9: 218