FOR many, building the ultimate tourer is a gradual process. It requires long hours spent in the shed and a progressive flow of money to fund all those aftermarket goodies.
This article was first published in 4×4 Australia’s May 2012 issue.
Our modification journey was no different, although a decision to cut loose from work and spend a year travelling around the country compressed the time frame a tad. The foundation for the project was a 2005 Nissan Patrol wagon powered by the ZD30 direct-injection 3.0-litre turbo-diesel engine.
Despite being a little dated in design, the Patrol is a great long-distance tourer or weekend warrior, with generous family proportions, rugged underpinnings and the availability of plenty of aftermarket kit. The ZD30 mill powering the bulk of the GU Series does an admirable job of lugging all that weight around, even in standard trim.
The trick is knowing how to enhance the performance without compromising the long-term ownership potential. In the search for a reputable performance workshop for the job, I contacted Ray Miller at Turbo Engineering in Melbourne, who has been working on performance dyno tuning for 38 years.
The initial way to tickle up the performance is to fit an aftermarket performance chip; yet few have the skills and tools necessary to fine tune or remap the chip to suit specific modifications. A dyno run was performed to check the stats against manufacturer claims and to use as a base for comparison.
The first area of concern was boost management, with the dyno showing boost spikes up to 24psi. The ZD30 has a reputation for boost spikes which the engine management system is slow to control, particularly after bolt-on performance additions.
Ray fitted a manual system, which presets the boost to a maximum 18psi. This provides a more linear boost curve which improves performance and manages exhaust and cylinder temperatures. To monitor the vital signs, exhaust gas temperature (EGT) and boost gauges were fitted.
EGT readings are critical; with 550-600°C the maximum recognised safe operating temperature for this motor. While the Dtronic chip adds more fuel, a Taipan XP three-inch, mandrel-bent system helps the engine breathe. In some models, the dump pipe gains a ceramic coating to keep super-heated exhaust gases out of the engine bay, leading to better combustion.
A high-flow cat, Vortex muffler and rear resonator ensure the spent gases exit quickly without creating excessive droning. Back on the dyno, Ray remapped the chip to match our modifications. Power and torque lifted across the rev range, with the biggest gains down low. He’s still not happy.
Ray explained he normally gets a much bigger bow in the performance gains, blaming suspect injectors for the low fuel-flow rate. With new injectors fitted, a subsequent run on the dyno and a tweak with the laptop yielded a further eight kilowatts at the rear wheels and 91Nm. Higher numbers are achievable with a better flowing air filter, but I’m happy with the finer weave of the genuine filters.
A Safari snorkel with ram air mount draws cleaner air from up high. Nissan’s tiny air-to-air intercooler was replaced with a substantially larger Cross Country 4×4 unit that uses a quality PWR core and laser-cut components, with smooth tig welds inside and out.
The bigger intercooler adds a claimed surface area gain of 80 percent and a flow area gain of 150 percent. A 10-inch underslung fan draws cool air through the bonnet scoop and intercooler, reducing plenum temperatures by a claimed 100°C. The fan runs all the time, although a temperature probe is built into the core to option a temperature switch if desired.
Out on the road, performance improvements are significant, particularly with our Track Trailer Topaz off-road van in tow. Turbo lag is reduced, spooling up much quicker. Second gear sees a pleasing surge of power that keeps on coming as you row through the gears.
It’s amazing what an extra 16kW and 169Nm at the rear wheels can do for towing performance, particularly considering it’s lugging around a gross combined mass of around 5.8 tonnes.
Peak power and torque gains aside, the real story is where those numbers come into play, with the dyno results showing low-down power and torque up by 80 percent and mid-range up by 34 percent; ideal for towing duties.
A Provent 200 air-oil filter protects the mass airflow sensor from being coated in oil mist, courtesy of the crankcase baffle, which can skew readings affecting air and fuel ratios. A Redarc Low Coolant Alarm is plumbed into the top of the radiator, emitting a warning alarm if the pin loses contact with the coolant.
With the damage that loss of coolant can cause, I’m surprised these low-cost units ($182 plus fitting) aren’t fitted in all vehicles. A dual-battery system featuring an Optima D27F and Orbital battery works hand-in-hand to power the electrics. A maintains the second battery at 100 percent charge via a three-stage charging system.
It also isolates the second battery from the starter, ensuring there are always plenty of amps available at cranking time. The boys at Elizabeth Auto Electrics fitted the charger with heat-shielding chequerplate. The circuit was modified with a momentary switch, facilitating jump-start and winching assistance using both batteries.
Due to the added weight of the new touring accessories, a set of DBA 4×4 Survival slotted rotors mated with genuine Nissan pads were fitted. These rotors are specifically designed for 4X4 applications and towing heavy loads with an improved ventilation design.
The rears are not interchangeable, but a quality, softer aftermarket pad is the best option. Outback, a colour-coded Kaymar rear bar and dual-wheel carrier take care of protective duties, providing an integrated 3.5-tonne tow bar, work light and LED tail lights.
The bar is a single piece unit, maximising strength and minimising vibration. Complementing the rear bar, ARB colour-coded bar-work adorns the front and sides of the truck. A Warn 12,000lb winch sits up front, called into duty on the rare occasions the Maxtrax needs assistance.
An ARB high-performance wiring loom provides plenty of current for the upgraded IPF 170/100W high/low bulbs. However, the serious illumination happens on high beam, when the IPF900 Extreme Sport HIDs are called into action. With dual-spread beams, these deliver an intense spread of white light.
A Long Ranger 145-litre main tank replaces the Patrol’s 95-litre, extending the touring range. If needed, a further 80 litres can be carried on the Topaz in jerry cans. ARB Old Man Emu (OME) Nitrocharger Sport coils and shock absorbers keep everything in shape while providing a 50mm lift.
A pair of heavy-duty 400kg constant-load coils was specified for the rear, and heavy-duty coils for the front. The coils are matched to Nitrocharger Sport shock absorbers. A steering damper, castor-correction kit and wheel alignment complete the suspension fit-out.
Signifying the importance of buying a fully-engineered suspension system, the OME kit flexes well off-road, as well as providing superior load-carrying capabilities. On ARB’s recommendation, a visit to ATOC Auto in Melbourne helped reinforce the rear coil seats, a known weakness in GQ/GU Series Patrols.
Vehicles subject to high load conditions are particularly vulnerable; the ATOC kit is a great preventative measure. A set of Cooper STTs matched to 17-inch Nissan alloys on both the truck and the Topaz keep the ship on course.
The STTs’ three-ply sidewall, good blacktop performance and excellent grip off-road, without resorting to a Centipede-style grip, deliver the goods with all the traits of a tough touring tyre. An R&R Beadbreaker tool is carried to assist with tyre repairs but, in testament to the quality of the STTs, hasn’t been required.
On the rare occasion the ruts exceed wheel travel, an ARB high-flow air compressor activates the ARB front Air Locker, to work in tandem with the Patrol’s limited rear slipper, to keep the wheels turning while maintaining forward progress. A portable ARB twin-motor compressor assists with tyre inflation.
Clearview mirrors replace the Patrol’s standard fare, dwarfing them by comparison and providing an impressive view of what’s happening behind. They also fold parallel to the vehicle for tight tracks. All eight seats have been turfed to maximise comfort and storage potential.
The front buckets were replaced with a pair of Stratos pews. Anita’s dodgy back has scored her a 3000 LTSS suspension seat, which massages out any vibration and bumps transferred through the truck’s ride. I settled with a 3000 LS Sports seat with body-hugging bolstering and seat base extension, perfectly complemented by the Stratos seat rails, which slide back much further than standard.
A Redarc remote-head brake controller fits neatly behind the dash, leaving only a small knob installed in a switch blank; a much better solution than those other bulky units which only intrude on cabin space. You can alter the braking severity on the move via the adjusting knob or apply the brakes independently of the towing vehicle, eliminating trailer sway.
An ECUTalk Consult LCD display is fitted on the centre console. This diagnostic and monitoring tool for Nissan vehicles reads values from the vehicle’s ECU. The reading I pay closest attention to when towing is the coolant temperature, particularly considering the standard temperature gauge never moves.
Using the user-definable alarms, I’ve set an alarm on the coolant temperature readout at 99°C. With the boiling point of coolant around 116°C, there’s still some room above the alarm, although I’d be looking for a place to pull over and take a rest if it ever sounded.
As far as the engine error code reading, I’ve only had to clear it once and that was during extreme testing and not within the bounds of normal use. Still, it’s a great feature to be able to read, translate and clear without going to a dealer. Another inexpensive but incredibly useful tool (around $230 and easily fitted).
In the rear, an Outback Storage system with floor extension and front-mounted barrier allows the fitment of a 78-litre ARB fridge/freezer in the rear and stackable boxes elsewhere, restrained by Outback’s cargo tie-down points. The no-tools design of the front-mounted barrier is a winner, with easy removal to stow long items.
Just unwind the hand-operated dials to remove the barrier. Beneath the floor extension, heavy recovery gear and tool boxes are secured, keeping a low centre of gravity, as well as storing other valuables out of sight.
An ARB Touring roof-rack sits up top, sporting a Foxwing awning, ARB Simpson III rooftop tent and Maxtrax affixed with the new keyhole mounting kit. Communications are managed through a GME TX4500 UHF radio mounted in an Outback roof console, fitted with LED cabin lighting, map-reading lights and a handy map locker.
With the UHF speaker mounted up high in the roof console, transmissions are much clearer, especially during high-speed off-road excursions. A GME AE4705 6.6dBi high-gain aerial graces the bullbar to extend the communication range out in the desert, while an AE4013 2.1dBi aerial mounts to the same spring base for improved performance in mountainous terrain.
A GME AT6DB 6.1 dBi mobile mast and an Iridium 9555 provides a communications option outside the mobile network. While touring, a Spot Satellite Tracker pings our location via satellite every 10 minutes so family and friends can keep up with us via a link to Google Maps.
An in-dash VMS Touring 7506 keeps us on course with OziExplorer, Mud Map and Moving Map applications. The VMS system has iPod connectivity, integrated Bluetooth for phones, AM/FM radio, MP3 Player/USB support and a CD/DVD player – all wrapped up with a touch-screen display.
Dual VMS reversing cameras provide a view of what’s happening behind. An iPad supplements navigational needs, its 10-inch screen providing additional real estate to view the maps. With our 12-month trip now complete, it is hard to digest all the amazing places we visited and all the good bits of gear that made touring that much more pleasurable.
Nailing a favourite accessory is a much harder task, as everything adds value in some way. However, we’d highly recommend all these upgrades from all the above aftermarket suppliers.
OVER the years I’ve managed to kill an injector pump and, in a separate incident, a set of injectors; all because of crook fuel I’d picked up somewhere on my travels.
Luckily it was on my old Patrol and the repair bill was only a few grand… if you call that lucky. Now with modern high-pressure injectors, throw-away injector pumps and complicated fuel systems, you can expect to spend a lot more, with a replacement injector for the V8 Cruiser costing in the vicinity of $350 for just one… and there are eight of them. Don’t even ask about a replacement injector pump, but we’ve heard horror tales from Outback shops of repair bills in excess of 20 grand because of contaminated fuel.
Water in the fuel, which is common enough, isn’t the only issue. Believe it or not, there’s fungus and bacteria which thrives in diesel fuel, especially warm diesel fuel, where any water condensation speeds up the growth of these fuel bugs. Then, of course, there is any particle matter that gets into the fuel system from old jerry cans, worn 200-litre drums, or junk from the local fuel station’s underground tank. It’s easy to see why an extra fuel filter in the system is a good idea.
Ask anyone in the diesel repair business and I’m sure you’ll get the same answer. I didn’t need to go to that trouble so, before I started clocking up kilometres in the Cruiser, I had the crew at Outback 4WD fit a Flashlube diesel filter to my fuel system.
Terrain Tamer supplied the mounting kit, all the fittings and the Flashlube filter, which is the heart of the system. This filter is a 30-micron unit designed to trap water and any other sediment before fuel passes through the factory-fitted filter, which is rated around five micron. Because today’s diesel engines pump a lot of fuel to the injector pump to keep it cool, with about 80 per cent of the fuel (warm fuel at that) being returned to the fuel tank, it is extremely important the vehicle is fitted with the correct extra fuel filter.
And don’t believe your vehicle manufacturer’s representative when they tell you the OE filter system is good enough on its own, as hundreds of examples exist to prove them wrong, no matter the make or model of your 4WD.
Once you have the kit from Terrain Tamer, any good handyman with the right tools can fit the unit, as it comes with a set of fitting instructions and all the brackets, hoses and connections required. The mounting bracket fits readily on the driver’s side of the engine bay’s inside panel, using existing screw mounts and requiring only minor shifting of other equipment.
The extra hoses are then routed around the engine bay to the original fuel filter and inlet hose. Probably the biggest issue is bleeding the fuel system after fitment of the filter so that the engine runs properly.
If unsure on how to do it, take it to your favourite service centre. Having a similar extra fuel filter system on my Patrol for a number of years – and the fact I’ve never had a fuel problem since fitment – I highly recommend these units. In fact, you’d be crazy not to fit one.
THE IVECO Daily 4×4 and I are pretty well-acquainted.
I’ve done more than a few kays in the previous generation and found it to be a pretty capable mudslinger, albeit one that is less at home on the road than other 4×4 light trucks out there – this truck has a definite off-road bias. There was, however, a cheap feel to the interior, as well as a few rattles and squeaks.
An update last year saw the arrival of a new Euro 6 3.0-litre powerplant, a new cab and fresh interior. The previous generation used EGR alone to battle diesel emissions; this new version uses both SCR (it takes Adblue) and EGR. I’m not a fan of EGR at the best of times, much preferring the mechanical simplicity of SCR.
However, in Euro 6 guise, the SCR system does the bulk of the heavy lifting, leaving the EGR system with a much reduced flow rate. We recently tagged along with one of Daryl Beattie’s Adventure Tours across the Simpson Desert.
My main job on this trip was to steer the big Eurocargo 4×4 that serves as a mothership for the guided dirt bike tour; while everybody else was doing their best to break their bones on bikes, I was wrestling with 13,500kg of off-road truck.
After three days at the wheel of the Eurocargo, and for something different, I managed to snaffle the keys to the little Daily and pointed it east towards Big Red. After the truck, the Daily 4×4 felt like a sports car. Admittedly the Daily didn’t really have any load on board, but this was the first time I’d had a chance to drive the updated 4×4 in an off-road setting.
The restyle of the Daily has made a huge difference inside and out. The interior plastics, while still hard and commercial, have much more of a quality feel. Outside, the IVECO has lost the wonky bug-eyed look of the previous model.
As you’d expect of a truck, the Daily features old-school live axles front and rear and sits on parabolic leaf springs all ’round, making it extremely capable off-road – it flew up the dunes. Light tare weight and a decent set of 37-inch mud terrain tyres combined with low tyre pressures really made it feel at home in the desert.
She’s pretty rough on-road without a load on the back, though. The Daily has high, intermediate and low range, but in this terrain there was rarely any need for anything other than high range with the centre diff locked. It uses a 3.0-litre turbo-diesel engine and makes 170hp (125kW) and 400Nm.
The updated powerplant has a habit of being a little laggy even though peak torque is from 1250rpm, but keep the tacho needle at around 3000rpm (peak power) and the turbo spinning and it will have a fair old crack at most things. For the most part the IVECO engine is pretty unstressed, but the biggest advantage of the Daily is that it has a gear for all occasions.
In the desert, though, the Daily provided a relaxed drive. A couple of times I grabbed the rear diff lock to make cresting some of the dunes a little more dignified; otherwise it was a walk in the park. After running amok in the desert sand and clay pans for a few hours, I crested a dune to find Big Red awaiting me.
I nailed the go-pedal under the gaze of the waiting bikers on top of the famous dune and, to my embarrassment, I didn’t make it to the top first go. I could see the nervous look on the face of IVECO’s Joel Reid as he watched me make another attempt.
If I hadn’t managed to get this tough off-roader to the top they may still be searching for my body. It came down to speed and tyre pressures, and the Daily scrabbled to the top of the dune. The close-gated gear shift in the Daily made it very easy to slip into the wrong gear when trying to grab a cog in a hurry.
The Birdsville Pub was a welcome sight after a few days in the desert. I’ve had a couple of big nights in the Birdsville Pub in the past, but this one took the cake. I’d go into more detail but, hey, what happens on the road, stays on the road.
THE BIG BANGER
The Unidan-bodied Eurocargo 4×4 makes an imposing sight sitting on its military-spec Michelins. Daryl’s first truck was an ex-ADF Unimog, but even after a few modifications the Benz proved troublesome in terms of reliability and maintenance.
The Eurocargo may not have the portal axles of a ’Mog, but in the desert it handled the dunes well. Running down Binns Track from Ooraminna Station to Mt Dare saw the big truck easily sit on the speed limiter for much of the trip. Bulldust holes may swallow the average fourby, but the Eurocargo just ploughed on through.
The Tector engine has a nice, low, flat torque curve, which has peak torque on tap from just 1200rpm. Ultimately that results in less gear grabbing and an easier job in the dunes. Dune descents in the Simpson were a bit more of a challenge as the stair-cased ruts left by previous vehicles made the truck rock violently.
Slow and steady was the order of the day to keep the Eurocargo upright. This truck is also equipped with an Air-CTI central tyre inflation system as well as a massive set of King shocks. Both these features were standouts, the shocks especially.
With 1400L of water, 600L of diesel and 500L of petrol, as well as luggage, camp gear, a kitchen, fridges, freezers, spares, a workshop and a spare Honda CRF450 on board, the IVECO’s suspension copped a fair old pounding. The shocks did their job and stood up to the task admirably, though.
DARYL BEATTIE ADVENTURE TOURS
For those who like a squirt in the dirt on two wheels, Daryl Beattie Adventure Tours offer trips along some of Australia’s most iconic off-road routes. These tours are fully catered and supported. A fleet of Honda CRF450s provide transport with Daryl in the lead on his Africa Twin.
I’ve got to say that the food was exceptional as well. It may have been the setting, but I still reckon that chowing down on one of the best steaks I’ve eaten, beside a fire under an outback starshow with dingoes howling over the dunes, was a highlight of the trip. DBA offer tours of the Simpson, Cape York and the Canning Stock Route. There’s also a Simpson Tour on offer that starts from the Finke Desert Race.
IVECO Daily 4×4 Dual Cab Chassis specs: Engine: 3.0-litre turbo-diesel (Euro 6) Power/Torque: 125kW (170hp) @ 3000rpm/ 400Nm @ 1250rpm Transmission: Six-speed manual Drive: Constant 4×4 with high-, intermediate- and low-range Diff locks: Front-Centre-Rear GVM: 4495kg
THE G300cdi Professional is an easy car to live with in town, in the bush or in the desert, but how does it fare on a long touring drive?
A trip to Silverton to witness the final stages of the Outback Challenge would provide the answers. Plus, taking the G-Pro would ensure we had the vehicle to reach the Challenge’s remote stages. Melbourne to Broken Hill direct is a tedious 900km haul up the highway.
There are more interesting dirt-road routes to take if you have time on your side, but when you need to get up there to see the stages that night, the highway it has to be. If you find long highway drives a chore, then the G-Pro really won’t be your friend. The lack of any floor coverings or sound deadening in the Professional versions of the G-Wagen means that interior noise levels are quite high.
Both engine and road noise infiltrate the cabin more than they would in any other modern 4×4, and holding a conversation at highways speeds means you need to speak loudly. You could turn up the volume of the audio system, but the set-up is pretty basic in the Pro.
With just a pair of tinny speakers and no USB or MP3 provisions, it’s far from what you’d expect in a new car. I had to dig out some CDs to play on the trip, something I haven’t done in a decade! And, if the ambient temperature is hot, you’ll find even the A/C cooling fan is loud as well.
Performance from the 400Nm 3.0-litre V6 and five-speed auto combination isn’t great either, particularly when you’re trying to push such a brick through the air at 110km/h. It feels like you’re always pressing the pedal to the floor just to keep up the speed, but you’ll want to back-off the go-pedal to quieten things down a tad. It’s these things that led us to choose the G350d over the G300 Pro in the December 2017 issue.
This performance, along with the gearing of the five-speed auto, led to fairly heavy fuel consumption figures, with the G averaging 16.0L/100km for the trip. Yes, it’s an off-road brick, it wears LT construction, all-terrain tyres, and it has a roof rack, but this was a relatively unladen trip. Get off the beaten track, though, and the G-Pro comes in to its element.
The Outback Challenge is held on remote private properties around Broken Hill and the Corner Country, and the station tracks are rugged, stony and dusty, but they posed no obstacle for the G. In these conditions it pays to engage the centre diff lock, as this disengages the electronic traction control which becomes a hindrance more than a help when tyres start to slip. Washouts were no problem, and getting off the tracks for photography often meant engaging the rear diff lock for added security.
The only complaint about driving the G-Pro on rough tracks is the hard lid on the centre console.It houses the ECU and electronics and it can’t be opened. The lid is adjacent to your left elbow and, when bouncing around and working the steering wheel, it’s unforgiving to one’s elbow. Despite its shortfalls I still love driving the G300 Pro – I love its authentic off-road design and its off-road ability. There’s room for improvement, but the G is a true off-roader in an era of lighter-duty pretenders.
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SEX sells. The reality is: we like sexy-looking things.
When a new 4×4 is released we typically don’t take note of a 0.1mm thickness increase in the sheetmetal, a revised suspension bush design, or injectors with an extra five per cent of life. But that sexy new front end? Oh boy, do we notice that.
With that in mind it shouldn’t be surprising that Long, the owner of the immaculate-looking LandCruiser 200 you’re eyeing off right now, took a slightly different approach to building his war wagon… a slightly sexier approach. “I didn’t want another old-man-looking car,” he told us with a laugh.
And when he had to balance supercar good looks with family practicality, one of the sexiest 200s in the country was always going to be the logical conclusion. “I needed a bus,” he went on to add. “I’ve come from a line of wild seven-seat Patrols including big diesel builds and even a VL Turbo-powered 3.0-litre petrol, so needed all the room for the kids when I was upgrading.”
Boring wasn’t going to cut it on the outside or under the bonnet, so it didn’t take long for Long to take to the engine bay with dreams of glory. The first step on the path to 1000Nm was letting the big 4.5-litre V8 twin-turbo breathe easier. A Radius Fab air-box and intake pipe replaced the often restrictive factory set-up, with the whole lot plumbed to the business end of a Fabulous Fabrication snorkel.
The other end of town is taken care of by a custom exhaust system from the guys at Spot On Performance & Fabrication. They pieced together a full twin-exhaust system all the way from the factory turbos right back to the rear bumper, where twin tips give that distinct LC200 burble.
Long took the Cruiser to the guys at G&L Performance who remapped the factory ECU, getting the bent-eight to power down with 970Nm at the rear wheels on a dyno run.
The factory injectors struggle to cope with the fuel requirements now, so Long is on the hunt for a set of uprated injectors that’ll work with the 2017 build, before fitting a front-mount intercooler and gearbox shift-kit for a more aggressive map. Hey, who said power was easy?
Kicking off the pointy end of Long’s LC200 is the oh-so-cool Rhino bar. It adds a heap of protection to the radiator for animal strikes, but also serves as a mounting point for the 12,000lb winch and Baja Designs light bar, all while keeping with the yank-tank styling of the updated model.
Moving down the flanks and Long’s gone against the grain once again. Where most run a set of high sliders for ground clearance or a set of low-hanging side-steps for ease of entrance, Long opted to run both.
The electrically operating steps tuck up nice and high when the doors are shut, then pop down giving easy access when you’re not in the thick of southeast Queensland’s beaches and tropical rainforests. “We sourced them from Tyrant 4×4,” he told us.
“These were the first set that had gone onto a 200 though, so it took a bit of work to get them on there.” That high-speed, low-drag styling has kicked onto the roof as well, with the gunmetal grey Cruiser sporting a low-profile backbone system and platform roof-rack from Rhino-Rack.
The system is also home to a 50-inch- Baja Designs light bar. While the spanners were out, Long took to the front and rear lights as well as the side-markers and removed all traces of orange, giving the big Toyota a more modern appearance – up close and personal it’s clear the LC200 looks a whole lot better than any factory version.
Long’s business, Vogue Industries, builds high-end modified supercars as well as a heap of paint protection like the Pomponazzi glass coatings. Before the Cruiser had gone through a tank of diesel it was polished for a day and a half to get a gloss deeper than anything the factory could ever hope for, then it was coated from head to toe in the glass coating to lock it in.
“The coating itself actually goes on everything,” Long said.
“Even the undercarriage. I do a lot of beach driving so am always worried about the sandblasting effect of driving in sand. The stock paint underneath is thin, so we applied the coating underneath, too, to make sure no rust found its way in. It helps keep the 4×4 clean, too, so unless you get up close and see the bumps and dents, it looks like it’s never been off-road.”
Finishing off the exterior package is a set of some of the most aggressive tyres you can legally run on the road. When the wife stays at home and Long is happy to listen to the roar of mud tyres, the road wheels and tyres come off and in their place slot a set of 35-inch Nitto Mud Grapplers.
They’re wrapped around a set of massive 20-inch Method MR310 Con 6s which fill the Cruiser’s wheelwells. The form and function mentality has been the theme of the day on the inside as well. The most visually obvious change has been a complete re-trim job.
“I wasn’t really happy with the factory leather to be honest,” Long told us. “It was half leather, half fake-leather; it was disappointing.” While the needle and thread was out Long also had the seats re-bolstered so they grip more like a sports car than a family Cruiser.
From here the centre console, door trips, and all three rows of seats were wrapped in Nappa leather. With the Cruiser spending most of its life on the beach, a heap of touring modifications also found their way inside. There’s a replacement head unit in the dash, and a roof-mounted DVD player in the rear to keep the kids happy.
A GME UHF got the nod, while the rear end runs different set-ups depending on how many kids are loaded up that day. “I’ve got a lot of kids so need the seats,” Long told us with a laugh. “If I’m out I can run just the five seats and the big fridge in the rear.
If the kids have friends over, the Mrs can swap out to a smaller fridge and still use the third row of seats.” There’s no shortage of tough LC200s on the tracks, but it’s pretty clear 90 per cent of them are function over form. Long’s killer Cruiser is proof you can have your cake and eat it too.
A super-capable beach-ready 4×4, drop-dead-gorgeous supercar looks, and a family chariot all in the one package. If his personal Cruiser is anything to go by, you better strap yourself in to see what rolls out the door in the next few months.
A CLOSER LOOK
Tyres
35-inch Nitto Mud Grappler rubber wrap around massive 20-inch Method MR310 Con 6 wheels.
Brightwork
Baja Designs’ light bar is one of the few bright bits up front. The Rhino bar blends with the matte black of the grille and gunmetal grey body.
High/low rider
Air-bag suspension is a bolt-in system from AirREX, adjusting the ride height above and below factory specs for any situation.
Slide away
Electrically operated side steps from Tyrant 4×4 pop out to ease entrance and exit. They tuck in under the body when the doors are shut.
Custom pipes
A full twin-exhaust system from Spot On Performance & Fabrication runs all the way from the turbos to the bent-down tips.
YAMAHA has launched a completely new ATV quad, the Kodiak 450. With 80 per cent of the Yamaha quad range being purchased for agricultural and commercial purposes, Yamaha has endeavoured to engineer a quad that can be ridden comfortably all day, can be easily maintained, and comes with a laundry list of accessories. Safety is also a big part of the new Kodiak launch, with Yamaha focusing heavily on education and training.
The Kodiak receives a completely new chassis to accommodate an all-new 421cc single-cylinder engine and EFI set-up. Those familiar with the outgoing Grizzly 450 would notice the fresh new bodywork and a longer, narrower seat. The wheel tracks have been widened and lengthened for increased stability and ground clearance, while the suspension set-up has seen an increase in travel. From the use of rubber engine mounts to reduce engine vibration, wider-foot wheels and raised handlebars with relocated shifter for increased cockpit comfort, Yamaha has gone above and beyond to increase rider comfort… even the thumb throttle has received an ergonomic update.
At its launch, we pushed the capabilities of the Kodiak 450 over varying terrain – muddy water crossings, rutted-out hill climbs, steep descents and rocky tracks – and we got a good sense of what can be achieved with this entry-level ATV workhorse. It’s comfortable to ride, with the longer-travel, gas-charge suspension soaking up corrugations and ruts, making it nimble enough to handle tight, single-track terrain and confident enough to tackle steep, rutted-out climbs.
Having a play with the on-the-fly-4WD button and low-range gearing proved more of a confidence booster than anything else, as almost all the terrain we tackled could be used in 2WD and high-range. However, selecting 4WD and low-range afforded more control and is a great aid for less-confident users.
The new brake set-up runs discs on the front and a sealed rear brake; the sealed rear brake set-up has been designed to be extremely low-maintenance and reduce noise. The rear brakes are somewhat lacklustre, but the front brakes take up the slack; you wouldn’t want to rely on the rear brakes to pull you up in a hurry on their own.
The fuel-injected 421cc engine is mated to a continuously variable transmission (CVT) that has a centrifugal clutch pack allowing the drive wheel not to spin against the belt at idle, to reduce heat and wear. Throttle response is sharp and all you need for any working environment; it’s enough to have fun with but not to get you into too much trouble. And tool-free access to the often-neglected oiled foam air filter negates any excuse not to keep up with maintenance.
The payload of the Kodiak is extremely impressive, with 40kg capacity rack up front, 80kg capacity rack on the rear, and an ability to tow 600kg. This might keep the 4WD in the shed for day-to-day jobs on the farm, until you need to travel far with a lot of gear.
The model we tested had an optional power steering upgrade that’s well worth the extra $1000. The Kodiak comes with a 12V power outlet and is prewired to accept an optional 2000lb or 2500lb Warn winch. You can fit out the little workhorse with a windshield, gun holder, cargo boxes, cooler carrier and even a seat warmer. There is a Snow Plow available, but unfortunately you’ll have to order that from overseas.
The Kodiak is extremely capable and a well-thought-out design, representing extremely good value and a bit of fun. There are two variants: the Kodiak 450 retails at $10,299, and the power steering model (EPS) as standard at $11,299.
THE boom of four-wheel drive sales in 2017 has driven a rise in interest in the industry.
Manufacturers are falling over themselves to keep up with the demand for dual-cabs, which has translated to some pretty big news stories in 2017.
Here are the five most clicked-on news stories this year.
VR46 Ford Ranger launched
MotoGP champion Valentino Rossi plastered his name on a special-edition, Australian-engineered Ford Ranger. The VR46 dual-cab Ranger retains much of the Ford’s driveline components, including the 3.2-litre engine, yet gets a host of M-Sport additions – raised suspension, sports-tuned exhaust, underbody protection and bespoke graphics.
See the VR46 in all its glory
2019 Land Rover Defender ute
With the new Land Rover Discovery riding on an aluminium monocoque chassis, and the Defender confirmed to follow suit, we pondered how versatile the new Defender would be on its new platform. So, we drew up a com-gen image of what we thought the 2019 Defender ute will look like.
Read about the Land Rover Defender ute
Rezvani TANK XUV unveiled
A company that traditionally designs and manufactures high-performance sports cars, Rezvani, unveiled this ‘Jeep Wrangler’ in a composite shell. The TANK runs a 375kW 6.4-litre Hemi V8 and features an on-demand 4WD system and a body-on-frame design. Two option packs are available: Off Road Package and Off Road Extreme Package.
Take a closer look at the XUV here
Toyota Hilux Tonka Concept revealed
Proving there’s still a kid in all of us, the Hilux Tonka concept was a smash hit among our readers in 2017. The Tonka features bespoke carbon-fibre bodywork, 35-inch tyres on black alloy wheels, LED light bars and portal axles developed by Marks 4WD. We even got to take the life-size Tonka Truck for a drive in a life-size sand pit. Who says you need to grow up?
Land Rover Defender coming in 2020
At the launch of the new Discovery, LRA confirmed a new Defender is in the pipeline. The catch? It’s not a priority and it won’t happen before 2020. Given the boom of dual-cab ute sales this year, it wasn’t a surprise to hear a pick-up would be the number-one desired product for LRA.
More details about the new Defender here
BIGGER engines make useful power more easily than smaller engines. That’s a given. It’s also a given that a smaller engine has to work harder than a bigger engine to make the same power.
Why? Because – everything else being equal – larger capacity engines produce more torque than smaller capacity engines, and once you have torque it’s easy enough to produce power. By revving harder and therefore working harder, smaller engines can match bigger engines for power.
A two-litre four, for example, will produce the same power as a four-litre V8 when it’s revving twice as hard as the bigger engine, provided it’s equally efficient. However, high engine speeds aren’t behind the extraordinary power outputs of the latest small-capacity turbo-diesels.
In fact, these latest turbo-diesels hardly rev any harder than old-school bigger-capacity diesels and nowhere near as high as similar capacity petrol engines, especially naturally aspirated examples. Instead, modern diesels achieve their high output by working hard in another way, and that’s via high combustion pressures achieved through the use of sophisticated turbochargers (often more than one) and high-tech fuel-injection systems.
The new four-cylinder Ingenium diesels in the all-new Land Rover Discovery are prime examples. The base Td4 engine is a 2.0-litre single turbo that claims 132kW and 430Nm, similar outputs to the 2.8-litre four in Prado, Hilux and Fortuner, which claims 130kW and 420Nm (450Nm with an automatic) and itself is a new-design engine.
Add a second turbo to the Discovery’s 2.0-litre four (the make is the Sd4) and the power and torque jump to an extraordinary 177kW and 500Nm. And again, these numbers are achieved without notably high engine speeds, as the 177kW is at 4000rpm and the 500Nm on tap at just 1500rpm. Does this put more strain on crucial engine components such as the big-end bearings? Yes, obviously, but there are mitigating factors at play here.
Old-school diesels run very high compression ratios (22:1 or greater) whereas recent-design diesels are down around a ‘softer’ 16:1. More importantly, modern common rail fuel-injection systems produce accurately staged multi-phase injection of the fuel for any single combustion event, rather than dumping all the fuel into the combustion chamber in one go.
These two factors help create less of a severe pressure spike in the combustion chamber that comes from a single ‘big bang’ and help create a longer, less violent combustion event that is much easier on the engine’s working internals.
Whatever you want to call it, the jaunt to raise money for the Royal Flying Doctor Service and, for us, to satisfy the desire to travel to ‘every corner of the country’ was a very rough, but thoroughly enjoyable affair. However, this time around the remaining corners visited all come with some form of controversy caused by surveying mistakes.
This article was originally published in 4×4 Australia’s June 2011 issue
Roaring Meg, the 1943 WWII Jeep, was again accompanied by the shineysides [modern 4X4s] of the previous trip, with a couple more thrown in, as well as another 1942 WWII Jeep, so at least the modern-to-classic ratio was maintained.
It doesn’t matter how much research you undertake, it does not prepare you for the relentless corrugations that you will experience out there. Sections of the Anne Beadell Highway, most of the Connie Sue Highway that we travelled from Neale Junction north, and some of the abandoned section of the Gunbarrel Highway were abysmal, to say the least. The shineysides with current technology suspensions handled the conditions a bit better than our leaf springs of yesteryear.
Our primary group objective was to reach Surveyor Generals Corner, via some of Len Beadell’s famous highways. Some individuals within the group, however, simply wanted to find the best meat pie!
We set off in late August to travel quiet back roads due west from Sydney to Mungo National Park, then to access the corners of New South Wales, Victoria and South Australia via old mail routes along the north of the mighty Murray River. Due to border disputes and surveying errors, we have two corners here. Both are marked by simple signs on the river banks and are best accessed by boat from the old Customs House, via Renmark. You can hire a boat for the purpose – or a houseboat, for that matter – and camp in pleasant surroundings.
That scenic journey to the north of the river revealed a story of controversy on plaques attached to Todds Obelisk, which is located on the corrected position of the boundary between NSW and SA. It was determined in 1868 by Charles Todd, the SA Observer and Superintendant of Telegraphs. Briefly, this line of the 141st meridian should have continued south through Victoria, however Victoria would not recognise this and claimed the earlier determination, which is up to two miles (3.2km) further west. More than 40 years of SA’s legal challenges ended with a High Court decision in favour of the erroneous boundary. The dismissal of the 1914 appeal was the final nail. Hence, the border dogleg!
With that objective ticked off, we continued across the SA Riverland, (trying the pies, of course), and ran into some serious rain and storms at Port Augusta. So serious, in fact, that the Birdsville Races were cancelled, and the outback in general a little further to the north was closed for weeks. We eventually reached Coober Pedy after battling a severe headwind that knocked the consumption figures of all vehicles, but visited Roxby Downs, Andamooka and Woomera on the way. A rest day allowed some sightseeing and final preparations for the desert adventure. We received more track condition advice from the local towie. Allegedly, on a recent trip along the Anne Beadell, a mate of his had left his false teeth in the glove box and “they munched their way out!” As it’s not a declared road, there were no reports on the Anne Beadell, or closures either, so we set off as planned and accordingly heeded the advice and left the false teeth in.
A thunderstorm on the first night out ensured that we were not going to miss what many others experienced in other areas; water, water everywhere. It didn’t prove a problem, unless you deviated from the track. Lesson number one to all those who find themselves in a similar situation: Stick to the track!
For the first four days we did not see anyone. Not a soul. The track was described as good, but only between Emu and Vokes Hill Corner. The rest was corrugated and taking its toll on the 65-year-old, ex-army trailer with cracks appearing in its pressed-metal chassis. All is not lost out there, however, with plenty of spares available to salvage from the many other modern trailers abandoned by the roadside and, with a few bolts and the ever trusty cockies’ cotton, it was maintained in a serviceable condition.
After seven long, slow days’ travel, we arrived at Ilkurlka in WA to a welcome shower and restock of fuel and supplies. But alas – no pies! The track west of here was described by a member of the party as ‘fabulous’, until we hit Neale Junction and headed north – to the tune of Mental as Anything, The corrugations were getting bigger. With the Jeeps in low-first at idle speed, it was possible to go for short walks, scratch the naval and smell the flowers, without even stopping before a small jog to catch up with the continuing Jeep. The same member amended his word of the day to ‘gruelling’.
We encountered another wet night and day, which ensured a very wet end to the Connie Sue, but a chance meeting with Connie Sue herself, and husband Mick, gave us the rare opportunity to let her know personally what we thought of her highway! Warburton Roadhouse on the Great Central Road, afforded us a well-earned opportunity for a warm shower and to clean and dry soggy clothing and, rejoice, a hot pie!
We departed with better weather on the so-called abandoned section of the Gunbarrel, which was a breeze and not at all what we were expecting; corrugated yes, but very scenic and no wash outs. A few days later, the signs at the eastern end near Warakurna indicated otherwise. Upon arrival, the crafty ones headed for the roadhouse to secure the meat and pastry trophies, while the others made off to the Giles Weather Station for the afternoon balloon launch. The Met Station tour was a great experience, and the museum is a brilliant testament to the great man that Len Beadell was. Our primary objective was now very close. We headed off on the near perfect Mulga Park Road (original Gunbarrel Highway) to Wingellina to meet our prearranged local guide. We were surprised to find not one, but two corner posts separated by about 100 metres. A second dogleg and another controversy? Perhaps it should be renamed Surveyor Generals Corners!
A subsequent search on Wikipedia revealed that from a discussion in 1911, ending in an agreement by the State Premiers in 1922, that the 129th meridian, as defined by lines from the north at Argyle and from the south at Deakin, be surveyed. This was not undertaken until 1963 and it was soon realised that they would not meet as envisaged. After more years of discussion, it was not until a ceremony in 1968, that two monuments, set 127 metres apart, were named in honour of the three Surveyor Generals of WA, SA, and NT at the time.
Another little-known fact: apparently this site is visited by less people than the South Pole.
Moving on, we had the pleasure of meeting the modern day Gunbarrel Road Construction Party, in Alan and Greg, who, with others in rotation, tour the West Australian outback, each with a grader pulling a road train of fuel, spares and accommodation trailers in shifts of five or six weeks. We could have used them in our route. They would travel as fast as the Jeeps and do everyone a favour to boot! In conversation, they gave us the heads up on a couple of great sights not normally seen, and camp spots further along. One, called Gills Pinnacle, looked very promising, except we were visited by the Constabulary of WA, SA and NT, travelling on a familiarity junket, who saw our tracks in. “Allo allo, what ’ave we ’ere then?”
Onwards to the official campground. The next morning it was a case of the early bird gets the hot pie, with all meeting again at the nearby Docker River store. The final day of the desert stage was setting like the sun over the Olgas. We admired the spectacle of changing colours of the rocks and the sky, and eventually arrived at Ayres Rock campground a day early for the big meeting with family flying in for the return journey. Grand Final time saw plenty of refreshments; warm sunny days saw plenty of washing and visiting sights all Australians and, it seemed, a squillion overseas tourists, strive for.
We were lucky to strike the Rock on a ‘climb open’ day, so those that had not previously attempted it achieved their desires. We eventually departed on schedule for Kings Canyon and the Mereenie Loop Road and all the sights that afforded – Redbank and Ormiston gorges are the pick. We nipped off for a brief overnighter in the Alice, before heading down the Old Ghan Railway to Chambers Pillar and Lamberts Centre. Then it was out to Mt Dare and the very refreshing Dalhousie Springs. We returned to the track on ever-improving roads, to Oodnadatta and yet another Grand Final to finally to get a buzz at Mosquito Junction. Never heard of it? Well, after recent rains, we have decided to rename North Creek on the old Ghan. They were vicious and had no respect for Aerogard whatsoever!
Our last days travelled a very congested Oodnadatta Track, with fleets of fourbies with camper trailers, and many Britz rental vans. The scenery (in particular the Flinders Ranges) was in full bloom. Who said we were in a desert country?
A must do in the Southern Flinders is to get your kicks at Wilmington Toy Museum, (not on Route 66, but on B56!). For the family oriented, you cannot go past the Pichi Richi Camel Farm. My daughter finally satisfied her whim for a ride on these savage beasts. Just ask for Feral!
Most of our shineyside contingent departed for a faster route home via Broken Hill, while the two Jeeps wandered up the Murray to meet an intrepid group of four GPAs (amphibious Jeeps – see 4X4 Australia July 2010 issue for the Corowa Swim In story on classic Jeeps) heading down the Murray. After a night of story swapping, we did the final 720km leg to our loved ones who had not seen us for six weeks.
So, where to next?
Travel Planner:
When to Go Late autumn, winter or early spring, when it’s cooler.
Distances From Coober Pedy Ilkurlka is 811km and Warburton is a further 530km. Then it is 320km to Warakurna via the Gunbarrel Highway, 340km return to visit Surveyor Generals Corner and 340km via Docker River to Uluru. Fuel can be pre-ordered at Ilkurlka on 08 9037 1147.
Driving Time Allow as much time as possible. Some recommend five days from Coober Pedy to Laverton in WA. We allowed six to Ilkurlka and another three to Warburton. Due to conditions, we took 11 days.
Supplies Coober Pedy, Ilkurlka, Warburton, Warakurna, Docker River and Uluru.
Difficulty Moderate, mainly due to distance and the relentless corrugations. However, rain changes everything.
Advice Don’t take a trailer.
Camping Restrictions at certain places, as will be highlighted on your permits. Please respect them.
Further Information Hema Maps have excellent information and phone numbers. We found Len Beadell’s books invaluable. See beadell.com.au.