FORD has announced a five-seat Everest will join its line-up in the second quarter of 2017.

The newest addition to the Everest range will be offered in the base-spec Ambiente equipment grade and will be available in four-wheel and rear-wheel drive systems.

The five-seat Everest will retain the 143kW/470Nm 3.2-litre turbo-diesel engine that’s mated to the six-speed automatic transmission.

This follows the announcement earlier this year of a rear-wheel drive version of 4X4 Australia’s 4×4 of the Year winner, the Everest Trend. The RWD Trend is set to hit showrooms by the end of 2016.

Over the past five years, SUV sales have increased by a whopping 71 per cent; over the same period, passenger car sales have declined by 12 per cent.

If the trend continues, and it’s very likely to, SUV sales will overtake passenger car sales within the next five years.

To cash in on this booming SUV segment, Ford has launched an EcoSport “Shadow” specialty model and a new Kuga (due to hit showrooms early next year) alongside the expanding Everest range.

In further news, an SUV based on the global Ford Edge has also been announced.

Ford Australia president and CEO Graeme Whickman said: ““Ford will continue to be ready for SUV growth to reach even higher record levels this decade, so we are investing even more to offer the freshest models with outstanding safety, fuel economy, technology and quality positioning.”

“Adding the Ford Edge and further expanding our SUV line-up comes as many of the 5.5 million millennials start having children and similar numbers of baby boomers continue to buy them after driving their early popularity.”

IF YOU keep your food and drinks in an ice box or light your campsite with a kerosene lantern, then this article is definitely not for you. However, if your 4×4 is fitted with all manner of mod cons (whether gimmicky or necessary), then setting up a complete 12-volt power system needs careful consideration.

A dual-battery system should be one of the first must-have items to fit to any touring 4×4. Sure, there’s the obvious powering of the fridge, but a second battery has many more uses. Plus there are new charging options to consider.

For my Troopy I initiated the project with a second battery tray from Piranha Off Road Products that accepts a standard N70Z-sized battery carcass. It would have been nice to go larger-capacity, but that’s all that would fit under the bonnet of the Cruiser – plus the larger they get the heavier they become. The tray arrived with all mounting hardware and instructions, and it easily fit on the passenger side directly behind the standard battery (just in front of the firewall).

I’ve had a good run from Fullriver AGM batteries before, so decided to stick with the brand. This time I opted for a DC Series and a 105-12B model rated at 105Ah. It weighs in at a hefty 30.2kg and incorporates M6-bolt-style terminals.

POWER IN THE strength of the tray and the quality and longevity of the battery are important factors, but the big decision was which charging system to implement. For this, I chose a recently released Projecta Intelli-Charge 25A DC/Solar Battery Charger, which incorporates a ‘solar in’ wire to allow efficient battery charging from a solar panel.

The charging unit is suitable for ‘smart’, ‘dumb’ and traditional alternators, it has a 25-amp, three-stage switch mode, a simultaneous automatic charge system for solar and alternator, and the ability to choose the correct charging profile to suit your chosen battery type (AGM, wet cell, calcium or gel).

I thought I wouldn’t take advantage of the auto selecting mode for alternator and/or solar charging, as I don’t have a solar panel fitted permanently on the roof, but it has come in handy as I’ve mounted an Anderson plug on the bullbar. So the under-bonnet system doesn’t need to be touched when I plug or unplug the solar panel, which is out in the sun while I’m parked in the shade – beauty! The charger unit incorporates tiny LED lights to indicate which charging source is being used, which puts my mind at ease knowing it’s working as it should.

Other than setting the battery type on the front panel, there’s nothing else to this smart charging system – set it and forget it.

While I opted for under-bonnet mounting (it can take the higher heat), the unit can be fixed pretty much anywhere within your 4×4, plus it’s IP67-rated as well as shock- and vibration-proof. For what it’s worth, I’ve fabricated a small bracket to fit the unit between the secondary battery and the inner mud guard. It’s a tight squeeze, but I can still preview the lights on the face if need be.

POWER OUT WITH the power source and power management taken care of, the next job was to work out how to expend all that energy via 12- and 240-volt outlets. Given the expansive use my Troopy has to take on – charging the kids’ electronic toys on the run, charging work cameras and computer gear, and running all manner of 12-volt gear for testing – I picked through the Narva catalogue for all I needed, under the pretence of ‘the more outlets the better’.

The left-hand of the dash features a rather useless-sized pocket that seems perfect for nothing more than a few dozen business cards, provided you don’t drive up a steep hill and allow them to slide onto the passenger’s lap! So, a flush-mount ciggie and dual USB outlet was screwed straight over the top of it. At a later date I’ll be making a custom centre console to house switches, gauges and power outlets, but for now I’ve mounted two ciggie plugs.

Behind the third row of bucket seats I’ve flush-mounted three ciggie outlets (for rear passenger and camping use) and a merit plug for direct power access for the 12-volt fridge. These are hardwired directly to the auxiliary battery for constant use. Also hardwired is a 300W Projecta pure sine wave inverter that’s easily accessible from the rear cargo area.

The rear bumper bar houses a 50-amp Anderson plug that plugs into my camper trailer to charge on-board batteries. I’ve connected the ‘solar in’ wire of the Projecta charging system with another Anderson plug and tucked it in behind one of the upright posts of the Opposite Lock bullbar, so it’s easily accessible and doesn’t require lifting off the bonnet to plug the solar panel in. Both Anderson plugs have a rubber cap to keep dust and water out when not in use.

The foldable Projecta solar panel came with alligator clips, so I cut them off, installed an Anderson plug and reinstalled the clips. This way the panel can be used via my on-board charge system with the Anderson input plug or via the alligator clips onto my camper trailer battery.

Given I kept the FYRLYT Nemesis 9000 driving lights from my last Cruiser, I had my local sparky wire up a custom heavy-gauge driving light loom complete with 12W to 24W converters to tackle these 24V halogen driving lights.

I have future plans to install camp lights, an on-board compressor and various other lighting, so I fitted a bank of five Narva toggle switches. These things are beaut, as you can utilise as few or as many switches as you like by making up a bank that then slots into your dash, console or any other panel. I have gone for five switches, but I’m not sure what I will run off them – just future-proofing the system.

To keep track of what each battery is charging and discharging, I’ve popped a Projecta dual-battery volt meter into the dash next to the steering wheel. The meter has a bar graph and digital readout to within 0.1 of a volt for each battery. It also incorporates a user-set audible alarm to warn of over- or under-charging.

Given the need to tow my own camper trailer, heavy loads including a Kubota tractor, a tandem box trailer, and various caravans, I figured the 3500kg tow-rated Troopy needed as much help as possible to help pull up without over-stressing the brakes. For this, a Redarc Tow-Pro electric brake controller was installed.

The main body of the Redarc unit fits neatly under the dash and out of the way of my knees. Hence it doesn’t take up any real estate on the fast-filling dashboard. The only tell-tale sign of this Redarc system is the small rotary dial fitted to the dashboard. Since fitting the unit, Redarc released an ‘Elite’ version, which eliminates the initial calibration process the standard version needs. To read the full specs of both units visit: www.redarc.com.au.

There are plenty of set-ups that are fancier, more technical and more comprehensive than what I’ve installed, but my set-up will do everything needed for personal and work-related use. Plus it’s reliable, simple to use, maintenance-free and will enable (almost) endless power usage. I’ve gone overboard with a few of the centre console switches, but that’s for ease of adding accessories at a later date, so all up the system is future-proof and will return many 12-volt benefits out on the tracks and campgrounds.

Thanks The installation would have taken me an age to complete by myself, so I delegated the huge job to my local sparky at Camden Haven Auto Electrical in NSW.

RATED Available from: www.piranhaoffroad.com.au, www.projecta.com.au, www.fullriver.com.au, www.narva.com.au We say: A must-have to power accessories.

ONCE your 4×4 is fitted with all the necessities, you can start rigging it up with some advanced tech.

With high-tech gadgets and electronics flooding the market, it can often be difficult to establish what you need compared to what you want.

And in the end, it all depends on what your intentions are for your 4×4.

Building a remote-area tourer? It’s probably a good idea to get some two-way radios. How about something to tow the boat? An electronic brake controller should be high on your to-buy list. Do you spend a lot of time in traffic? A Navig8r Crash Cam PRO X could help you evade an insurance nightmare!

Here are just a few of the brilliant aftermarket gadgets currently on the market.

SHOCK PROOF COOLDRIVE Distribution has released two new NOCO Jump Starters: the GB40 and GB70. These lithium-ion-powered jump starters incorporate patented spark-proof technology, making them almost impossible to use incorrectly. The GB40 can be used for up to 20 starts on a single charge and is suitable for petrol engines (up to 6.0L) and diesel engines (up to 3.0L). The more powerful GB70 offers 40 starts and is designed for larger petrol and diesel engines. They can recharge a battery in just over three hours, but can also be used to power a variety of 12V devices. Both are rechargeable via a USB port, or by using the provided 12V charger. Website: www.cooldrive.com.au

CONTROL FREAK IRONMAN 4×4’s new-gen Electric Brake Controller will keep whatever you’re towing in line. The controller utilises pulse microprocessor-based technology, and it features a remote dial control, so the main unit is hidden neatly under the dash. The compact system is easy to install and can be mounted on any angle, and it can handle both single- and dual-axle trailers. Also features a dashboard LED indicator, an easy-adjustment dashboard knob, and convenient override control. RRP: $180 Website: www.ironman4x4.com

FULLY CHARGED GETTING a flat battery fully charged and back to as-new condition is a pretty tough business, but Hyundai’s newly released range of Smart Car Battery Chargers claims to do just that. The new Hyundai Smart Charger range uses multistage charging to correctly build up a battery’s voltage. The final stage is effectively a trickle stage, which can be left on a car battery long term, to keep the battery charged and in top condition. There are Hyundai Smart Charge models to suit all size batteries. RRP: From $69.99 Website: www.hyundaipowerequipment.com.au

GOOD START BATTERY management expert CTEK has developed a battery charger that’s designed to support the power demands of start-stop vehicle technology and to minimise the risk of an unexpected flat battery. The CT5 Start Stop is fully automatic, easy to use, and its simple three-stage display tells you whether your battery is being checked and tested, is charging, or is in continuous 24/7 care mode. The CTEK CT5 Start Stop is suitable for all 12V lead acid batteries (wet, MF, CA/CA, AGM and GEL) with a capacity of 14-130Ah. It’s optimised for the AGM and EFB batteries used in start-stop technology. RRP: $177.87 Website: www.ctek.com

ROGER, ROGER A GREAT way to play it safe when exploring is to stay connected to your fellow travellers. And UHF two-way radios are the most reliable way to stay in touch when there’s no mobile phone coverage. Uniden’s new Titanium (one-watt UH810S and two-watt UH820S) series is designed to survive the harsh Aussie outback. The tech offers access to 80 UHF channels, and the radios have a range of more than 9km (UH810S) and 13km (UH820S). They’re rechargeable via USB, and talk time equates to approximately 15 or 21 hours. They come with a three-year warranty. A Tradie’s Pack is also offered. Call Uniden for more info: 1300 366 895. RRP: $89.95 (UH810S); $179.95 (UH810S-2); $229.95 (UH810S-2TP); $129.95 (UH820S); $249.95 (UH820S-2); $299.95 (UH820S-2TP) Website: www.uniden.com.au

WE’RE IN LOCKDOWN KEEP the valuables stored on your roof rack safe from thieving scum, with the Rhino-Rack Cable Core Lockdown. You can now leave the camping equipment unattended as you explore dusty tracks on foot, or hit the ski slopes in the colder months. The base mounts onto your roof racks or Rhino-Rack Pioneer system, and then an 8mm PVC-coated steel wire cable with zinc protection is looped around the items requiring extra security. The cable is available in three lengths: 0.6m, 1.2m and 1.8m. The system is also Masterkey compatible. RRP: $59.00 (1.8m); $49.00 (1.2m); $39.00 (0.6m) Website: www.rhinorack.com.au

LIGHT THE WAY THE FUTURE is brighter with an Ironman 4×4 LED light bar. These new beauties, developed using the latest tech, draw minimum power yet maintain an impressive light spread, achieved via state-of-the-art, high-intensity 5W CREE LEDs. Ironman 4×4 has also developed brand-new, bigger reflectors. Straight and curved light bars are available. Features include: 10/30V DC operating voltage; -20° to 50° operating temp; an integrated breather; IP67, IP69K water- and dustproof-rated; a dual mounting system; an integrated Deutsch connector; alloy diecast housing; and a shockproof polycarbonate lens. The light bar comes with a one-year warranty. RRP: From $150 Website: www.ironman4x4.com

WATER TROUBLES SUITABLE not just for remote-area touring, the Ironman 4×4 low-water alarm kit is a great addition to any city runabout. The kit’s technology has the ability to sense a negative current in the radiator water, and when the water drops below one of two probes, an alarm and warning light activate before there is even movement in the temperature gauge. The kit suits 12- and 24-volt systems and plastic or metal header tanks. Get one before it is too late! RRP: $199 Website: www.ironman4x4.com

INSURANCE JOB DODGE the hassle of proving to money-driven insurance companies that an accident wasn’t your fault. Pick yourself up Laser’s all-new Navig8r Crash Cam PRO X, a dash camera that takes in-vehicle incident recording to the next level with Super Full HD image quality. The cam includes an on-screen street map with alerts for school zones, speed cameras and red-light cameras. Tailored specifically for Oz roads, the Crash Cam also features journey review with Google Maps, automatic event recording, and park mode, which activates recording even when your car is unattended. For a full list of features, head to Laser’s website. RRP: $349.95 Website: www.laserco.com.au

EXPANSION PACK NARVA has added to its large range of heavy-duty recreational vehicle (HDRV) powering accessories, with the introduction of several new products to the line-up. Among the new additions include a thermoplastic right-angle merit plug; heavy-duty adaptors; and digital LED volt and amp meters, which are available in all housing styles. Two- and three-way module options, with a choice of six sockets and meters and six different housings, are also available. Website: www.narva.com.au

IT’S BEEN said that simple ideas are often the best.

Well, when somebody recently came up with the notion of linking all of the coastal roads and tracks that hug the western seaboard of Ireland, who would have thought it’d end up being one of the most spectacular coastal drives in the world?

We simply had to see what all the fuss was about. So we loaded two Land Rover Defenders and, over two and a half weeks, planned to take in as many remote tracks as possible along this 2500km route.

The adventure started in the picturesque town of Kinsale in County Cork, where we followed the coastline through the counties of Kerry, Clare, Galway, Mayo, Sligo and Leitrim, before ending on a high note as we tackled a maze of dirt tracks in the mountainous County Donegal. Alternatively, you can start in Donegal and work your way down the coast to Kinsale.

The first phase of this epic coastline drive took us along the County Cork coast, where areas of interest included Baltimore, Skibbereen, Schull, the scenic Mizen Head, Glengarriff, and the beautiful yet remote Beara Peninsula, before arriving at the busy town of Kenmare.

We decided to stay in a campsite in Killarney, one of Ireland’s most famous tourist towns. After a good rest following a few pints of the black stuff, it was off to explore the Ring of Kerry en route to the Dingle Peninsula.

On the way to the Dingle Peninsula, we decided to set up camp early at Inch Beach. This provided the first opportunity for some beach driving, and we found the perfect spot to camp just a couple of kilometres near the end of the beach. As you drive down the beach you can’t help but notice the spectacular views of the MacGillycuddy’s Reeks mountain range – the highest in Ireland – and the Dingle Peninsula in the distance.

After agreeing on the perfect camping location, we set up a campfire and relaxed in the deckchairs to chow down on some hot bread cooked in the Dutch oven.

After dinner we sat back and watched the spectacular scenery change colour as the sun went down behind the distant mountains.

After some good, strong coffee the following morning, we packed up and took the short drive to the village of Annascaul. We were keen to visit a famous pub in the village once owned by one of Ireland’s most famous explorers, a man called Tom Crean. Crean passed away in 1938, but in his pub, the suitably named South Pole Inn, his presence is very much still alive.

Tom Crean was a gentle giant and is often described as an unsung hero who served with Ernest Shackleton on numerous polar expeditions. He took part in three of history’s most gruelling Antarctic expeditions, whereby he received the Albert Medal for Bravery. He retired in his home village of Annascaul, where he bought the pub.

After a hearty breakfast in the South Pole Inn we continued towards Dingle to visit another famous Irish site: Saint Brendan’s Port, just outside of Dingle. Dingle is as close to America from Europe as you can get.

You can also take a boat trip to the Skellig Islands UNESCO World Heritage Site. These unusual pyramid-like islands, perched 13km from the mainland, were recently used to film scenes from the flick Star Wars: The Force Awakens. You will see the islands in the distance as you drive along the coastal Slea Head Route.

The County Clare section of the Wild Atlantic Way offers a very different and unique coastal experience. It’s packed with big-hitting attractions including the Cliffs of Moher, Burren National Park, stunning beaches packed with surfers, and an abundance of ancient sites that are of national significance.

As you continue along the narrow, meandering coastal road you will soon see the Cliffs of Moher appear over the horizon. We spent two days in this very unusual moonscape environment, which was just a short walk to the village of Doolin.

Doolin boasts a number of excellent fish restaurants. You can also experience village pub life, with one of the local pubs showcasing traditional Irish music. This musical experience will give you an insight into the culture that has echoed within this town for centuries.

The word ‘Burren’ comes from the Irish word ‘Boíreann’, meaning a rocky place. The Burren, covering an area of 160km2, is probably Ireland’s most unique national park.

Humans have settled here since the Stone Age and Neolithic times, with evidence of their existence – tombs, dolmens and forts – scattered throughout the park. One of these well-preserved tombs is the Poulnabrone dolmen, which dates back before the pyramids of Egypt.

After spending a couple of days in the Burren, it was time to point the Land Rovers towards Galway and the next section of the Wild Atlantic Way.

Arriving in Kinvara, near the Galway and Clare border, I knew we were close to the home and birthplace of Robert O’Hara Burke – the Irishman who led the ill-fated expedition across Australia in 1860.

Having had the opportunity to take my Land Rover along part of this route in the Australian outback, I was keen to see where he was born and visit the house he grew up in. We couldn’t get into the privately owned house, but we did get a chance to talk to the caretaker who told us there was a plaque on the wall of the mansion documenting Burke’s achievements in Australia.

After enjoying another great campsite close to Burke’s home, we packed up early and decided to head towards Maam Cross. Here we picked up the coastal track at Killary, Ireland’s only fjord.

We were one week into the trip as we entered County Mayo, which has often been described as the heartbeat of Ireland’s Wild Atlantic Way, and our first port of call was to see Dun Briste, Ireland’s largest sea stack. This spectacular site is also the location of one of World War II’s stone aerial letter markers, which was placed along the Irish coast to identify the land below as neutral. It was inscribed ‘Eire’, for American bomber pilots crossing the Atlantic Ocean.

Achill Island, connected to the mainland by a small bridge, boasts great 4WD tracks, pristine unpolluted waters with five Blue Flag beaches, and great wild camping sites.

If you’re into sea angling – or any type of fishing for that matter – you will not be disappointed, with the island’s waters holding a number of sea angling records. The most notable record took place in 1932, when a porbeagle shark weighing 365lb was caught with a rod and line by a man called Dr O’Donnell Browne. You can still see the head of this specimen mounted and displayed on the wall at the Achill Head Hotel in Keel.

Another highly recommended track on the island is to the top of Minaun Heights. To get there, take the main road through Dooega and you’ll reach a left turn that leads to Minaun Heights. We drove to the top of the mountain in the Land Rovers, only to get badly stuck on the summit. It’s best to stay away from the boggy surface at the top – it’s a bit like black soil combined with quicksand. We ended up being stuck for five hours before we were eventually recovered by a local in a JCB.

There are a couple of great campsites in Achill. You can camp at the base of Minaun Heights, or you can stay at the well-established Keel Sandybanks campsite located right on the beach just a couple of kilometres from Europe’s highest cliffs.

As we headed north towards County Donegal we contacted Shane Gallagher, who recently set up a website called Greenlane Donegal. This site provides plenty of information to help you plan your 4WD adventure in this remote part of the Wild Atlantic Way. Shane kindly agreed to spend a couple of days taking us to some of the county’s best 4WD tracks and hidden-away camping gems.

Donegal, located in the country’s north-west, is the last county you will hit along the Wild Atlantic Way, and it’s one of the largest in Ireland. Two thirds of the land consists of rough pasture, lake-filled valleys, windswept moorland and upland bog, making it the perfect playground for some 4×4 fun.

Our first Donegal challenge was tackling the Glenveagh National Park and the surrounding green lanes and mountain tracks. We then hit the tracks near Sheephaven Bay, before finally arriving at the Inishowen Peninsula, which is the most northerly point of mainland Ireland.

Our last camp was in Leena, a small, picturesque coastal fishing village. The fishing was apparently pretty good here, so we decided to camp on the pier and throw a line out. We had just set up camp when one of the local fishermen kindly offered us a whopper of a crab for tea. This was the perfect end to a great adventure along the Wild Atlantic Way.

This trip more than lived up to the surrounding marketing hype. Around most corners of this coastal route you will be presented with magnificent views of the west coast’s rugged shoreline. With the endless coastal vistas, diverse attractions, great pubs and ancient sites, you can easily spend more time than originally planned in any one area.

Better still, if you explore the Wild Atlantic Way in a 4WD you will be guaranteed to experience the hidden gems that don’t always get into the tourism brochures.

AUSSIES like their things extra-large. The Big Banana, northern Queenslanders’ hats, schooners versus pots; the list goes on.

It’s no surprise, then, that not everyone has warmed to the Volkswagen Amarok. In a land of big, torquey diesels, the VW ute’s 2.0-litre four-cylinder engine was something of a conversation killer around the campfire, even if its bi-turbo performance punched well above its weight. Yet that never stopped the Amarok from being the consecutive winner of the 4X4 Australia Ute Of The Year award, and it remains one of our class favourites.

That’s all about to change. From late this year the Amarok will finally get the engine that everyone bar VW wanted from the start: a powerful, torquey six-cylinder.

In a way, it’s a pyrrhic victory for everyone who’s wanted a VW-badged ute with more growl. The 165kW/550Nm 3.0-litre V6 – the most powerful engine in its class – is only here because the bi-turbo 132kW 2.0-litre version – tuned to provide either 400Nm or 420Nm, depending on the depth of your pockets – will be banned from sale in Europe come September because it won’t meet tougher Euro 6 diesel emissions standards. However, the V6 launched in 2014 does.

Buyers will have to dig a bit deeper for the V6 Amarok. A special edition, V6-engined Amarok Aventura will land here for a limited time with a price tag nudging $70,000, making it the most expensive one-tonne ute on sale.

There’s another sting, too. Because Australia has that big, dry, sandy patch in the middle, in VW’s eyes we’re a hot country and it must protect its assets. That means the V6 Amarok’s towing capacity falls from 3.5 tonnes in Euro specification to just 3.0 – the same as for the 2.0-litre engine.

Cast components on the new donk are covered in Audi, Volkswagen and Volkswagen Group stamps. It’s the engine used in everything from the Audi A4 to the A6/A7, the 197kW/580Nm Porsche Cayenne Diesel, and even the 200kW/600Nm Audi Q7.

In the Amarok it’s pretty much the same workhorse as in the more luxurious applications, but the oil pan has increased in size to hold another 1.5 litres, and its tune leans to conserving longevity over outright pace. VW says the extra oil also lowers maintenance costs, stretching service intervals out to 40,000km depending on use.

The six-cylinder engine adds 80kg over the front wheels compared with the four-pot. Bigger discs with two-pot calipers up front and, in a segment first and aimed at roping in the 195km/h top speed, discs with single-pot calipers down back replace the more traditional drums, adding further weight.

Combined with 14-way leather seats borrowed from the Passat, the top-spec Aventura will sit at the top of the Amarok range above the only other V6-engined model in the line-up, the Highline. With all the fruit on board, it weighs in at 2320kg. Doing some simple back-of-the-napkin maths on the 2.0-litre’s 3040kg GVM, it only leaves 720kg for passengers and luggage. Pack light.

The Aventura, which should sneak in under $70,000 when it arrives in November, will sit on 20-inch alloys, while the Highline will sit on 19s. An off-road circuit in an old quarry outside Munich – part of the international first drive program – used a fleet of Highlines fitted with 17-inch alloys, so it’s good to know that the more reasonable wheels will fit over the V6’s bigger brakes.

The drive track wasn’t too challenging and the VWs tackled the climbs, moguls, descents, whumps and lateral inclines easily. You get the best out of the eight-speed auto by flicking the gear shifter into manual mode and using the tiny steering wheel-mounted paddle shifters to pick and hold ratios.

Nose it onto the road and the V6 pulls well, showing little of the lag the smaller-engined Amarok displays on step-off. Smooth, quiet and refined at any revs, it growls rather than roars under load. Rolling acceleration – the main weak spot of the 2.0-litre engine – is effortless, instantaneous and only improves with a forced downshift. How about its 193km/h speed limit? Entirely possible on a German autobahn.

Back to that off-road circuit. The Amarok V6 doesn’t get a low-range transfer box – that’s left to the four-cylinder manual version – or a switchable all-wheel-drive system. A rear diff-lock operated via a console-mounted switch is on the options list, but is expected to be standard here.

What has changed significantly and for the better is VW’s hill descent control, activated by a push of the off-road button. VW says it has made continual tweaks to the system, and it is now so seamless and quiet you won’t know it’s working.

The steering, too, has improved. The Amarok feels heavy over the front wheels, and it becomes more noticeable as speeds rise and the level of variable steering assistance – VW claims this is a first for the segment – drops off.

Speaking of heaviness, VW says it has made no changes to the geometry of the Amarok’s front suspension module to account for the engine’s extra weight. Pitch in a bullbar – you’ll have to chase one of those up from a third-party supplier as VW’s conscientious objection to them still stands – and you’re looking at an extra quarter of a tonne ahead of the firewall. VW’s chassis engineering team says it still has time to work on this. Down the rear, the Aventura sits on VW’s comfort-biased 2-1 leaf springs.

Volkswagen hasn’t yet started to chase its rivals in terms of driver aids. The Amarok still doesn’t include side curtain airbags, and the only advance on the safety front is post-collision braking, meaning the ute will safely pull itself up after hitting something. It has added a trailer assist function that will use the Amarok’s brakes to prevent a freeway-speed tank-slapper.

The Amarok updates bring visual bling, too. Externally, it has cleaner lines that bring the trade ute in line with the theme spreading across other commercial vehicles in the VW line, including the T6 Transporter and Multivan. Aventura takes things a step further, adding details such as a fat-looking, tub-mounted style bar, bi-xenon headlights and smoked tail-lamps.

Fuel use is unofficially 7.6L/100km on the European cycle – VW is yet to lock numbers in – compared with a 10.2L/100km logged on billiard-smooth German roads.

In reality, the Amarok V6 feels like the car VW should have launched in 2009. Yes, it’s ahead on performance, but behind on just about any other measure of what makes a tradie ute one of the most desirable vehicles on the Australian market. Is it too little too late?

SPECS Engine: 2967cc 6cyl, DOHC, 24v, turbo-diesel Max power: 165kW @ 4000rpm Max torque: 550Nm @ 1500-2750rpm Transmission: 8-speed automatic Weight: 2320kg (est.) 0-100km/h: N/A Fuel economy: 7.6L/100km (EU, claimed) Price: $68,000 (est.) On sale: November, 2016

SMOKE AND MIRRORS

UPCOMING Euro 6 diesel emissions standards in Europe forced VW to drop 2.0-litre sales there, but in Australia it’s a very different story. We were to have introduced Euro 6 in 2019, but the federal government has since removed the deadline and left things somewhat open-ended. It allows VW to keep selling the 2.0-litre here alongside the V6.

WE’RE off to the tropics for this week’s edition of Bush Cooking with Roothy.

Mango is one of the world’s most popular stone fruits and we doubt you’d find anyone who has a bad word to say about ’em – especially Roothy.

The thing is, we’re not actually in the tropics and Roothy is using the tinned mango variety. Still counts, right?

Regardless, this kid-friendly meal is a cracker and one that’s sure to boost spirits at the campsite.

Check out Roothy’s other chicken recipes: chicken wrap, chook amigo and fire-cooked chicken with mushroom

To get the mango chook rolling, heat up some oil in a pan and then add a tablespoon of ginger.

Retrieve the diced chook from the Engel and throw the lot in, stirring regularly.

Roothy reckons his Shuttle Chef pan is ideal for cooking chicken as the base is thick and it dissipates heat evenly – if there’s one thing you don’t want to ingest, it is uncooked chook.

Add some chopped-up red capsicum (even though Roothy thinks it’s tasteless) to absorb the rich flavour of the sauce. Then drain the tinned mango (use fresh if you desire) and throw it in with a packet of “organic” sultanas.

Stir through and break up the mango pieces.

To soften the sweetness of the mango, a neat little hint is to add a dash of vinegar. You want it to be sweet, but not to an overpowering degree.

Add a tin of coconut cream and sprinkle in some salt. Stir through thoroughly and then let it bubble away on the flame for about two hours.

Tinker with the methodology and recipe until it suits your taste buds.

At the very least, it’s an effective way to keep the kids quiet!

Want more recipe ides? Browse our Bush Cooking collection for inspiration.

SOME say it’s like farting in your own air cylinder, while others suggest it’s like plumbing the sewer into your drinking water.

Then there are the ones that reckon it’s the same as re-ingesting your own vomit. Either way, none of the above sound particularly palatable, but they’re all apt metaphors for what’s going on when oily fumes are directed back into your engine.

If you haven’t cottoned on to what we’re jabbering on about, many common-rail diesel engines have a major fault: the spent gases and dirty fumes are redirected back into the engine using EGR (exhaust gas recirculation), often via inlet manifolds, turbos and intercoolers.

Yep, they pipe dirty, oily gases back into what should be kept free from oil and sludge. Theoretically, there should only be dry soot flowing through these pipes, but the oily fumes turn that soot into sludge, which in turn blocks up everything it comes in contact with.

Why? It’s all in the name of cleanliness – not for the engine, but for the environment. It seems those desk-grinders that make the emission rules have deemed it okay to bugger an engine for the sake of keeping air pollution down. Don’t get me wrong; I’m all for keeping air clean, but surely there’s a better way to achieve the results without damaging the internals of our modern, powerful, efficient and extremely expensive engines.

To counter this, the aftermarket industry has designed an extremely simple fix: the Catch Can. While other methods have been developed to filter out the dirty fumes that enter your engine’s inlets, the Flashlube Catch Can Pro offers more protection with the inclusion of pressure relief and vacuum relief valves, so as not to over-pressurise the engine, which could lead to other failures.

The Flashlube model also features free-flowing, large-diameter inlet and outlet ports of 19mm (notably the same diameter as the pipes on my engine), a replaceable filter and a rotating head to aid in fitting. It’s all compact enough to fit into the most overcrowded engine bays.

The Catch Can Pro will ensure your inlet manifold stays clean, it will prevent your intercooler and turbo from clogging up with oil and gunk, and it will also keep sensors clean to enable them to perform as designed.

For installation on my TDV8 Troopy, fitting the Catch Can Pro was a simple process of intercepting the air line going from the rocker cover to the air intake hose (which goes from the air filter to the turbo), and then installing the Catch Can in-line and mounting it next to the battery.

Once installed, the Flashlube Catch Can Pro filters the fumes via the airflow passing through the in-built replaceable filter and allows clean air to pass into the turbo, intercooler and inlet manifold. The clean air then travels into the engine, which satisfies all emission regulations, as opposed to EGR.

The kit comes complete with a drain hose and tap, which I’ve installed directly below the Catch Can Pro on the chassis rail. This allows easy drainage of the captured oil into a container, for proper disposal. This can be done at regular service intervals and should only take a minute or two. Another advantage of capturing waste oil is that if you find an abnormal amount of oil in the can, something might be amiss with your engine.

The Flashlube Catch Can Pro keeps engine internals clean and free-flowing, which improves overall performance. Keeping that gunk out of where it should never have been in the first place can only be a good thing for your engine!

RATED Available from: www.flashlube.com RRP: $280 We say: Should be fitted to every EGR diesel.

CROCODILES are back in the news again. Just a few weeks ago a woman at Thornton Beach in the Daintree National Park went missing, presumed killed by a croc. Locals reported seeing a five-metre animal in the vicinity.

Now we could go on about the stupidity of people who choose to swim at night in waist-deep water where crocodile warning signs are prominent, but the reality is: as Australia’s human population expands and more tourists from here or abroad travel to croc country, fatalities are bound to increase. Add the ever-increasing population of crocs and it’s a recipe for inevitable disaster.

This incident follows an attack back in April this year of a Northern Territorian who was taken from the back of his boat.

Last year when the NT government said it was edging closer to allowing trophy hunting of crocs there was public outcry. I’m buggered if I can see why.

The NT government and some federal coalition members have wanted to see the ban on trophy hunting lifted so that Aboriginal communities can be given the choice to use 20 of the already available 600 culling permits for recreational hunting of big crocs.

By all accounts, tourists and hunters can join safaris in the NT that catch and kill crocodiles, but they cannot kill the animals themselves. I don’t see much difference, as the croc ends up dead anyway. If a hunter is allowed to hunt and take a trophy, a problem animal is exterminated and the tour operator, hunting guide and Aboriginal community make some money. It’s a win-win situation.

Indigenous Affairs Minister Nigel Scullion was reported as saying at the time that “there’s no difference [between] crocodiles and flathead except for size and teeth”, and I agree with that.

The NT makes a lot of money and there’s a lot of employment in the tourist fishing industry. The croc-hunting scene could be just as successful and, while much smaller in numbers, could generate much-needed income and create employment opportunities in remote Aboriginal communities.

I can already hear people going on about how barbaric trophy hunting is. I’m sure the RSPCA and the Greens would be against it, but most of us eat meat, wear leather shoes and sit on leather seats – some of us even eat crocodile (tastes like chicken, I hear). So if someone wants to kill a croc and earn a buck, let’s go for it.

Here in WA (I’m sitting on Cable Beach at Broome as I write this) a croc was spotted just off the popular swimming beach. The beach was closed to swimmers and a search found the croc swimming north. Then, just last week in Wyndham, a croc nearly four metres in length, which had a tendency to plop onto a small boat’s stern and scare the crap out of the folk inside the tinnie, was captured and brought down to the Broome croc farm. Of course, only a limited amount of crocs can be transplanted like that – shifting them around in the wild has done little to minimise human-croc interaction.

In Queensland, where the last crocodile attack occurred, the government is still sitting on its hands, not wanting (or unable) to do anything about the continual problem of crocs. At the same time, the biggest shark cull in the world (in some people’s estimates) continues in Queensland off the most popular beaches. Bit of a double standard, in my eyes.

Anyway, an old croc shooter in the NT reckons he tells everyone these days the only safe place to swim is in the shower.

Good advice that, given the current situation in the NT, WA and Qld.

HERE at 4X4 Australia we’ve been asking our readers to send in pics and details of their off-road workhorses.

This week we got sent some crackers, including a killer Defender, a sweet-looking Wrangler and a heavily modified Amarok – among heaps of other cool rigs.

Other user-submitted rides can be found here: Part 1, Part 2, Part 3 and Part 4.

What are you waiting for! Get your smartphone out and take some snaps of your pride and joy. You never know, it might even wind up published in the mag one day and, if we really like it, perhaps you’ll even see it on the cover of 4X4 Australia!

01: 2013 LAND ROVER DEFENDER 90 LIMITED EDITION – DAMIAN LUCEV

WHAT IT’S GOT: I bought it brand new. Mods include: Rovacraft bullbar, Runva 11XP winch with cabin winch isolation and winch control; OME 2in lift springs and shockers; steering bash plate; JW Speaker LED headlights, 48 and 17in LED bars up front; two 8in rear LED work lights; Safari snorkel; Uniden UHF and antenna; Mulgo rock sliders; heavy duty steering arm; Tradesman roof rack with hi-lift jack holder; in-cabin ARB twin compressor; Redarc dual-battery system; rear fridge points; rear recovery points; BF Goodrich 285/75/16 muddies; and an Alpine sat-nav system and upgraded stereo.

Future plans include front and rear Ashcroft lockers, an ECU tune to 170hp and a bigger intercooler.

I have done a couple trips to the Vic High Country (Licola to Dargo) with my girlfriend. Tracks included Dingo Hill, Caledonia River, Butcher Country and Butcher Country Link, Wonnangatta Valley, Bulltown Spur, Crooked River, Billy Goat Bluff, and Blue Rag Range.

02: 2016 JEEP JK WRANGLER RUBICON – BRENDAN MULHERAN

WHAT IT’S GOT: This Rubicon was the first in the country with a 1/1/2016 compliance plate, which is cool. It went straight from the dealer to On Track 4X4 at Slacks Creek for a 4.5in lift and 35in Trail Hogs on 17x9in Tuffs wheels.

Front and rear bars are Poison Spyder from the USA. It has a Tom Wood’s front-drive shaft and Evo body armour.

Best place I’ve gone so far has to be The Springs 4×4 Park out past Warwick, where I went up Beer O Clock Hill over the Easter long weekend.

03: 2000 TOYOTA PRADO 90 SERIES – AARON BOURNE

WHAT IT’S GOT: I’ve had it just on a year and got it stock standard. I’ve just replaced everything on the front end. It’s also got a 2in Lovells lift kit and a UHF radio. Future mods include a light bar, roof cage and I’m going to put on 33s and a diff drop kit.

It’s coming up to 300,000km and running like new. I’ve done most tracks on Yarrahapinni Mountain and just completed a 90km trip over the New England hills from Bellingen to Missabotti, where it topped out at 840m in height. She led a group of 16 cars over five hours of tracks up Yarrahapinni and surprised most with how capable it is. And, of course, it needs the main mod: stickers!

04: 2012 NISSAN XTRAIL ST – JONATHON MANTON

WHAT IT’S GOT: A 2.5-litre petrol engine with manual transmission. Mods include: Bushranger Night Hawk LED lights; 2.5×2.5m awning with enclosure tent and safety flag; Oricom UHF300 in-car radio and UHF2190 handheld unit; ECB Big Tube bar with LED indicator/side lights, including built-in fog lights; full underbody protection plates; King rear springs and Pedders front springs providing 40mm lift; 16in King steel rims; 235/70 16 Bridgestone Duelers D697 in LT construction; Rhino-Rack Aero roof bars; Hayman Reese towbar; and two 7in LED light bars replacing the standard reverse lights. Other accessories include a Bushranger Black Max compressor and a set of MaxTrax.

I’ve owned the car for nearly four years and have covered almost 100,000km. Some of the best places I’ve taken it include Steep Point, Exmouth, Esperance and the Great Australian Bight. I’ve also travelled from Fremantle through the centre of Australia and finished in Byron Bay.

05: 2012 VW AMAROK HIGHLINE – STEPHEN MEDWELL

WHAT IT’S GOT: It’s got a heap of gear: leather trim; Pegasus 2010 canopy; Safari snorkel; Xrox bullbar; Lightforce 210 and 140 HIDs; 16x7in Evo Corse Dakar rims; 265/75/R16 Cooper ST Maxx tyres; SubaXtreme underbody armour; Bilstein struts/shocks; Dobinsons coils and seven leaf springs with 30mm blocks; Runva 11XP 11,000lb winch; EZDown hydraulic tailgate strut; Bud’s Customs rock sliders; Black Widow dual-drawer system; Black Widow easy-slide fridge slider; ARB 47-litre fridge; Engel fridge temp monitor; MSA 4×4 fridge barrier; Traxide triple-battery management system; Redarc dual-battery monitoring gauge; Icom 440N UHF; ZCG ZN3-77-11B aerial; Brown Davis 135-litre long-range tank and dust-seal kit; Rhino-Rack Pioneer tray; Hi-Lift jack and shovel holder; Foxwing awning; Korr LED lighting; gas bottle holder; Crispmods stage one ECU tune; Kaymar rear bar (spare wheel and jerry can holders); and diff breathers.

I’ve owned it from new and have just returned from the Big Red Bash travelling in the Unsealed 4×4 convoy (25 Amaroks). Vic High Country, Beachport/Robe and Border Track are a few of my favourite areas.

06: 2014 HOLDEN COLORADO RG – COLORADO ROBB

WHAT IT’S GOT: 2in OME lift with 300kg constant rear; Trek Tech fabricated front bar, side steps, rear bar and underbody plate­­s; ARB under-bonnet compressor; dual-battery in the rear; 285/70/17in Mickey Thompson Baja muddies; front free-wheeling hubs; and a rear e-locker.

I’ve been to the Vic High Country, Victorian Pyrenees, Anne Beadell Highway to Kalgoorlie, and Skytrek in the Flinders Ranges. I’m going to Tassie in November for a month. I’m very pleased with my Colorado.

07: NISSAN NP300 RX NAVARA – STEVEN GRAY

WHAT IT’S GOT: I bought it in December last year. It’s an RX that’s been lifted two inches and runs on Federal Couragia 265/75 R16 muddies with black Sunraysia rims. It has a TJM snorkel, rear bar and canopy, a Rhino-Rack Pioneer tradie, and there are plenty more mods on the way. I’ve only done local tracks at the moment, but I’m heading to the CREB track next month and to the Tip next year.

08: JEEP GRAND CHEROKEE – DAVID VO

WHAT IT’S GOT: 33in tyres, 4in BDS lift, 2.7-litre diesel engine and a VariLok F&R.

LAST week 4X4 Australia magazine announced it will be supporting the 2016 Outback Challenge.

We will be joined by other premium off-road brands including Narva, ARB, Warn, Harrop, Redarc and Road Runner Offroad.

Since the announcement we’ve dusted off last year’s DVD to take a look at the running of the 2015 event.

It’s been a few years since we’ve been to Broken Hill for the Outback Challenge, but this DVD brought back all of those fond memories. All the action, the sounds, the dust, the amazing outback landscapes, the mud and the flies. We can’t wait to get out there again this September!

You can get your hands on the Outback Challenge DVD by visiting the event store at: outbackchallenge.com.au.

They have the events of the last two years (since the OBC was re-invented) covered. They also have DVDs of all the early years of the event, spanning back more than 10 years – the event began in 1999. There are plenty of great memories, astounding action and stunning scenery in there. The Outback Challenge is a brutal race that tests the endurance and reliability of an off-road rig.

The 2016 event will run from September 26-30 in Broken Hill. Get on it!