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LOADED4X4
T H E C U L T O F O F F R O A D
XCLASS
No, it’s not bloody AWD
but it is bloody good!
THE GVM ARTICLE THREE CUSTOM 4X4s NAVARA REVIEWED 3 CUSTOM 4X4s
ISSUE 002
SWITCH OFF
WHILE EVERYTHING ELSE
STAYS ON
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THE KICK OFF
Blowing hot air...
We remain humbled by the flood of kind words from
countless strangers (and friends) and the incredible level of
interest that issue 001 of this magazine generated. It surpassed
even our wildest expectations. We’ve clearly hit a nerve or two in
the 4WD media world, but we expected that. The time for change
is here, and we’re the tip of the spear.
Issue 002 of the only 4WD magazine that you can trust is
packing some serious content. Brendan’s GVM article isn’t the
first on the subject, but it’s without question the best and the
most accurate. If you tow or load your 4X4 to the gunwales, this
article is a must-read.
We’ve reviewed three versions of the Navara. The recently
updated Navara, a TJM Navara and the Mercedes-Benz X-Class.
Okay, to be fair, that’s two Navara’s and a nicely sorted Mercedes-
Benz that shares a basic chassis and drivetrain with the Navara.
The X-Class is next level, and that’s the truth.
Rick our ‘oil guy’ is back, there’s a bunch of opinion pieces
that you may or may not agree with, some Isuzu 4X4s in the
High Country and a guide to the Kalumburu area as well. We’ve
borrowed ‘12-volt Vince’ from Battery World, and he’ll be powering
up each issue with some really interesting 12-volt tech info.
Our three featured 4X4s this issue include the best riding 4X4
we’ve ever experienced, the smallest 4X4 you can currently buy
and one of the largest 4X4s getting around.
We also welcome seasoned writer, adventurer and 4WDer
Ray Cully to the fold. Ray’s got a bit to say about Outback WA and
his incurable vehicular obsession; he’ll be joining us on a regular
basis in future issues.
In other news, we’ve decided to go bi-monthly, and that
means issue 003 will be out at the end of June!
As was the case when we hit the button to launch the first
issue, the success of this magazine is in your hands. If you like
what we’re doing here, then please consider subscribing. If you
want to give us a piece of your mind, point us towards a 4X4 we
should feature or just want to say g’day, then please click here to
get in touch.
We hope you enjoy this issue!
CONTENTS
News and products
New 4X4 sales: First quarter 2018
Isuzu D-MAX/MU-X: MY18 upgrades
Ranger Raptor: Big truck small donk
X-Class: On sale now
The good gear: stuff you need to know about
Special features
Gross Vehicle Mass (GVM): The definitive article
Volts with Vince: An introduction to batteries
Rick the oil guy: Oil and grease basics
WA Outback: The need for change
Reviews
Mercedes-Benz X-Class Power
Loaded 4X4s
006 Chev Silverado custom: Bill’s big bastard
007 Toyota FJ custom: Smooth brew
008 Supercharged Jimny: Zook speed
Columns
Steane Klose: 4WD of the year awards are rubbish
David Wilson: The great towing lie
Ray Cully: Who is Ray Cully?
Nick Kotter: Mall Crawlers
Remote access
High Country: With Isuzu’s I-Venture Club
Kalumburu: A guide to the Kalumburu area
Updated Nissan Navara ST
TJM Nissan Navara ST-X
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NEWS: 4X4 SALES
SHOWDOWN!
Australian 4X4 sales in 2018
Ford’s Ranger was the biggest selling 4X4 in Australia in
2017. Remarkably, sales of the Ranger in the first quarter of this
year (9,457 sales) are up almost 20 percent on its first quarter
2017 result (8,022 sales). And while that is a bloody impressive
increase, the HiLux has done better. Sales of the HiLux 4X4
(9,361 sales) in the first quarter of this year, trail the Ranger by a
paltry 96 units but represent a heroic 25.5 percent increase over
the HiLux’s first quarter result in 2017 (7,459 units). Toyota has
three new HiLux variants about to launch – Rugged, Rugged X
and Rogue – so don’t be thinking that the Ranger has this year
VS
done and dusted just yet. Or has it? The radical Raptor version
of the Ranger is expected to go on sale in the fourth quarter and
with pricing starting at $74,990, it’s hard to imagine that it won’t
fly out of Ford dealerships, literally.
Mitsubishi’s Triton (5,735 sales) and Nissan’s Navara (4,043
sales) have both jumped out of the blocks in 2018 and posted
substantial sales increases when compared to their 2017 first
quarter results. The Triton’s popularity will have a lot to do with
discounting and the Navara, now that its rear end is fixed, may
just be turning the corner for Nissan. Have a read of David’s
Navara review in this issue for the latest on what he thinks is the
best riding dual-cab 4X4 ute on the market, at least prior to the
launch of the Mercedes-Benz X-Class.
Both Isuzu models, the D-MAX ute (2,762 sales) and the MU-X
wagon (1,976 sales) deserve a mention as the two-model brand
continues to punch above its weight. Both models are well up
LOADED4X4.COM.AU
NEWS: 4X4 SALES
Top 10 best selling 4X4 utes first quarter 2018
ALL NEW
Position MAKE/MODEL YEAR TO DATE 2018 YEAR TO DATE 2017
1 Ford Ranger 4X4 9,457 8,022
2 Toyota HiLux 4X4 9,361 7,459
3 Mitsubishi Triton 4X4 5,735 5,075
4 Nissan Navara 4X4 4,043 3,142
5 Holden Colorado 4X4 3,459 4,102
6 Isuzu D-MAX 4X4 2,762 2,221
7 Mazda BT-50 4X4 2,175 2,312
8 Toyota LandCruiser PU/CC 2,157 1,806
9 VW Amarok 4X4 1,842 2,024
10 LDV T60 4X4 528 0
on their 2017 first-quarter sales performance, and the MU-X is
leading the ute-based wagon sales race, well clear of the Ford
Everest (1,400 sales), the Mitsubishi Pajero Sport (1,947 sales)
and the Toyota Fortuner (790 sales). Toyota’s Fortuner price
tweaking – they lopped $5,000 or so off the pricing last year –
seems to be working to a degree as the Fortuner is ahead of
its 2017 first quarter result by 318 sales. I’m willing to bet that
Toyota shoppers looking for a 4X4 wagon are passing over the
Fortuner for the Prado.
The biggest losers? Well, the top gong for that award goes to
the Holden Colorado. Colorado (3,459 sales) is down 643 sales
on the same period in 2017, and for the first time in quite a while,
it’s been outsold by the Navara. The Trailblazer (632 sales) ute
based version of the Colorado is also having a lack-lustre start to
2018, down 123 sales. Land Rover either has a supply problem,
or the Kardashians have stopped snapchatting their whips. First
quarter sales of the Discovery Sport (865 sales) are down 602
sales compared to the same period in 2017, and the Range Rover
Sport (692 sales) is down 343 sales.
BUILT RUGGED
FOR ANY TERRAIN.
LEARN MORE OR FIND YOUR NEAREST
DEALER AT TOYOTIRES.COM.AU
WE ARE TOYO. ALL OR NOTHING.
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Top 20 best selling 4X4s first quarter 2018
Position MAKE/MODEL YEAR TO DATE 2018 YEAR TO DATE 2017
1 Ford Ranger 4X4 9,457 8,022
2 Toyota HiLux 4X4 9,361 7,459
3 Mitsubishi Triton 4X4 5,735 5,075
4 Toyota Prado 4,169 3,766
5 Nissan Navara 4X4 4,043 3,142
6 Holden Colorado 4X4 3,459 4,102
7 Toyota LandCruiser wagon 3,288 2,851
8 Isuzu D-MAX 4X4 2,762 2,221
9 Mazda BT-50 4X4 2,175 2,312
10 Toyota LandCruiser PU/CC 2,157 1,806
11 Isuzu UTE MU-X* 1,976 1,537
12 Mitsubishi Pajero Sport 1,947 2,158
13 Volkswagen Amarok 1,842 2,024
14 Ford Everest* 1,400 888
15 Jeep Grand Cherokee 999 1,129
16 Mitsubishi Pajero 882 1,212
17 Land Rover Disco Sport 865 1,467
18 Toyota Fortuner 790 472
19 Land Rover RR Sport 692 1,035
20 Holden Trailblazer 632 755
Jeep sales continue to languish in the doldrums, but we’re
hopeful that this year will be a better one for the iconic off-road
brand, as their new ‘There and Back’ warranty and fresh product
reinvigorates buyers.
There have been 61,344 new 4X4s sold in the first three
months of this year, and that’s up 6,000 sales on 2017. It seems
our love affair with the 4X4 is only growing stronger.
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D-MAX
&MU-X
MY18 upgrades
More comfort
More equipment
More kms between services
Isuzu Ute Australia (IUA)
launched its revised MY18 lineup
in April with some useful
upgrades across its two model -
D-MAX and MU-X – vehicle range.
A new top-spec LS-T
variant of the D-MAX has been
introduced and is available with
either 4X4 or 4X2 drivetrains.
The LS-T adds 18” alloy wheels,
sat nav and roof rails along with
push-button start and keyless
entry. A leather accented interior
is standard. The soft-touch dash
and interior upgrades introduced
with the MY17 MU-X now carry
over to the LS crew cab D-MAX
range, and that means padded
door armrests and a padded
centre console lid/armrest;
a simple upgrade that will be
welcomed by the ute driving sore
elbow brigade.
D-MAX is also the recipient
of a rear suspension upgrade,
with Isuzu replacing the old
five-leaf rear spring packs with
a three-leaf pack, said to be
manufactured from higher quality
materials. IUA claim that there
has been no decrease in towing
ability, one of the D-MAX’s known
strong points, and a noticeable
increase in driveability and ride
comfort. We’ve driven the MY17
and MY18 D-MAX back-to-back,
across a variety of terrains, and
there is an immediately obvious
improvement in rear suspension
compliance and ride quality.
We also suspect that the more
compliant spring will aid traction
off-road, and we’ll be putting that
to the test around our Barossa
LOADED4X4.COM.AU
NEWS: ISUZU MY18 UPDATES
MY18 D-MAX and MU-X have
been extended from 10,000kms
to 15,000kms, that together with
the MY18 Isuzu capped priced
servicing plan limits servicing
costs for the first five years or
75,000kms to $2,090.
Three new colours have been
introduced to the MY18 D-MAX
Valley test track in time to report
the findings in issue 003.
For those of you thinking that
the move to a three-leaf spring
will have the D-MAX resting on
its haunches when the Jayco is
hooked up, fear not. Isuzu gave
the press a chance to sample the
load carrying and towing ability
of the MY18 D-MAX at the recent
launch event, and the D-MAX
remains just as capable in this
regard as it ever was. Neither
600kg of ballast in the tub of one
D-MAX or 1,700kg of Bar Crusher
boat hooked up to another,
seemed to bother their stance.
Offering further assistance and
a higher level of safety to those
that tow, is the across the board
fitment of Trailer Sway Control
to the entire MY18 D-MAX and
MU-X range. All MY18 D-MAX
ute models now feature a rear
bumper and reversing camera.
In addition to the suspension
tweaks, Isuzu’s engineers have
managed to sign off on an
additional 100kg of payload
carrying capacity across the crew
cab ute range, with the GVM of
4X2 models increasing to 2,950kg
and 4X4 models to 3,050kg.
Service intervals for both the
range, including Magnetic Red
Mica, Cobalt Blue Mica and
Graphite Grey Metallic. The MY18
MU-X is also available in the new
Magnetic Red Mica.
The launch of Isuzu’s MY18
range in April took place at the
Mt Cotton driver training centre
in Brisbane, where Isuzu bravely
let journos – who talk faster
than they can drive – punt Team
Top: New three-leaf rear spring
offers up a smoother ride both
on and off-road. We’ll be doing
some more thorough off-road
testing and reporting back in
June. Left and below: Interior of
new top-spec LST D-MAX. Note
the soft touch interior features,
that are now found in all LS
crew-cab models.
LOADED4X4.COM.AU
NEW
2018
range
OU T NO W!
RENEGADE
black machine face and
satin black all over
4WD & SUV
D-MAX cars around motorkhana
and drift courses. Team D-MAX’s
professional drivers ran the
bitumen based drive sections of
the launch. You’ve probably seen
them at 4WD shows and events
they attend around the country,
drifting, jumping cars, driving on
two wheels and performing a
whole bunch of precision driving
miracles. One of the owners of
the team - which runs D-MAXs
exclusively - was asked how
often they have to replace the
cars and the answer sums up
the enduring appeal of the Isuzu
product. The D-MAXs are only
replaced when a significant
model upgrade is released and
its normal for them to be ‘on tour’
with Team D-MAX for three years
at a time, after which they are
sold off in perfect working order
because nothing ever breaks.
Not gearboxes, clutches, wheel
bearings or engines. Nothing.
And that’s remarkable given the
regular spanking that these utes
are being given.
View the 2018 CSA
WHEEL CATALOGUE
Find your nearest
DEALER
Visit us online at
CSADIRECT.COM.AU
RAPTOR RANT
LOADED 4X4 FAKE NEWS: RAPTORNOT?
The Ranger Raptor is big news, quite possibly the biggest
news this year. You’ve all seen it by now, so we won’t pretend that
it’s just out and our scoop, instead we’ll take a quick and maybe
slightly tongue-in-cheek look at Ford Australia’s soon to be new
hero car. We’ll leave you to work out what’s what.
So far this year, our hugest Faceplant post was the Ranger
Raptor reveal. In true Loaded 4X4 fashion, we slapped it up on
Facebook two days late - cos there is real shyte in life to be
getting on with - but that Ranger Raptor post thumbed its nose
at us, laughed and went a bit mental. And the overwhelming
response from the digital peanut gallery was? “What were they
thinking with that little engine?” Good question eh?
Aussies like big engines in their mid-sized 4X4s. That’s why
Ranger 4X4s outsold EVERY other 4X4 last year. It’s why the
2.0-litre Amarok has failed to launch, and I’d be willing to bet it’s
part of the reason behind the 2.3-litre Navara’s recent fall from
grace. So why did Ford choose 2.0-litres of EcoBlue Transit van
metal to base the Raptor’s heart on? It could have boosted the
current five-cylinder 3.2-litre (although it is a development of a Land
Rover engine...) or even better, jammed in the F150 Raptor’s 3.5-litre
turbocharged Ecoboost petrol V6 and stolen the show with 335kW
and 690Nm of “oorah!” But no, the van engine was rolled out,
spruced up and bunged in; job done.
We don’t really know what the good folk at Ford were thinking,
but it seems to us that the Aussie obsession with cubic inches is
being ignored yet again. Maybe they just think Aussies are crap
drivers? More likely we are getting a Thai market hand-me-down
and North America will get the car we really want.
Whatever the case, it’s time to get used to smaller capacity
engines. They’re here to stay and if I swap my smarmy smartarse
hat for a serious one, for just a mo, I’d happily own a half-pint
Raptor with a moderately powerful little donk and a ten-speed auto,
but only if the full fat Ecoboost powered big daddy F150 Raptor
wasn’t available; and guess what, for us Aussies, it’s not. Check out
the next page to see what I’m banging on about here and go get
yourself a green card.
What’s the diff?
Hmmm...quite a bit actually.
LOADED 4X4 FAKE NEWS: RAPTORNOT?
Powered by
Powered by
Ranger Raptor
Available: In Australia later this year
Price: From AUD 74,990
Features:
• 2.0-litre Bi-Turbo diesel 157kW/500Nm; based on Ford’s EcoBlue
diesel range as found in the Transit van
• 10-speed auto
• Fox Racing Shox shock absorbers
• Watt’s linkage rear suspension with coilovers
• Modified chassis: increased strength and torsional rigidity
• 2WD with part-time 4WD drivetrain
• Terrain Management system
• Wide body styling
• Steel body
F150 Raptor
Available: In North America right now
Price: From USD 49,250 (AUD 64,531)
Features:
• 3.5-litre Ecoboost turbo petrol V6 producing 335kW/690Nm: based
on the 3.5-litre Ecoboost engine that powers the Ford GT.
• 10-speed auto
• Fox Racing Shox shock absorbers
• Leaf sprung rear suspension
• Modified chassis: increased strength and torsional rigidity
• AWD/4WD drivetrain
• Terrain Management system
• Wide body styling
• Aluminium body
NEWS: X-CLASS
XARRIVES
CLASS
Mercedes-Benz launched
its dual-cab X-Class ute range
in Australia this month, with its
sights – as you’d expect – firmly
set on creating a prestige niche
in the red-hot dual-cab 4X4 ute
segment. Priced from $45,540,
the X-Class is available in 13
model variants, which include
three model grades, two fourcylinder
diesel engines, styleside
or cab-chassis tray options and
a choice of manual or automatic
transmissions. We all know
that the X-Class is based on
the current Navara and uses
the Navara’s drivetrain, which
means a choice of a singleturbo
2.3-litre diesel in the X
220d or a twin-turbo version
of the same engine in the X
250d, with 120kW/403Nm and
140kW/450Nm respectively.
For those wanting a more
complete Mercedes-Benz
experience, the X 350d Mercedes-
Benz powered V6 version of the
X-Class with 190kW/550Nm, is
due later this year and it will be
the only V6 powered dual-cab ute
available in Australia with a lowrange
transfer case.
All X-Class variants include
seven airbags as standard, plus
autonomous emergency braking
(AEB), lane-keep assist, active
brake assist and tyre-pressure
monitoring. The X-Class is the
first of the dual-cab utes to
achieve a five-star ANCAP rating
under the new testing procedures,
which make autonomous
emergency braking mandatory for
a five-star rating.
There are three model grades
in the X-Class line-up; the entrylevel
Pure, mid-level Progressive
and the top-spec Power. The
LOADED4X4.COM.AU
ANCAP safety rating video for X-Class
$45,450 entry-level pricing buys
you the X220d, a rear-wheel-drive
only, 2.3-litre 120kW/403Nm
single turbo-diesel dual-cab cabchassis
ute that is only available
with a manual transmission.
The X 220d Pure comes with
17-inch steel wheels, a moulded
black front bumper, electric
rear view mirrors, and tie-down
points in the tray. Seats are cloth
trimmed, and the floor covering is
vinyl. Standard kit includes a 7.0-
inch colour display, a reversing
camera, air-conditioning, tyre
pressure monitoring, and lanekeep
assist. A $1300 Plus Pack
adds rear parking sensors and
external tub tie downs.
The X 250d Pure is the next
rung up the base model ladder.
Pricing starts at $51,450 (in
cab-chassis form) with the
higher price buying a twin-turbo
140kW and 450Nm version of
the 2.3-litre diesel and selectable
all-wheel drive as standard.
If you want the styleside ute,
the price rises to $52,400, and
opting for the 7-speed automatic
transmission – as most people
will – adds a further $2900.
The mid-spec X250d
Progressive starts at $53,950
as a cab chassis and $54,900
as a styleside, with the same
$2,900 premium for the auto. The
Progressive comes with colour-
coded bumpers, 17-inch alloy
wheels, heated exterior mirrors,
an insulated windscreen and
rain-sensing wipers. The floor is
carpeted, there’s a sat-nav system,
an improved eight-speaker stereo,
leather-trimmed steering wheel,
gear shifter and handbrake and
footwell lighting.
There are two option packages
available; a $1,750 Comfort Pack
that adds electric front seats, dualzone
climate control, man-made
leather seats and a storage net in
the passenger footwell. A $3,750
Style Pack adds LED headlamps
and brake lights, an electricallyoperated
rear window, tinted rear
windows, running boards, roof
rack and 18-inch alloys.
The top-shelf X250d Power is
only available with the styleside
ute back. The manual version is
priced from $61,600, and the auto
from $64,500.
Added extras include some
chrome on the front bumper,
a chrome rear bumper, LED
lighting and 18-inch alloy wheels.
Electrically-adjustable front
seats, keyless entry and start,
the Mercedes-Benz COMAND
infotainment system are also
standard fitment.
Click here to check out our
X-Class Power review.
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The GOOD GEAR
STUFF YOU NEED TO KNOW ABOUT
PRODUCT SHOWCASE
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ISSUE 003 IS
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SPECIAL FEATURE: GVM
GVM
The definitive article
By Brendan O’Keefe
Has your 4X4 got a weight problem? Find out how much weight is too much, and which aftermarket
providers can beef up the sussy, so that you can keep packing the kitchen sink.
LOADED4X4.COM.AU
SPECIAL FEATURE: GVM
The table
The Ranger
2018 RANGER WILDTRACK DC 3.2 FACTORY SPECS
GCM GVM Kerb weight Payload
6,000kg 3,200kg 2,250kg 950kg
APPROXIMATE WEIGHT OF COMMON ACCESSORIES
Accessory type
Weight
Bullbar, winch and driving lights
100kg
Steel side steps
40kg
Canopy
70kg
Rear drawers
50kg
Fridge and fridge slide
80kg
Rear bar/step/towbar
40kg
Total
525kg
Remaining available payload
425kg
GVM is the three-letter acronym striking fear into fleet
operators, four-wheel drivers and caravanners alike. While there
has been a lot of talk about vehicle capacities, there is still
a lot of confusion over what the Gross Vehicle Mass (GVM)
means and how it affects vehicle owners. The GVM is simply
the maximum amount your vehicle can legally weigh when fully
loaded. This capacity is set by the vehicle manufacturer and
includes everything on and in the vehicle like fuel, passengers,
luggage, accessories and even the trailer ball weight. The
problem facing many vehicle owners is the fact that factory
payloads are too low for the intended purposes of the vehicle.
Modifications like bullbars, winches, service bodies, long range
fuel tanks and drawer systems add a lot of weight to the vehicle
and cut into the precious payload. Whether you use the vehicle
for working or touring, it’s surprising how quickly the weight adds
up to, and often exceeds, the manufacture’s GVM.
To help explain the issues and solutions, we are going to be
using the 2018 Ford PX Ranger WILDTRAK 3.2 as the example
vehicle. We aren’t picking on the Ranger, all of these utes are
much of a muchness when it comes to the subject of this article.
The Ranger’s factory weight specifications are shown in the
above table, along with an example modification list summarising
average weights of common accessories. We’ll call it ‘the table’
and we’ll reference it from time to time in this article.
LOADED4X4.COM.AU
SPECIAL FEATURE: GVM
LC79s following a GVM upgrade prior to first registration.
Four different Toyotas fitted with GVM
upgrades by The Ultimate Suspension
As ‘the table’ shows, a stock
Ranger, fitted with the usual
accessories, has a remaining
available payload of just 425kg
for occupants, additional loads
and trailer ball weight. Under
the National Code Of Practice
(NCOP), there should always be
an allowance for 68kg per adult
seating position and 13.6kg of
luggage per seat regardless
of whether you are using them
or not. For the Ford Ranger
Wildtrak, an additional 408kg
of the payload is instantly used
up due to the seating capacity.
This means there is only 17kg of
useable payload left for additional
luggage, accessories or a trailer
ball weight if applicable. You can
click here to view the relevant
NCOP section.
Exceeding the GVM is not only
potentially dangerous but also
illegal. If the vehicle is involved
in an incident while loaded over
the GVM, you will be charged and
may be in breach of conditions
set by fleet, finance and insurance
providers, work cover and
manufacturer’s warranty.
The solution to legally carry
more weight is a certified GVM
upgrade. This is an aftermarket
suspension system which has
been tested and approved
to increase the load carrying
capacity of the vehicle safely. The
correct GVM upgrade will provide
peace of mind, compliance and
improved handling and stability.
To help point you in the right
direction, this article will focus
on what type of upgrades are
available, where you can get
them done and how you go about
organising one.
GVM upgrades are split into
two different categories: Federal
and State Compliance.
Federal compliance
Federal compliance upgrades
must be fitted to vehicles before
they are registered. These
upgrades have been tested and
approved by the Vehicle Safety
Standards (VSS) branch of the
Federal Department of Transport
and Regional Development
(DTRD). Under the terms of this
approval, vehicles fitted with the
Federal Compliance upgrades
are legally recognised as having
undergone a second stage of
manufacture (SSM) rather than
an aftermarket modification. An
additional compliance plate is
fitted to the vehicle stating the
revised GVM. A replacement
axle ratings sticker will also be
fitted where applicable. The new
vehicle can now be registered
and legally operated up to the
new gross vehicle mass in all
states of Australia.
Federal compliance GVM upgrades
must be fitted prior to registration.
The process is recognised as a
second stage of manufacture (SSM).
LOADED4X4.COM.AU
SPECIAL FEATURE: GVM
to another state, or sometimes if the registration expires in
the original state. While there is a bit more involved with state
compliance upgrades, there are some benefits for consumers.
Benefits of state compliance upgrades
Applicable to a wider range of vehicles: A wider range of
vehicles can be engineered for a GVM increase. Depending on
the engineer, most vehicles can have their GVM increased to the
combined total front and rear axle capacity. This is often lower
than what is achieved in a Federal Compliance upgrade, but it still
makes a big difference and helps owners who have vehicles not
covered by Federal Compliance kits.
State compliance
Vehicles that have
already been registered can
still have GVM upgrades
fitted. In these cases, the
upgrade is considered to be
a modification and must be
independently tested and
Mitsubishi Pajero Sport engineered
under NSW state compliance for a
3” Ultimate Suspension/Karrman
4x4 lift kit and GVM upgrade to
2,850kg (Up 140kg from the factory
GVM of 2,710kg)
approved under the registered state’s compliance system. This
means the vehicle will need to be engineered by an approved
signatory once the kit is fitted. The requirements for engineering
differ between states. Please contact your State’s Transport
Authority for a list of certified engineers and clarification on what
is required to perform a GVM upgrade.
The term ‘state compliance’ causes a lot of confusion. To
make it clear, state compliance means the vehicle was engineered
under a specific state’s compliance scheme. The approval still
covers the vehicle while driving in any state or territory in Australia,
as long as the registration is still current in the original state.
The only issue that arises from state compliance is the need
to re-engineer the vehicle if the registration is being transferred
Toyota Landcruiser 200 Series fitted with a Driveline
Services DURASHOCK SMART GVM Upgrade to 3,800kg
LOADED4X4.COM.AU
SPECIAL FEATURE: GVM
Loading up 4X4 utes is as Aussie as cheating at cricket. We buy
them because we want to take everything away with us, including
the proverbial ‘kitchen sink’. What’s that behind the spare?
Other mods can be certified at the same time: A lot of
vehicle owners don’t realise that common modifications like
performance upgrades, long-range fuel tanks or the removal of
rear seats for permanent drawer systems require engineering
in most states. All of these modifications can be included on a
single engineering compliance certificate. You just need to make
sure that all of your modifications are within the letter of the
law. It is not uncommon for a vehicle to fail or delay engineering
approval because other parts do not comply with regulations
(e.g. oversized tyres or missing/incorrect size mud-flaps).
Correctly tuned suspension: As the vehicle is already registered,
the suspension can be tuned to suit the exact weight and
application, but a word of warning on this assumption. Some
states’ mod codes require the exact components to be fitted per
the SSM approval and that might require the use of specific kits
with pre-determined part numbers. This can result in a suspension
package that is miss-matched for your specific vehicle. For
example, if you require a GVM for a heavy service body, but are not
fitting a bullbar or winch, your vehicle may sit too high and ride too
firm, if the upgrade uses a raised height heavy-duty front coil.
LOADED4X4.COM.AU
SPECIAL FEATURE: GVM
Towing that BIG van
To legally tow a caravan with an aggregate trailer mass (ATM)
of 3,500kg – the Ranger’s factory tow rating - without exceeding
its 6,000kg GCM, the Ranger Wildtrak cannot weigh more than
2,500kg, leaving you with only 250kg payload from the original
kerb weight of 2,250kg.
Note that the ball weight (the weight the trailer places on the
towball) is not additional to this calculation. If we were breaking
out the towball weight, we’d need to reduce the ATM by the
same figure, which would give us the gross trailer mass (GTM).
More information on how that works can be found here - Vehicle
Capacities Explained.
Putting this into perspective, you cannot have any significant
accessories fitted to the vehicle, or even five occupants based
on the standard calculation used in the NCOP. If the Ford Ranger
is modified with the 525kg accessory list in ‘the table’ and the
480kg NCOP weight calculation for occupants and luggage is
applied, the example vehicle weight is 3,183kg.
Based on this weight, the heaviest van the vehicle can tow
is 2,817kg. If a standard state compliance GVM upgrade is
completed - in accordance to NCOP14-LS11 - raising the GVM to
3,330kg, the towing capacity is further reduced to 2670kg, if the
vehicle is operating at its full GVM capacity (unchanged GCM of
6,000kg less the new GVM of 3,330kg).
Lovell’s Suspension is one of the manufacturers that provide
an increased GCM with the Second Stage of Manufacturing GVM
upgrade. This upgrade enables the vehicle to tow the maximum
braked towing capacity while operating at the new GVM as long
as neither the front or rear axle limits are exceeded.
VM
LOADED4X4.COM.AU
Q&A
PRADO TESTING VIDEO
By how much can you increase a vehicle’s GVM?
GVM Upgrades vary in capacity depending on the
manufacturer and vehicle configuration. Here is a list of GVM
upgrades available through leading suppliers. If your vehicle is
not covered by this list, don’t despair. Most vehicles can have
their GVM increased to at least the combined total of the front
and rear axle capacities. Please consult your local engineer for
more information. Click here to view a comprehensive list of the
different GVM upgrades currently available by supplier.
Can I tow more with a GVM upgrade?
In most cases, the answer to this question is no. There are
three critical capacities to consider when towing. These are the
GVM, GCM (Gross Combination Mass or the maximum combined
mass of the vehicle and trailer when hitched together) and the
braked towing capacity. While a lot of vehicle manufacturers
push sales by advertising the braked towing capacities, the true
towing capacity is determined by the GCM and actual vehicle
weight. The heavier the vehicle; the less you can tow. The GCM
is normally a fixed capacity and not altered by a GVM upgrade. If
you increase the vehicle’s GVM and accessorise or load it to the
new GVM; you are ultimately reducing the towing capacity. This
is because the GCM is not able to be modified with most GVM
upgrades. Only a handful of GVM manufacturers approve a GCM
VIDEO: Comparing stock and GVM upgraded Prado
upgrade with their kits.
Can the towing capacity be upgraded with a GVM upgrade?
Upgrading the braked towing capacity on a standard vehicle
is a momentous task which has only just been made possible
by Lovell’s Automotive Systems. Lovell’s BTC, or Braked Towing
Capacities, are now available for the Toyota Landcruiser 200
series (up to 4,000kg) and Prado 150 series (up to 3,100kg).
These upgrades come in two different stages and have to
be completed in conjunction with a Lovell’s GVM upgrade. The
above video is of a Toyota Prado that has been fitted with a
Lovell’s BTC upgrade by The Ultimate Suspension. Click here to
visit the Lovell’s website.
Are there any ongoing costs with a GVM upgrade?
With federal compliance upgrades, there are no ongoing
costs if a federal compliance kit is fitted pre-registration.
State compliance upgrades may result in the vehicle’s annual
registration charges increasing, as they are based on the tare
LOADED4X4.COM.AU
SPECIAL FEATURE: GVM
weight of the vehicle.
When a vehicle is engineered for a GVM upgrade, the new
tare weight is updated with the relevant transport authority.
Depending on the extent of modifications to the vehicle (e.g.
bullbar, winch, steel tray), the higher tare weight may place the
vehicle into a new tax bracket.
For example, the common accessories listed in ‘the table’
would push the Ranger Wildtrak into a higher tare weight range,
raising the annual cost of registration in NSW by $206.00 for
private use and $394.00 for business use.
Does a GVM upgrade raise the suspension height?
Most GVM upgrades will lift the vehicle 20-50mm above
standard height depending on the vehicle weight.
Please ensure you check with the supplier beforehand to
avoid disappointment. Suspension lifts above 50mm can be
engineered with GVM upgrades under the state compliance
scheme.
Will the vehicle ride firmer
with a GVM upgrade?
Ride quality is directly
relative to the suspension and
weight of the vehicle. GVM
upgrades are designed for
vehicles carrying a constant
load. If the vehicle is driven
un-laden, the ride quality will
be noticeably firmer with less
flexibility off road.
It is important to consider
your daily use of the vehicle
when contemplating a GVM
upgrade. Some manufacturers
Brake testing machine.
200 Series undergoing brake testing.
cater for different applications with multiple GVM upgrades to
different levels (e.g. ARB provides two different options for the
200 series: Stage 1: 3,650kg and Stage 2: 3,845kg. A constant
load of 600kg is required for the stage two upgrade.
Can I avoid a GVM upgrade?
Weight reduction and correct vehicle selection is critical.
Don’t fit unnecessary accessories and where you can, reduce the
weight of the accessories. Small changes like synthetic winch
rope or alloy bullbars make a big difference to the total weight of
the vehicle.
If you haven’t purchased your vehicle yet, do the research first
and make sure your desired vehicle can tow or carry the weight
you require.
Being prepared and making the correct decisions at the start
will avoid heartache and additional costs down the line.
American utilities are starting to make real in-roads on the
Australian market because they have the capacity to legally tow
big vans and trailers, without the need for a GVM upgrade.
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SPECIAL FEATURE: GVM
If your current vehicle is overweight and you chose to ignore
it, the consequences could cost a lot more than a GVM upgrade!
What if my vehicle is still going to be over the new GVM after an
upgrade?
Some vehicles will still be too heavy even after a GVM
upgrade. In these cases, either a change in vehicle, serious
weight reduction or major modifications are required.
There are numerous companies in Australia that specialise
in ute conversions, chassis extensions and six-wheel drive/lazy
axle conversions. These solutions provide major increases to the
GVM and GCM allowing for payloads up to 2,500kg and towing
capacities up to 4,500kg. Some examples are:
6x6 Australia - http://6x6australia.com.au
JMACX - http://www.jmacx.com.au
Multidrive Technology - http://www.multidrive.com.au
Six Wheel Conversions - http://www.sixwheeler.com.au
Specialised Vehicles - http://specialisedvehicles.com.au
How do I organise a GVM upgrade?
GVM upgrades are best considered before buying a new
vehicle. Talk to the GVM providers first to work out which solution
is best for your application. Once you have decided on the
upgrade, talk to the vehicle dealership. They can help arrange all
documentation required and incorporate the cost of the upgrade
in the purchase price of the vehicle. If you already have a vehicle
which has been registered, the best option is to contact your local
four-wheel-drive shop. All leading four-wheel drive shops have
solutions available or can refer you to a local provider.
How can I find out the weight of my vehicle and caravan?
Many 4WD and suspension specialists now have
weighbridges or portable load cells available to help calculate
With a rear axle weight of
2,171kg, this Mazda BT-
50 would be considered
illegal even with a Lovell’s
GVM Upgrade.
The total vehicle weight
is under 3,500kg, but
there is no allowance
for occupants and the
rear axle weight exceeds
the new revised limit of
2,020kg.
LOADED4X4.COM.AU
your vehicle and caravan weights. Examples include
Pedders Load and tow assessment centres and Safe-T-Stop test
locations. Local public weighbridges can be found with a little
googling.
Article credits
This article has been written by Brendan O’Keefe. Besides
being a column writer at Loaded 4X4, Brendan has spent many
years working in the Australian suspension industry at The
Ultimate Suspension. Brendan also owns a 4WD parts and
accessories business called Select 4WD Products.
Brendan and Loaded 4X4 would also like to thank the
following widely respected experts for their contribution to this
article; Ken O’Keefe from The Ultimate Suspension and Mike
Davison from Lovell’s Automotive Systems.
And last but by no means least, the Ranger Wildtrack for
being such a sport.
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LOADED4X4.COM.AU
VOLTS
with Vince
Most of my work days are taken up talking with and teaching
people about batteries, and there’s a lot to talk about, from
batteries used in vehicles, to Deep Cycle lead-acid batteries, right
down to AA, and AAA sized primary and rechargeable batteries.
I’m a motor mechanic by trade and I spent a number of
years with the Royal Automobile Service (RAA) before owning
and running specialist battery shops, something that I’ve been
involved with for more than twelve years now. When it comes
to batteries, there isn’t much that I haven’t seen or had at least
some experience with. This new 12-volt section in Loaded 4X4
promises to be a unique opportunity for me to pass on some
of the more useful 12-volt knowledge that I’ve gleaned over the
years as well as add to your understanding of the humble 12V
battery and the aftermarket
systems available to help you
make the most of them.
To kick this section off, I’m
going to take a look at the type
of battery that is in every car
and 4WD made up to now, the
Lead Acid battery. Lead acid
batteries are starting batteries or
SLI batteries (Starting Lighting
Ignition) batteries. Most lead acid
batteries are a ‘wet’, or flooded
style of battery, and if you took
a peek inside you’d see a set of
plates immersed in electrolyte
fluid. Wet batteries come in two
main flavours, MF (maintenance
free) or maintainable.
Maintainable batteries include the
provision to remove the battery
caps and check the electrolyte
level. Maintainable batteries are
usually manufactured using lead
antimony plates, and MF batteries
are generally calcium batteries.
This means that calcium is added
to the plates of the battery during
construction. Each battery type
has its positive benefits along
with some negative attributes.
Maintainable batteries are
robust and long-lasting. They do
however require maintenance via
the topping up of the electrolyte
SPECIAL FEATURE: VOLTS WITH VINCE
Vince only drinks distilled water.
Alcohol upsets his electrolyte fluid.
with distilled water, and of
course maintaining their charge
if they are not used regularly.
Maintenance free batteries do not
require regular maintenance and
will hold their charge longer when
not used. They will, however –
over an extended period - lose
water from their electrolyte
fluid and being sealed means
top-ups cannot be undertaken.
Fortunately, this usually happens
towards the end of their useful
life, and running dry isn’t the
LOADED4X4.COM.AU
SPECIAL FEATURE: VOLTS WITH VINCE
biggest killer of MF batteries. Which type of battery is best? Well
actually, they both are, if cared for correctly. Both will fail early if
their state of charge (SOC) falls below 12.4 volts and stays below
that voltage over an extended period. The more the voltage drops
below 12.4 volts, the less time it takes to damage the battery’s
internal plates. The damage caused is known as sulphation, and
it affects the plates in lead-acid batteries. Sulphation crystals
are spike-like when put under a microscope and eventually grow
out from one plate to touch an adjacent plate causing a short.
Sulphation crystals are poor conductors of current and raise
resistance within a battery. Increased resistance impairs the
battery’s ability to charge and discharge, resulting in reduced
performance and an increased chance of premature failure.
SOC will feature in most of my battery related articles as it is
the most critical parameter that we measure when assessing the
general health of a battery and diagnosing faults. The SOC of the
12-volt lead acid battery types
discussed in this article is 12.6
volts or to be exact 12.66 volts.
A battery’s SOC is measured
when the battery is ‘chemically
stabilised’, which occurs when
the battery has sat for 24
hours without being charged or
discharged.
“The battery of a
vehicle that sits around
unused for an extended
period will eventually
die, and the best way to
prevent this is regular
use or keeping the
battery charged.”
In saying this I will also add
that all lead-acid batteries have
a phenomenon called ‘selfdischarge’,
or in other words, a
battery not connected to anything
will over time lose its charge and
go flat. A flat battery can show
a zero SOC, but that is quite
different to having zero volts. A
zero SOC is in fact 11.8 volts.
That’s right, 11.8 Volts is a dead
flat battery!
Anything below 11.8 volts
voltage is called a drained
battery. A drained battery
occurs when something has
physically pulled power out of
that battery, such as the lights of
a car being left on, the cars own
parasitic draw to keep clocks
and memories alive within the
vehicle’s management system
or the battery’s inherent selfdischarge
behaviour. The battery
of a vehicle that sits around
unused for an extended period
will eventually die, and the best
way to prevent this is regular use
SPECIAL FEATURE: VOLTS WITH VINCE
and/or keeping the battery charged. Keeping a battery correctly
charged is the best way to ensure it has a long and useful life.
The other threats to your lead-acid battery’s health include
extremes of temperature, age, vibration, over-charging and using
the wrong type of battery for your particular use.
Wet cell batteries aren’t the only kind of lead-acid battery
available. Dry cell or VRLA (Valve Regulated Lead Acid) batteries
have been around for many years and are available in either Gel
or AGM (Absorbed Glass Matt) construction. AGM batteries are
used in vehicles with very high-power requirements, whether it
be higher cranking or some semi-cyclic requirements, such as
vehicles fitted with stop/start functionality. Gel batteries are used
in small electric vehicles like Gophers and many standby power
supply applications.
In summary, wet and valve regulated lead-acid batteries have
their specific applications, including the previously mentioned
SLI (starting lighting ignition), or
the ‘normal’ battery found in all
vehicles and the primary use for
wet cell type lead-acid batteries.
Other applications for the various
lead acid battery types - not
necessarily wet cell - include deep
cycle, marine, stop/start, dualpurpose
SLI/semi cyclic along
with commercial use standby and
small electric vehicles.
When it comes to 4WDers,
caravaners and campers, most of
my time is spent finding out how
they plan to use, and what they’re
expecting from the battery they
are looking to buy. When it comes
to SLI or starting batteries, the
rules are simple, replace the old
battery with something the same
or better than what the vehicle
manufacturer recommends.
Secondary batteries – adding
a second or third battery to the
vehicle - are a popular addition
to many 4WD builds. Owners
running accessories such as
fridges, lighting, inverters and
even coffee machines – as
camping evolves into glamping
– need more than just the
starting battery to handle their
12-volt requirements. Secondary
batteries are usually deep cycle
types, and the sky is the limit
when selecting this type of
battery and ‘the system’ that
adding and making the most of
secondary batteries requires.
Consider the following questions
as a starting point:
What battery size do I need?
When it comes to camping,
people have very different
requirements. The accessories
you want to run will determine
what battery size is suitable for
your setup.
LOADED4X4.COM.AU
SPECIAL FEATURE: VOLTS WITH VINCE
Where do I mount the battery?
Unlike the ‘good ol’ days’,
many new vehicles don’t have
room under the bonnet for an
additional battery, besides
which, heat is the biggest killer
of lead-acid batteries, which
makes protecting them from heat
essential. There’s always a way;
it’s just a matter of finding the
right battery to fit the available
locations and using some lateral
thinking if it’s a particularly
challenging puzzle!
What is the best way to charge
the secondary battery?
Many new vehicles are fitted
with ‘smart alternators’, that can
range from simple temperature
compensating alternators to
more complicated computercontrolled
types. A vehicle’s
standard alternator is fitted by
the vehicle manufacturer and
set up to handle the factory
standard requirements of the
vehicle, usually running one SLI
battery. Deciding on the most
suitable type of secondary battery
charging system and there are
many options, is crucial if you
want a reliable secondary battery
system. And charging your
secondary battery is the subject
I plan to cover when I put pen to
paper, or index finger to keyboard,
for issue 003 of this magazine.
I’ll run you through some of
the different options that are
available for charging secondary
batteries and dealing with the
various alternators fitted to
modern vehicles. From mostly
manual budget systems that
are unfortunately only 70-80
percent effective, up to the more
expensive and effective, fully
automatic systems.
Until then, consider how
you are treating the lead-acid
batteries in your care and
remember that extremes of
temperature, excessive vibration,
lack of use and over-charging
are the main threats to the health
of your batteries and a healthy
battery is the cornerstone of a
reliable 12-volt system.
Back to main menu
This article has been provided
for the benefit of Loaded 4X4’s
readers. There is no financial
arrangement in place with Battery
World for Vince to provide this
content or for Loaded 4X4 to
publish this content. Battery World
is an advertiser in this magazine.
ON OR OFF ROAD
WE’VE GOT YOU COVERED!
For your 4x4, car, deep cycle and dual battery needs
see the Batteryologists at Battery World.
batteryworld.com.au
13 17 60
BIG
bill’s
LOADED 006: SILVERADO
Bastard
By Steane Klose
LOADED 006: SILVERADO
This issue of Loaded 4X4 features what must be the most
comprehensive GVM article in the history of the world, so it
seems fitting that we also feature Bill’s Chevy Silverado tow tug,
cos if you want to tow that 3,500kg van folks, this is how you do
it, legally and safely. Forget your Ford Rangers and 200 Series
Cruisers, they’re light-weights that have no payload left, for you
and your gear, after the big van is hooked up.
Now our new mate Bill from Kadina knows a thing or two
about lugging big weights (no he’s not fat) and towing; you know,
what works and what doesn’t. He used to own a trick custom GM
V8 diesel-powered dual-cab GU Patrol – it was even featured in
one of those 4WD magazines that people only buy for the DVDs –
and loaded up, it cracked both sides of its chassis while travelling
north of Innamincka. Goes
without saying then, that Bill
doesn’t have a lot of time for
the ‘little’ 4X4 utes that are
lighting up the sales chart at
the moment; he thinks they’re
all a bit light-weight. Some of
them are set up wrong, with
too much rear tub overhang,
and all of the manufacturers
are playing with their fiddles
when quoting approved tow
ratings, something that David
bangs on about as well in
this issue. So, when the time
came to upgrade the 1,200kg
LOADED4X4.COM.AU
LOADED 006: SILVERADO
Ultimate Offroad camper for a 3,500kg Bushtracker caravan, Bill
set about finding a tow tug that wasn’t full of false promises.
It was 2015, and there weren’t a lot of full-sized American utes
on the second-hand market at the time, but a phone call to
Performax in Gympie proved fortuitous. Performax had a 2012
Silverado LTZ dual-cab on the lot, and the previous owner had
spent the equivalent of the deposit for a big house fitting it out.
Bill bought it sight unseen and hoped it was a good ‘un. Turns out
it was.
Bill’s Silverado is powered by 6.6-litres of turbocharged
and intercooled Chevy Duramax diesel. The Duramax works in
tandem with an Alison 1000 6-speed automatic that somehow
tames the big diesel’s 1,000+ Nm of torque. The Silverado has
been upgraded from 2500 to 3500 single rear wheel specs, which
is achieved with some suspension changes, and it now boasts a
Gross Combination Mass (GCM) of over 11,100kg. And that right
there is the big difference between a Silverado and a 200 Series
Cruiser. When fully loaded with the Bushtracker van and all their
gear, Bill says all-up weight is around 8,400kg, leaving around
2,700kg of available payload, and that’s after they’ve packed!
Bill tells it straight, and he knows the Silverado is a tow-tug and
LOADED4X4.COM.AU
LOADED 006: SILVERADO
not an off-roader. He has no plans
to use the Silverado to cross the
Simpson, and its massive turning
circle means that the Vic High
Country is off-limits. What it does
do, is eat up outback kilometres
with ease and in comfort, and
that’s exactly how it gets used.
Over eight tonnes of truck and
van can cruise at the speed limit
all day long, and Bill doesn’t
break out in a sweat when the
news that ‘scalies are up ahead’,
crackles over the UHF.
Personally, I think Bill
just loves driving what is
unquestionably a truck, and
isn’t that every red-blooded
male’s dream? When you slide
underneath the Silverado,
everything from the chassis, to
the rear diff, prop shaft, transfer
case and anything else you
can see or touch, is upsized
compared to what we’re used to
seeing in Australia. Jump into
the Silverado’s cab, and there is
more room in the back seat than
you get up front in the half-pint
4X4 utes that we’re used to. It’s
bloody huge, and I can tell you, it
would be real easy to get used to.
Now I’m sure there are more than
a few of you who will be thinking,
“yeah, but how much fuel will it
use?”. According to Bill, it’s good
for 13.5 L/100km on the highway
when not towing, and when fully
loaded with the Bushtracker
and all their gear, that rises to
19 L/100km. So not a whole lot
more that what you’ll use in a 200
Series diesel, and significantly
less than what the poor ol’ 70
Series can muster - even with a
tail-wind - in our experience.
“The addition of the
Amsoil kit has seen oil
changes stretched right
out – Bill’s clocked up
30,000kms since the last
one – as regular testing
of the oil is confirming
that it’s staying in good
nick for a lot longer.”
Bill provided quite the
comprehensive list of mods and
accessories that have been fitted
to his Silverado, and suffice to
say, it ain’t all going to fit in this
space, our article’s GVM is just
too low; but we’ll have a good
crack at telling you about as
many as we can.
Big 6.6-litre Duramax diesel can
barely be seen when the bonnet
is lifted. CSM canopy has acres
of space to fit whatever Bill can
think of packing.
LOADED4X4.COM.AU
LOADED 006: SILVERADO
The Silverado’s 6.6-litre Duramax has been tickled under the
chin with an ‘EFI Live’ kit that offers a tune specifically for towing.
Aiding the tune is a Banks cold air intake and 4” straight through
exhaust. A Provent 200 oil vapour filter keeps the Duramax’s
intake oil free and helps prevent carbon build-up. Bill is big on
filtration and keeping fuel up to the injector pump. With that in
mind, he’s added a Fass 150 lift pump and fuel filtration system,
a Kennedy Diesel back-up lift pump and an Amsoil Dual Bypass
engine oil filter kit. The addition of the Amsoil kit has seen oil
changes stretched right out – Bill’s clocked up 30,000kms since
the last one – as regular testing of the oil is confirming that it’s
staying in good nick for a lot longer.
Bill keeps a close eye on the Silverado’s drivetrain via a
driver’s pillar mounted Edge CTS2 unit that displays - to name
but a handful of options - exhaust gas temperature, transmission
temperature, engine coolant temperature and even the
performance of each injector.
Up front is one of those TUFF bullbars that look ridiculous on
anything that isn’t the size of the Silverado, and Bills wired up a
couple of Fyrlyt Nemesis 9000s. The sidesteps and brushbars are
also TUFF items.
Underneath the Silverado is a 6” ProComp suspension lift
kit, and while they might not look overly large, those 18” alloys
are wrapped in 35” Mickey Thompson Baja ATZ P3s. That
very serious looking canopy is a CSM built steel framed and
alloy skinned unit, and it houses, well, bloody everything really.
Left: Bill and his son Zac. I’d just told Bill that I
own a Triton and he was pretty pissed.
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LOADED 006: SILVERADO
Inside, there’s a couple of spares, two 100a/h AGM batteries, a
60-litre Engel on a CSM dropdown fridge slide and a couple of
compressors that feed a front to back air system and 18-litre
tank. The compressed air system runs the rear airbags, a serious
set of air horns that hang above the rear diff and an AirSafe
Hitch. The Airsafe Hitch is a 6-tonne unit, and its job is to reduce
the shock loading that the van’s A-frame receives when hooked
to a heavily sprung tug over rough roads. A-frames have been
known to fail in the absence of such assistance.
As you’d expect, the Silverado’s cavernous interior has
a distinctly American feel to it, one with a whiff of the early
noughties about it. It’s big, chunky and practical, with none of the
styling fripperies that you get in Asian and European vehicles.
Bill’s fitted a VMS entertainment unit that incorporates a rearview
camera, and there’s a second 7” screen hooked up to provide a
side view of the tow hitch and the caravan when it’s hooked up.
There are a plethora (literally) of additional switches, to control
the various fuel pumps, air horns, driving lights, air-compressors
and a handful of strategically placed LED lightbars and lights.
There’s even a warning buzzer that remains on for as long as
either of the canopy’s gull-wing doors is open. That’s one mod
Bill fitted based on a less than positive experience with a similar
canopy on one of his Patrols.
I don’t know about you, but after spending a morning with Bill
and his Silverado, I spent the afternoon trawling the classifieds
for a real truck. It eventually dawned on me – I’m a slow study
– that I’ve got nothing to tow, so I started researching vans. One
step at a time eh?
Nice rig Bill and thanks for sharing it with us.
Tim’s Jimny is lined-up with the back of
the Silverado. There isn’t much in it...
Back to main menu
OIL&GREASE
with rick freeman
RICK THE OIL GUY
It’s been a crazy busy time
for me since writing my first oil
article for Loaded 4X4 issue 001.
I’ve resigned from my old job,
moved interstate and started
a new job. Since arriving in my
new locale, I’ve been working
long hours on the tools which
incidentally has included taking
oil samples and making repairs
due to lube failures, one of
which was caused by an overabundance
of oil!
So, it’s a new start for me, and
an opportunity to go right back
to oil basics 101 in this issue
and look at why lubrication is
even necessary. You’re probably
thinking the answer to that really
basic question is self-evident, but
let’s take a look at how lubricants
like oil and grease do what we
need them to do.
According to Wikipedia “A
lubricant is a substance, usually
organic, introduced to reduce
friction between surfaces in
mutual contact, which ultimately
reduces the heat generated
when the surfaces move.” Yep,
the goop is there to stop various
bits and pieces wearing, galling
and seizing. When we think of
the uses for oils and lubes, the
first vehicular items that come
to mind are the engine, gearbox,
diff, wheel bearings, perhaps a CV
- when you blow one – and, well,
that’s about it. And while they
are the lubed-up big ticket items,
there are plenty of other parts
that move in relation to each
other. A cable inside a housing,
a brake calliper slider on a pin, a
door hinge, a sliding spline as a
driveshaft plunges, even a brake
piston inside a calliper, to name
but a handful. All of these parts
need a lubricant of some type to
ease use and prevent premature
wear and failure, even if they use
whatever fluid they contain as
their lubricant.
With engine, gearbox and diff
lubrication we are concerned with
one of either two regimes, the
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RICK THE OIL GUY
first is known as hydrodynamic
lubrication for plain bearings,
such as big ends, main-bearings,
gudgeon and cam bearings. The
other is elastohydrodynamic
lubrication for rolling element
bearings, or in other words, ball
bearings, roller bearings, taper
roller bearings and needle roller
bearings, along with non-bearing
surfaces such as gear teeth and
cams. With plain bearings the
general understanding is that the
bearing and journal are supported
by oil under pressure provided by
the oil pump, but what actually
happens is that the relative
movement between the journal
and bearing creates a highpressure
hydrodynamic wedge
of oil which suspends the journal
inside the bearing, preventing
metal to metal contact.
Hydro=fluid, dynamic=motion.
Interestingly a piston inside
a cylinder is experiencing
hydrodynamic lubrication too.
The primary purpose of
the oil pump – rather than to
provide enough pressure to keep
bearing and journal separated
- is to provide a flow of cool oil
to the void between the bearing
and journal. The oil in the high-
pressure wedge heats up very
quickly due to drag and pressure,
and the flow of fresh oil from
the pump pushes cool oil into
the void, replacing the hot oil
in our oil wedge. Without that
flow of cool oil provided by the
pump, the oil in the wedge would
overheat very quickly leading to
oil breakdown.
“Have you ever
wondered why
differential and gear
oil often have a funky
sulphur smell?”
Back in the early days of
the internal combustion engine,
bearings were splash fed by
‘slingers’ attached to the big
ends; there was no pump, oil
galleries or drillings, often just
some simple grooves to allow oil
to access a bearing and journal.
Even today small displacement
and lower rev engines and
compressors still utilise splash
feed for simplicity and cost.
As engines became more
sophisticated and revs and loads
increased, pressure lubrication
became a necessity. Oil under
pressure also helps support the
journal as revs and load increase,
but the primary support of the
journal comes from the oil wedge.
With elastohydrodynamic
lubrication, the ball or roller and
race suffer an elastic strain at
the point of contact, or in other
words, they slightly deform under
load, returning to their previous
state when that load is removed.
This deformation provides a
channel for the lubricant. As the
various elements of the bearing
move relative to each other
the pressure in the lubricant
increases in a similar fashion to
the hydrodynamic regime, and it’s
this high-pressure film of lubricant
that supports and keeps the
elements apart. Grease or oil, the Roller bearing and CVs are both
method of support is the same. examples of components that rely
There is a second level of on elastohydrodynamic lubrication.
elastohydrodynamic lubrication
where the pressure in the lubricant becomes too great, the film
becomes too thin, and the moving surfaces are no longer fully
supported by an oil film and start to make solid contact. This
mixed condition is called boundary layer lubrication, and without
getting into asperities and how they react with the lube, the heat
and pressure generated by solid contact can be used to activate
extreme pressure additives in the lubricant to form a new layer of
solid film lubrication.
In situations where a boundary layer condition (solid contact
between elements) may occur, extreme pressure additives in
LOADED4X4.COM.AU
RICK THE OIL GUY
the form of soluble additives
or lubricating solids may be
added to the lubricant. Have you
ever wondered why differential
and gear oil often have a funky
sulphur smell? Contrary to
popular belief, it’s not so you can
smell oil leaking from your Land
Rover. Diffs and gearboxes are
two great examples of places
where a boundary layer condition
can easily exist, and that sulphur
smell indicates the presence of
sulphur/phosphorus extreme
pressure additives in the oil.
These additives react under
pressure and heat to form a solid
lubricating layer between gear
teeth. A hypoid differential has an
extreme sliding/wiping action of
the crown wheel and pinion teeth,
and it’s possible to have localised
temperature spikes of over 300+
degrees. The extreme pressure
additives present in the diff’s oil
react to this pressure and heat by
adding a new layer of solid film
lubrication that ensures all the
parts keep sliding against each
other nicely. The plating action of
molybdenum disulphide (moly)
in constant velocity (CV) joints
is another example of solid film
lubrication at work, to prevent
metal to metal contact.
Grease is the word
Did you know that grease
is a mix of oil and a specialist
soap? The soap acts as a type
of thickener that absorbs the oil
and releases it when put under
pressure. The oil is squeezed out
under load when it’s needed and
then reabsorbed into the soap
when the load is reduced. How’s
that for clever!
Grease is used where oil can’t
easily be contained within the
bearing or assembly that requires
lubrication. The downside
of grease compared to
oil is that its use will
increase the heat of
an operating assembly
due to increased drag and lower
conduction with a slightly lower
load carrying capacity - generally
- compared to a high viscosity
extreme pressure oil.
There are a variety of
different soaps used in grease,
all with differing characteristics,
and much the same as oils,
there are a variety of grease
types available, each with its
unique qualities that are suited to
specific uses.
So that’s the basics on how
oil and grease go about easing
the pain of the various parts in
our 4X4s that are in contact with
each other.
In issue 003 we’re going
to take a look at engine oils;
what the various numbers on
the container mean and why
manufacturers specify certain
grades and types of oil for
their vehicles.
Back to main menu
OPINION: STEANE KLOSE
Steane
klose
4WD of the year
awards are rubbish.
I tell you what, there’s been
more talk about 4WD of the year
awards around tables I’ve sat at
in recent times, than pretty much
anything else, and I reckon you’ll
be interested in my defective
reasoning on this subject. It’s one
that has had more than a few
people I know, scratching their
heads in recent months. In 2017
we had one media outlet crown
the Ford Everest ‘4WD of the
year’ for the second year running,
having compared it only to two
other recently updated wagons.
Another outlet also awarded the
Everest ‘2017 4WD of the year’
but in the same breath, gave the
‘Car of the year’ award to the
Discovery. Another crowned
the Discovery and had a utebased
wagon that was half the
Discovery’s price come in second.
Each outlet had their unique 4WD
of the year process. I reckon
that if you were serious about
identifying the best vehicle of a
given type, sold new in the last
year, you’d need to get your hands
on every vehicle of that type
currently on the market and put
them through an identical testing
regime; wouldn’t you? At least to
start with. Year one simply must
include every 4X4 vehicle on the
market, and I’d be willing to bet
that no ‘year one’ for any of these
awards ever has. If it doesn’t then
you’re running a “we think this
could be the 4WD of the year, but
we didn’t test them all” award
and that’s a bloody long sticker to
slap on the back of new cars. If
you did test them all in year one,
you could then have the previous
year’s winner carry over to the
following year by default - it was
better than anything else on the
market last year – and put it up
against any new or extensively
updated competitors in future
years. Now that’s a process
currently used by one of the
media outlets, and in a general
LOADED4X4.COM.AU
OPINION: STEANE KLOSE
sense, it makes sense, but only
if you are comparing apples to
apples or should I say utes to
utes and not utes to wagons,
which would be apples to some
fruit that isn’t an apple. And they
aren’t comparing the same fruits.
Logic would therefore dictate
that you’d need to introduce
categories such as dual-cab 4WD
utes, ute based wagons, medium
wagons and large wagons, at the
very least. 4WDs have a broad
range of uses, way more than
your average poxy SUV (poxy
not boxy) that never leaves the
bitumen. 4WDs are bought for
off-road family touring, they’re
put to work on cattle stations,
they are hooked up to big vans,
and some are driven with gusto
up fire trails or along desert
tracks. These wildly varying uses
mean that two 4WDs can be
poles apart in their construction
and engineering; some have
a separate chassis, live axles
and leaf sprung rear ends, and
some don’t. Categories are
therefore a must, but there’s a
flaw in this categories idea as
well. If you automatically include
last year’s winners for each
category and put them up against
competitors that were either new
or significantly revised during the
year, you will be left with more
than one category that has only
one contender - the previous
year’s winner. In the grand
scheme of things, only a handful
of 4WDs are new or significantly
revised in any one year.
“This award would be
as irrelevant as any of
the others in existence
but would have the
advantage of being,
easily and cheaply,
decided over a goon
bag and a couple of
doobies.”
You could, as one media
outlet has - and I love the illogical
logic of this one - suggest that
you are judging each vehicle in
the competition against a set of
criteria, rather than against each
other or in other words judging
them in isolation. Now that is
awesome! But let’s apply some
‘circus logic’ to this concept. If
you judge, against the same set
of criteria, five jugglers, from five
different circuses and award
each of them a score out of 100
and then determine that the ‘best
juggler of the year’ is the one with
the highest score, haven’t you just
compared them? FFS, of course,
you have!
Alternatively, you could take
a more relaxed vibe towards
the award – at least behind the
scenes - and determine that the
‘4WD of the year’, is just the one
that is nicest to sit in while you
tick the boxes on the scorecard.
This award would be as irrelevant
as any of the others in existence
but would have the advantage
of being, easily and cheaply,
decided over a goon bag and a
couple of doobies. Unfortunately,
a genuine 4WD of the year
award, one where the process is
logical and ultimately produces
a meaningful result that can be
relied upon by the consumer,
is all but an impossibility. The
Tek screw in the tyre for the
concept is the reality that there
is a fair to reasonable chance
that you would know more about
the average 4WD than most
motoring journalists, many of
whom have next to no interest
in 4WD vehicles. Their opinions
Three 4WDs new to the market
or significantly revised in 2017
and we all know they can’t
logically be compared. Right?
LOADED4X4.COM.AU
OPINION: STEANE KLOSE
Now I really like the
79 Series, but it’s
too low-geared, too
thirsty and too solid
axled to ever be a
4WD of the year
chance. But there
was that one time at
band camp...
are based on them physically
spending a small amount of time
with the vehicle (normally a week)
and conveniently ignoring the
long-term ownership experience,
including big-ticket items like
reliability, and the performance of
the franchise dealer network from
a customer care perspective.
So why even bother with an
annual award if doing it properly
is properly impossible?
Well, in my opinion, it’s got
bugger all to do with the cars or
choosing the best of anything.
These awards manufacture a
unique marketing opportunity
for the award holder and an
opportunity to sell advertising
to the award winners. You know,
the right to use those “we think
this could be the 4WD of the
year, but we didn’t test them all”
award stickers you see on the
back of new cars, some bespoke
advertising for ‘x’ amount of
issues and a swag of mentions
craftily inserted into future copy.
The only piece of truth that
you can take home from one
of these ‘of the year’ awards is
that they are made-up bullshit.
They aren’t worth the handful of
minutes that reading them robs
from your life, and the last thing
I’d do is let them influence your
4WD buying decision.
We’ll never run one of them
at Loaded 4X4. What we will do
is let you know at the end of each
year - if we remember - which
4WDs made a lasting impression
on us. We won’t have driven
them all, and it will simply be
the individual personal opinions
of our reviewers, and you can
guarantee there is nothing
more to it than that. What you
do with our dubious and quite
possibly conflicting thoughts on
what we’ve driven is of course,
completely up to you.
Back to main menu
REVIEW: X-CLASS POWER
X-Class
The future ain’t what it used to be
Review by Steane Klose
LOADED4X4.COM.AU
REVIEW: X-CLASS POWER
The X-Class is arguably, and
there’s only an argument because
the Ranger Raptor is due later
this year, the most significant
thing to happen to the 4X4 ute
segment in this country for
five years, maybe more. It’s the
reason we published this issue
of the magazine a month later
than planned and hit the road
from Adelaide to the Victorian
penal colony to get behind the
wheel. Was it worth the drive?
Absolutely, the X-Class raises the
bar and paves the way for real
change in the 4X4 ute segment.
But one thing it doesn’t have,
despite the 4MATIC badges, is allwheel-drive.
Now, I can’t help having a
bit of a chuckle at how clueless
some of the motoring dills, I
mean journalists, are in this
country. Ever since the full details
on the X-Class were released,
many of the motoring media
outlets in the country, have been
telling people the X-Class is allwheel-drive
(AWD), and even
better, part-time AWD, which I
assume means the AWD function
would come and go at its leisure.
There’s a video review out right
now that refers to ‘the X-Class
and its 4MATIC all-wheel-drive
system’, and that’s what they
came up with having spent hours
driving the vehicle at its recent
Australian launch. The confusion
stems from Mercedes-Benz’s
technical data for the X-Class
which refers to the drive system
as being ‘4MATIC selectable allwheel-drive
with low-range and
drive selection mode’. Mercedes-
Benz is splitting hairs to give
the 4MATIC badging relevance,
and the lazy ‘spec sheet jockey’
journos should know better.
For anyone that knows
their stuff, two minutes in the
X-Class is enough to dispel the
AWD myth. The markings on the
drive system dial offer a huge
clue, and if that isn’t enough, the
dashboard’s 4WD indicator light
LOADED4X4.COM.AU
confirms the fact that the front
and rear axles are locked together
in 4WD. Select 4WD, drop the
auto into drive, wind on a bit of
steering lock, ease some throttle
on and within a matter of feet
you’ll have the tyres chirping due
to drivetrain wind-up. No rocket
science required, but it seems the
current crop of performance car
loving journalists (that’s almost
all of them) can’t get their heads
around a simple 4X4 ute.
New X-Class owners should
ignore what the 4MATIC badge
on the tailgate implies and
should not drive the X-Class on
hard surfaces in 4H. If you want
genuine AWD functionality in
your ute – the kind that requires
a centre-differential or similar
arrangement to deal with the
variation in rotation of the front
and rear prop-shafts - then you’ll
need to wait for the V6 diesel
version of the X-Class – the
X 350d 4MATIC – due to go
on sale later this year. It has a
Mercedes-Benz V6 turbo-diesel
engine, and the real McCoy allwheel-drive
Mercedes-Benz
4MATIC drivetrain. According
to one high-profile media outlet,
the V6 X-Class will be the only
AD
LOADED4X4.COM.AU
REVIEW: X-CLASS POWER
vehicle in the segment to offer an
AWD drivetrain and a low-range
transfer case. Everyone else
knows that Mitsubishi’s Triton
is available with the excellent
Super Select drivetrain (transfer
case really) that offers a choice
of 2WD, AWD, 4WD high and
4WD low and it’s been available
in the Triton for ten years now.
Unfortunately, the Triton doesn’t
box in the X-Class’s league, even
with its ridgy-didge selectable
AWD system.
It’d be real easy to pass the
X-Class off as a fancy Nissan
Navara, and there are plenty of
– I’m guessing a little worried –
fans of other 4X4 ute marques
doing just that, but I’m here to tell
you that’s an uneducated cop out.
Sure, it’s based on the current
Navara, but make no mistake,
the X-Class is a Mercedes-Benz.
The only exterior items carried
over from the Navara are the door
handles and window glass. Every
panel is new and exclusive to
the X-Class, and I’d warrant, that
if it wasn’t for the up-kick in the
panel below the window in the
rear passenger doors, a styling
cue shared with the Navara, you’d
never think ‘Navara’ when looking
at the X-Class. Honestly, I think
the X-Class is the new George
Clooney of 4X4 utes; it’s a goodlooking
rooster that makes the
Ranger look bland (it always has),
the Amarok boxy and the Steve
Buscemi Triton more awkward.
Not only has every body panel
been restyled, but the X-Class
also has a wider body and tub,
and like the Amarok, it will fit an
Australian pallet between the
wheel arches. The front track
has been widened, and the
ladder-frame chassis has been
strengthened. Mercedes-Benz
has installed its own braking
system that includes ventilated
rear discs, wholly revised the
suspension, re-tuned the auto
transmission and introduced
an entirely different and very
‘Mercedes-Benz’ interior. If
you think you’ll find something
‘Nissan’ under the bonnet, then
think again. Our best efforts
turned up hoses made in
Germany and a fuel filter system
made in Austria, and nothing
stamped Nissan or Renault.
The lights/indicator stalk is
located on the left of the steering
wheel, as you’d expect in a
Mercedes-Benz. The brakes feel
unflappable with excellent pedal
feel, the steering is pleasingly
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REVIEW: X-CLASS POWER
meaty - although the wider wheel
track adds a metre to the turning
circle compared to Navara - and
the accelerator pedal is a twostage
arrangement, that requires
more effort but offers better feel
and control. The entire vehicle
weighs 200kg more than an
equivalent Navara, and it feels
billet-like in its solidity. The bulk
of that extra couple of hundred
kilograms has been used to
reduce NVH levels to Mercedes-
Benz standards. Where the
Navara is a little gruff and noisy
in comparison, there is bugger
all drivetrain noise reaching front
seat passengers in the X-Class.
As a result, you notice the road
noise that enters the cab via the
vents behind the rear seat, but
that doesn’t stop the X-Class
from, in my opinion, setting the
NVH standard in its segment. It’s
not leaps and bounds ahead of
the others, but it is ahead.
The X-Class that we tested
is a top-spec Power that was
optioned with a leather interior,
heated seats and a black hoodlining
which is all very lovely.
Not so lovely – per our offroad
skewed bias – are the
optional side-steps and 19-inch
wheels with their 55 profile
tyres. Useless off-road, they are
also a compromise on-road for
those wanting to access the
best driving experience that the
X-Class has to offer.
The first impression you get
when you slide your butt into
the driver’s pew is a sense of
occasion that is missing from all
of the X-Class’s competitors. The
dashboard design is minimalist,
functional and more than a little
industrial in its feel, with the
optional brushed aluminium
look facia and those beautiful air
vents, sitting front and centre.
The leather is soft, the seats are
comfortable, and the steering
wheel is the best one that I’ve
ever come across in one of these
utes. If I had more time, I’d have
worked out how to remove it
and swapped it for the one in my
car. The interior, particularly the
dashboard, looks fantastic. There
has been some criticism of the
plastic used for the lower part
of the dashboard, but it’s there
because the X-Class is a ute and
that part of the dash can cop a
beating. I wouldn’t be surprised
to see this upgraded in the V6,
which I’ve heard may even sit a
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REVIEW: X-CLASS POWER
little lower on its haunches in an
effort to offer a sportier drive.
You’ll hear me bang on
about this a bit in reviews, but
one of the best things about the
X-Class interior is that it features
nicely trimmed and padded door
trim tops, armrests and centre
console lid. The three places
where human drivers like to rest
their arms and elbows that most
4X4 ute manufacturers don’t
seem to give a crap about. My
top-of-the-range Triton Exceed
has hard plastic in all of these
areas, and it sucks balls – sorry, it
just does.
There’s most of the usual
‘stuff’ that you’d expect in a
Mercedes-Benz, including their
8.4-inch COMAND online
multimedia system with
navigation and touchpad/rotary
controller that is standard in the
Power and optional in the midspec
Progressive. It all worked -
one of my co-testers, the
delightfully slightly OCD Emma,
paired her phone without issue
and the navigation never failed to
get me to the right address. If
infotainment is your thing, then
you’ll need to research that
elsewhere, as I’m happy if it plays
my songs without frustrating the
crap out of me. I’m not one of the
‘face down generation’, life is too
short, and no drive is long
enough, to try and work out what
a modern infotainment system
has to offer.
“The X-Class is one 4X4
ute that you can buy
and not spend another
cent on for on-road use,
because it drives, rides,
handles and brakes the
way we expect they all
should...”
The X-Class interior now sets
the standard by which all 4X4
utes will be judged, but it’s out
on the road, where the X-Class
impresses the most. It’s easy to
get comfortable in the driver’s
seat, even if reach adjustable
steering is a glaring omission,
and the X-Class feels wide,
planted and solid. It’ll ooze its
way up through the gears in a
way that has you playing ‘spot the
gear change’. Mercedes-Benz has
gone to town tuning the auto to
make it more Merc like – and if
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REVIEW: X-CLASS POWER
you want to get up it, a purposeful
shove on the accelerator gets
the X-Class moving along quite
nicely. It never sounds or feels
thrashy as it gains momentum
with aristocratic haste, and while
it’s not going to challenge your
Ranger or V6 Amarok for outright
acceleration bragging rights, who
cares? If you do, then waiting
for the V6 will give you time to
check in with your therapist and
the opportunity to more deeply
explore what went wrong in your
developmental years. Something
will have, it’s a matter of finding
the trigger point and taking the
appropriate pills.
On the road, I’d describe the
X-Class as firm but compliant
enough to be comfortable, with
none of the ‘back of the head
slap’ you get from the bucking
bronco leaf sprung utes. Viewed
in isolation – you really need to
drive it side by side with Ranger,
Amarok and Navara – I’d say
it out steers, out corners and
brakes all rivals and in this regard
is the most ‘car-like’ of all these
utes. It’s easy to forget you’re
driving a ute, with just the odd
indiscriminate jolt from the rear
– thanks to an unladen tub – to
remind you that while I believe it’s
set a new standard for on-road
handling, it’s not perfect and no
ute ever will be. A fact not helped
by our test car being fitted with
that optional 19” wheel and tyre
package. And while they’re not
perfect, the X-Class’s on-road
manners are noteworthy. We
thought the recently updated
Navara led the pack in this
regard, but the Mercedes-Benz
engineers have taken 4X4 ute
ride and handling to a new level,
vindicating their choice of the
Navara, with its coil-sprung rear
suspension, as the base vehicle
for X-Class.
Off-road, our testing was
limited by time, and we’ll be
putting an X-Class to the test
around our Barossa test track in
the coming months, hopefully, a
mid-spec Progressive with 17”
wheels, but we’ll see. We did get
to sample the X-Class on fast,
corrugated and rough dirt roads
through Lerderderg State Park,
and can confirm that on 19s at 35
psi road pressures, it will hold a
line through a corner better than
any other 4X4 ute on the market.
There was virtually none of the
sideways hopping that you’d
experience in the leaf sprung
rear suspension utes, including
Ranger, which was arguably
the best on this type of road
up until now. A play in a slate
quarry proved that the X-Class
also benefits from the Navara’s
excellent traction control system,
no-doubt aided by the coil rear
end that keeps the back wheels
in touch with terra firma for
longer. A rear-diff lock is standard
on all 4WD (4MATIC) X-Class
variants. In standard form, like all
of these utes, it lacks clearance,
particularly ramp-over, a situation
not helped by the fitment of those
optional side steps.
The X-Class is one 4X4 ute
that you can buy and not spend
another cent on for on-road use,
because it drives, rides, handles
and brakes the way we expect
they all should and that, as we all
know, is rare in a segment filled
TOUGH
AS
This tyre doesn’t just look tough, it is tough. Two jointless
layers of spiral cap ply and thicker rubber on the sidewall
combine to make this tyre one exceptional off-roader.
CLICK TO LEARN MORE OR FIND A TOYO DEALER
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REVIEW: X-CLASS POWER
with top-dollar utes fitted with
half-baked OEM suspension and
braking systems.
I suppose I’d better talk
about safety as well. I must be
old-school, because I’d never
buy a car based on what it did or
didn’t have in the way of driver
aids, in fact, the less beeping
and bonging that I’m confronted
with the better. If you can’t drive
a car and keep it between the
white lines, then don’t drive. If you
aren’t aware enough when driving
to firstly keep a safe distance
from the car in front of you and
secondly brake hard enough to
avoid an accident, then don’t
drive. I know…I know…we live in a
world where even morons have
a right to drive, and I confess
that my views on this, besides
being non-pc (god help me)
may be flawed and that I should
put my hand up for some reprogramming
by the Loaded 4X4
Human Resources department.
Unfortunately, they’re all busy
formulating policies to ensure
their indispensability.
Anyhoo, the X-Class has
got a stack of gear built in to
take the overwhelming pressure
of staying safe on the roads,
off your shoulders. Besides
all of the usual acronyms like
ABS (Anti-Lock Brakes), ESP
(Electronic Stability Control), ASR
(German for Traction Control)
and EBD (Electronic Brake
Force Distribution), there’s Lane
Keeping Assistance and the one
with real life saving potential
(I’m being serious now) (AEB)
Autonomous Emergency Braking.
All of these systems are standard
across the X-Class range, as is
(TPMS) Tyre Pressure Monitoring
System and Trailer Stability
Assist. Downhill descent control
is standard in all four-wheel-drive
variants of the X-Class.
Specifications
ENGINE: 2.3 litre turbo-diesel,
140kW/450Nm
TRANSMISSION: 7-speed automatic
SUSPENSION: Front: independent;
Rear: 5-link coil sprung solid axle
STEERING: 13.4m turning circle
BRAKES: Front: ventilated discs Rear: ventilated discs
FUEL ECONOMY: 7.9 l/100km (claimed)
WHEELS & TYRES: 18” alloy wheels;
255/60 R18 tyres
WADING DEPTH: 600mm
TOW RATING: 750kg (unbraked);
3,500kg (braked); 1,021kg payload;
3,250kg GVM
APPROACH/DEPARTURE: 30
degrees/25 degrees
ANCAP RATING: 5-Star
PRICE BEFORE OPTIONS: $64,500
(incl GST; excl dealer costs)
LOADED4X4 RATING: 90/100
Verdict
At this point, you’ll be thinking that I’ve lost my marbles over
the X-Class, but the reality is I lost them years ago. I will confess
to liking the X-Class an awful lot. I particularly like the fact that
Mercedes-Benz has priced the X-Class competitively enough for it
to shake up the incumbent players in this niche. Anyone shopping
for a 4X4 ute that has $55,000 or more to spend can now buy a
well-equipped Mercedes, and that makes the X-Class the new cat
in the pigeon cage.
The top-spec Power retails for $64,500 which compares
favourably with the Ranger Wildtrack at $61,790 and the new
HiLux Rogue at $61,690, and if you’re shopping for a lifestyle
ute, I’m willing to bet that there’ll be plenty of buyers that would
choose a Mercedes-Benz over a Ford or a Toyota. I know I would.
The mid-spec Progressive automatic retails for $57,800, and
that compares very favourably to the Navara ST-X which retails
for $54,490. Which would you buy?
I’m not sure how many X-Class utes will see bush tracks on a
regular basis – I hope plenty do – but for now, I suspect real offroad
usage will remain the domain of the other brands. I can see
the X-Class challenging the Ranger for the attention of the mall
crawler/street machine brigade, particularly when the V6 arrives
in showrooms. Let’s face it; if you want a mint whip, you can post
about on Instagram, Mercedes-Benz trumps Ford all day long.
We should all embrace the X-Class, because it is going to
challenge the competition to add value to their 4X4 ute offerings
and force them to introduce basic gear like, rear disc brakes and
coil sprung suspension, that should have been standard years
ago. Forget the Navara connection, it’s irrelevant, go check out
the X-Class.
Back to main menu
LOADED4X4.COM.AU
REVIEW: NAVARA ST
NAVARA FIXED!
finally
Just in time for X-Class...
Review by David Wilson
LOADED4X4.COM.AU
REVIEW: 79 SERIES REVIEW: LANDCRUISER
NAVARA ST
STRONGER FOR LONGER VIDEO
that was subtly different but not
poles apart.
Then in 2005, the name
was shared with the new D40
Navara, a completely new buggy
built either in Spain or Thailand
depending on the spec. Now
D40s copped a lot of criticism for
a whole bunch of reasons that I
could never fathom, as I’d owned
a couple of them and thought
they were a decent ute. On their
features list alone they were
impressive, and when you add
their purchase price, they made
a compelling buying proposition
compared to Hilux. For a long,
long time, Navara had the number
two ute sales position in this
country and a legion of fans, but
with the release of the D23 three
years ago, those fans deserted
It’s funny how things stick in
your mind, and one that’s been
rattling around inside my feeble
brain is the tune to that silly TV
ad Nissan called “Stronger for
Longer”. You’ll know the one,
a dad and son playing in the
savannah in a Navara in amongst
a herd of Wildebeest. Yep
Wildebeest. I bet we’ve all done
that before?
Well, it was as you’d expect all
done via CGI, so no Wildebeasties
were harmed in the making of the
ad, but it got me thinking what on
earth happened to Nissan’s ute
fortunes, going from consistent
runner-up to just an also-ran with
the now D23 (AKA NP300)?
The Navara nameplate has
been around for donkey’s years,
yet has never been able to light
up the sales charts compared
to Hilux, despite it being a better
value proposition and the Nissan
badge having had an equally
reasonable cachet for durability.
The old D22s shared with
Hiluxes of the day a similarly
functioning and equally asthmatic
indirect-injection method of
fuelling that was typical Japanese
practice and slow, so they were
equals there. Suspension design
wasn’t that dissimilar either with
a parallel evolution that ultimately
ended up with a leaf sprung rear
and an IFS in the modern style
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REVIEW: NAVARA ST
the brand in droves.
That first release of the D23 didn’t appeal to users carrying
heavy loads, and the new coil sprung back-end couldn’t cope,
leaving many an owner with the front bumper pointing to the
heavens. In what should have been a watershed moment for
Japanese utes in the comfort and articulation stakes, the coiled
Navara had looked like it had turned into a liability.
Now it is possible to make a ute work with coil springs,
Land Rover did with the 130 crew-cab Defender and followed
it up with the 110 version too, it’s just a question of getting the
spring rates right. So with the imminent release of the Mercedes
X-Class, Nissan has gone to some lengths to correct the carrying
capacity and tweak and refine in other areas to make what I think
is one of the best, if not the BEST stock suspended ute in the
local marketplace that I’ve driven in ages. Pretty big call, but I
reckon it’s justified, given the blancmange suspension I’ve driven
during my professional career that’s been served up as OEM and
supposedly good, by every 4WD maker to an unsuspecting public.
Now in case you’ve been living under a rock, in a bit of badgeengineered
orchestration the D23 Navara has been morphed into
the - soon to be released - in Australia X-Class and in Europe the
Renault Alaskan. That’s three nameplates spun out of the one
platform which is either clever marketing or the realisation that
it’s far easier to do the R&D once rather than three times, or both
I suppose? My ST variant press vehicle from Nissan was white
and unsurprisingly, still the most popular colour in commercial
circles by a country mile. Despite that, the Navara I reckon is the
prettiest shaped ute that we get to see here in Australia. There’s
actually some style, style that has produced a nice silhouette,
front and bum. There’s not a ridiculous amount of chrome on
its face, so there’s a smile that doesn’t need a paper bag. The
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REVIEW: 79 SERIES REVIEW: LANDCRUISER
NAVARA ST
back end is simple, and the lipped
tailgate adds some sparkle and
knocks down the dust at the same
time. I know looks are subjective
and a couple of friends I’d asked
for an opinion weren’t so keen, but
not in the polarising way that say a
Triton gets some folk in a lather.
The lid for the centre console
bin is a beauty having a nicely
padded top that’s made for resting
an elbow comfortably over long
distances. I was reminded of this
at the end of the test when Editor
Steane and I swapped rides, he
got the Navara with the comfy
cupboard, and I got a Fortuner.
Within a couple of kilometres, it
was making its presence felt, hard
as a rock, leaving me with an achy,
Above: That big tailgate
lip is a great thing. Below:
David’s arse was right at
home in the Navara.
breaky Toyota-elbow.
The interior is a great space with ample room for my six-foot
frame, and shoulders with probably amongst the best seats I’ve
sat in that will eat up the miles without a numb bum. The fabrics
were pleasant and thankfully not leather and hold you in place
well when combined with the seat bolsters that fitted my hips
perfectly. I hate sliding around on a bush track and constantly
having to push myself up into my seat and never forget how
leather left in the sun will burn a pair of pins wearing only shorts.
If you’ve got a bigger bum, you might find it a cosier snuggle.
There’s the usual fore-aft and recline with an additional height
adjustment too. I did find the centre console tunnel intruded everso-slightly
into my left leg space, my shin resting just on its edge.
It’s not a deal-breaker though like say driving a Defender with your
leg against the handbrake!
The rear seat room isn’t as generous as some others, but
it’s not a case of having your knees up around your chin, so with
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REVIEW: NAVARA ST
regular stops to arrest fatigue, a stretch of 600-800kms day
wouldn’t be out of the question. The other things retained from
the D40 cabin are doors that open wide for easy step-in and out
and the same flip-up rear seat to leave ample room on the floor
to carry gear too precious for outside. There’s a couple of underseat
bins for the jack and tool roll built into the floor for safe
stowage. In this specification, the floors were covered in carpet,
which isn’t my favourite flooring at all, but at least the pile was
generous and looked plush for the urban moments = good for
trapping sand and mud out in the bush! Can’t win them all.
Those consumed with how good the sound might be, how
easily the Bluetooth works and how reliable is the navigation, will
be pleased to know it all works. One thing I really liked is that with
the headlights on (that’s during the day – it’s safer being seen by
other road users even with DRLs) the screen (measuring 7”) didn’t
dim to a point where my eyes struggled to see what was going
on. The prompts for changes in direction were prompt, and when
I managed a major snafu at an intersection en-route for a dinnerdate,
it was quick to pick up
my mistake and recommend
an alternative exit.
One of the Navara’s party
tricks is an electric sliding rear
window. If you were hauling
a longer load or wanting to
introduce some fresh air into
the cab, a button on the dash
on the right-hand side of the
steering column operates the
sliding mid-section, just made
for lazy drivers including me.
Speaking of things
ventilation, there were
plenty of vents and the airconditioning
pumped out
lots of cold air in the heat of
a couple of 30 degree days
followed by some pretty nippy
evenings where the heater
worked a treat. Best of all, it’s
controlled by simple dials and
all easily over-ridden if you
want fresh air. Sorry folks but
climate control doesn’t float
my boat. If it floats yours,
you’ll have to opt for the STX.
Oh and then there are
those stupid push-button
starts, being an ST midspec
model, it ducked that
idiot way of starting. Keys
go in ignitions, so thank you,
Nissan, for not caving into
peer pressure across all your
models.
OK time to do some
driving. On the road, the ST
steers beautifully and handles
high-speed bitumen, good and
bad, impeccably. Some might
find it too firm, but I liked it a
lot. I put it to the “Moose Test”,
and it passed with just the
right amount of autonomous
braking to correct the induced
oversteer I’d provoked at
80km/h. A couple of crash
stops pulled it up straight and
true despite the use of drum
brakes in the back end (yep
one of my other pet hates).
I decided I needed to
put the rear coils to the test
with a typical tradie load.
If you believe that utes in
this country can reliably tow
3,500kgs off the showroom
floor, you must also believe
in fairies and elves too. Given
the grief that’s been heaped
on the Navara, I loaded our
big tandem alloy trailer with
the Rhino and a bunch of
timber and garden soil to a
weight nudging two tonnes.
I deliberately put the timber
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REVIEW: NAVARA ST
and soil up the front to load up the tow ball and then measured
before and after what happened to the back end. Unladen I got
950mm under the guards, with the trailer attached 930mm, a very
acceptable deflection.
Towing with that lot I thought might spell trouble in the geegee
department, so I pointed the rig at Adelaide’s main route
to Melbourne, the South-Eastern Freeway, a steep and lengthy
highway that peaks at Stirling and is zoned mostly 100km/h. With
a load on, those steep gradients are a challenge, but the Navara’s
Renault sourced 2.3-litre twin-turbo diesel, producing 450Nm,
held its own. The Navara grunted it out, only dropping a gear once
or twice whereas other utes I’ve driven up that same road with
a similar load have gone-a-hunting, swapping gears and trying
to find the right cog for the moment. The Navara’s 7-speed trans
was smooth, 6th and 7th speeds are overdrive translating into a
highway 110km/h of barely 2,000rpm.
Now Loaded 4X4 is all about what goes on off-road, so offroad
we must go.
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REVIEW: NAVARA ST
The 4WD selector is in the modern idiom, electronically
activated via a rotary dial on the dash. Being a part-time 4WD
there’s 2H or two-wheel-drive through the rears only, 4H equals
four-wheel-drive HIGH range and 4L naturally four-wheel-drive in
LOW range, our favourite mode of travel. Both 4WD modes are
for loose surfaces only, use them on bitumen, and you’ll likely
break the car. The low range reduction was deep, and that’s good
at 2.717. Pointing the D23 down a steep hill in first was a piece
of cake, feet off the brakes and a confident descent despite it
being an automatic. No need for hill descent control as seen on
the STX. Nissan has made some great gains is in the traction
stakes. The old D40 Nav and the R51 Pathfinder siblings had
pretty ordinary traction control, Nissan calls their system Active
Brake Limited Slip (ABLS)… but never mind the name, care about
The Navara was a big
surprise off-road. Loads
more clearance at the front
than the jutting jawed
HiLux, traction control that
was up there with the best
of them and a better ride
than any other 4X4 ute
that we’ve tested. Nissan is
back in the game.
the action, as it was quick
and decisive. On sand, it was
typically useless, but on rocky
steps and other firm surfaces,
it was as good as what I
remember we saw when we
tested the new Hilux in 2017.
As with the Hilux,
Navara has a rear diff-lock
and engaging the diff-lock
disengages traction control.
The tyres were typically
passenger car (and Toyo
which reflects a change in
OEM spec for a few makers
recently) but thankfully fitted
to a 16” wheel. I say thankfully
because there’s a lot of 4WD
makers of both utes and
wagons enamoured with 18”
wheels (the STX Navara runs
them) and they are about as
useful as mammaries on a
bull. With an 18” wheel and
tyre combo comes too many
compromises off-road, fashion
triumphing over function.
The 255/70R16 on my
ST was a dopey size that you
won’t find in the bush but
replaced with an LT265/75R16
123R in an all-terrain pattern,
would give you the perfect
rubber for the bush and a
size you’ll find anywhere and
durable too.
Underneath it looked like
a trip to the aftermarket might
be in order, as the mechanical
gubbins need protection. That
beautiful aluminium casting
of front diff and axles need
a serious bash plate, so if
something gets clobbered, it
won’t be fatal. Same for the
transfer case.
Now the Navara does
have a sports-shift function
but Nissan’s engineers need a
kick up the bum coz they got
a critical LOW range moment
wrong. Especially in sand
and mud, it’s important to get
Above centre: That air-intake is in
a great spot to suck in a lung full of
water. Above: Nissan has finally sorted
out that coil sprung rear end. You’d
think they’d know wouldn’t ya. Patrol...
some early momentum going
and starting in 2nd with a
quick bump up into 3rd gets
you that necessary speed.
My test Navara follows past
Navara form only permitting
1st gear starts in the manual
mode. That’s dumb and likely
will get you bogged rather than
on your way.
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REVIEW: NAVARA ST
Specifications
Verdict
ENGINE: 2.3 litre turbo-diesel,
140kW/450Nm
TRANSMISSION: 7-speed automatic
SUSPENSION: Front: independent;
Rear: 5-link coil sprung solid axle
STEERING: 12.4m turning circle
BRAKES: Front: ventilated discs Rear: drum
FUEL ECONOMY: 7.0 l/100km (claimed)
WHEELS & TYRES: 16” alloy wheels;
255/70 R16 tyres
WADING DEPTH: 450mm
TOW RATING: 750kg (unbraked);
3,500kg (braked); 968kg payload;
2,910kg GVM
APPROACH/DEPARTURE: 33.1
degrees/28.1 degrees
ANCAP RATING: 5-Star
PRICE AS TESTED: $46,490 (incl
GST; excl dealer costs)
LOADED4X4 RATING: 85/100
So if you’ve stuck with this story to this point, you may be
wondering where’s the catch? There’s precious few, but maybe
the one that creates some doubt is the wisdom of using a
passenger car engine in a 4WD and a complicated one at that. I
have no doubt that in time everyone will be going down this path,
squeezing more and more from smaller and smaller engines.
Think I’m dreaming? Volkswagen’s Amarok uses a twin-turbo 2.0
litre, and my past experience with that wasn’t good. Ford’s Ranger
Raptor will be of the same school and capacity. This one is
marginally bigger at 2.3 litres but is Renault designed, and when
you look at things like the air intake point it leaves you scratching
your head about its longevity?
I think there’s plenty of positives with the D23 Navara and
I reckon it’s worth putting on your shopping list because the
suspension’s been fixed, it’s got enough grunt, and it’s fuel
efficient across a combined around town, heavy towing and LOW
range test regime.
The three-year warranty will buy you some peace of mind in
the durability stakes. With the imminent X Class release here in
Australia I think there’s going to be some interesting comparisons
made, a bit like the Ranger and BT50 considerations plenty of
new car buyers have made in recent years. Go on, go chase a
Wildebeest and do it in a Navara, I dare you!
Back to main menu
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QUICK DRIVE: TJM NAVARA ST-X
BUILDING A BETTER
D23
Before I embark on this brief tale, I want to make it clear that
this article has not in any way been sponsored by TJM. Not with
cash, product, or even a sausage in bread and unlike us, you can
take that to the bank.
Timing is a funny thing. I was having a yarn to Rick Long,
an old mate of mine, just before a recent trip I made to WA and
mentioned that I was reviewing the updated D23 Navara. Rick
let it slip that he had a flash Nav in his TJM Kewdale office that I
needed to drive to confirm my thoughts on the suspension.
Now many of you know that the coil-sprung back end of the
Navara should have been one of those revelatory moments when
the Japanese 4WD ute industry accepted that leaf springs were
from the Dark Ages of horse and cart and that the future lies
with coils. But Nissan didn’t get the carrying capacity right and
in doing so blighted their opportunity to enlighten the world that
By David Wilson
LOADED4X4.COM.AU
QUICK DRIVE: TJM NAVARA ST-X
there was a better way, a missed opportunity big time!
With the release of the Mercedes X-Class now with us,
Nissan had to act quickly to fix the problem before the new truck
arrived and as you will have read in my review on the previous
pages, I reckon they’ve nailed it. I’ll say again that the revised
D23 is probably the best stock-suspended ute in our local
marketplace and can now carry a load.
But after banging around in 4WDs for four and a half decades,
I can tell you that stock suspension can always be improved
by the aftermarket, especially when you’re seeking better
articulation off-road or when carrying heavy loads and loaded to
the max on that big trip or towing.
So I picked up the TJM D23 and their Mazda BT50 (which
we’ll take a look at in another issue of Loaded 4X4) and headed
out with TJM’s Ross Jevons to the Mundaring Powerlines Track in
the Perth foothills to check out whether even better performance
was possible from their kit bag of
suspension bits.
The TJM D23 is a veritable
cornucopia of TJM products of
either their own making or from
one of their many supplying
sources. The base ute was a
Slate Grey ST-X, the top of the
range automatic, and the model
I like the least as it comes
with 18” wheels, leather seats,
that stupid push-button start
and softer stock suspension
than the lesser commercial
variants. It was pretty obvious
that the TJM D23 was heavy.
Now with all that bar-work,
winch, drawers, fridge and
loaded to the hilt with other
accessories, it couldn’t
help but weigh around
the 2.5-tonne mark. Yet
surprise, surprise the
suspension was carrying
that mass with the right
attitude – tail upright
where it should be and
nose not dragging on the
ground. Big tick on that point then. Driving
around town and later on the highway told me immediately that
the spring rates were comfy for the bitumen and the initial bump
on potholes was well managed. One thing that was impacting on
the comfort-stakes though was the 18” wheel and tyre combo. I
dislike 18” wheels intensely on 4WDs, as what is purely a fashion
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QUICK DRIVE: TJM NAVARA ST-X
Decent flex in the rear.
exercise ruins ride comfort and 4WD ability, with a reduced
sidewall height unable to deflect bumps, a decrease in footprint
length when airing down off-road and an increase in the risk of
tyre/wheel separation in a tight turn. The other bugbear is there
are precious few Light Truck tyre options available to replace the
passenger car rubber that comes from the manufacturer stock
standard and therefore greater puncture potential or tyre failure
under heavy loads is likely.
Despite that impediment (oh and over-inflation before I
corrected that), the bitumen manners were good, and I took the
liberty of doing a mini Moose test at speed and found its swerve
and recover/stability control manners were still good despite
having a roof rack and tent upstairs.
Once at Mundaring I found a nice little diagonal opportunity
on a dirt mound and put the back axle to the test with a big old
stretch moment to see what sort of elasticity the spring/shock
combo could muster. Well bugger me, there was a great big
yawning moment as the wheel dropped out from under the guard
18s look good but
and revealed the coil and axle in the same are crap off road.
sort of fashion you’d expect from the back
end of a Patrol. That’s good because it keeps
wheels planted on the ground and forward (or
reverse) motion preserved before you have to
trouble either traction control or the diff-lock.
The Navara’s suspension is what TJM
call their XGS4000 series, and it’s a complete
replacement kit for the front struts and coils,
and in the rear, the coils and shocks get to make way for the
new gear. To get the maximum effect out of the rear end, TJM
recommend replacing the Panhard rod with an adjustable one.
There was an inspiring moment or two at a granite outcrop
on the track where I decided to take on a traverse that really
didn’t exist with lots of steps and awkward changes of direction
necessary to get onto each section.
With low range first gear locked in and a bit of two-foot
driving, right foot barely on the accelerator and left foot caressing
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QUICK DRIVE: TJM NAVARA ST-X
the brake for the moments going over a ledge and restricting
the brief decline, I tippy-toed my way up and around and over in
both directions. Amazingly the ramp-over angle didn’t register
a touchdown telling me underbelly clearance was good despite
the lift in the kit providing only a claimed 40mm of extra daylight.
Doesn’t seem like much but it obviously helps.
I did manage a touchdown though on the rear step bar and
left some Shale Grey bark behind on the rocks when I’d turned
too soon. Later on a section of washboard ironstone marbles at
80km/h in high range, there was a fair old transfer of corrugations
through the suspension and into the cabin, but I’m putting that
down to the wheel and tyre combo again, the sidewalls not flexing
enough to soak up the bumps. I reckon I could have tuned that out
with a 20 percent reduction in pressure.
The rear coils were rated at the heavy end, the 600kg constant
load capacity that TJM offer (there’s also a 150kg for a modest
carrying capacity or a 350kg intermediate version). If I were buying
for myself, as my weights are up and down like a yo-yo, I would
have opted for the 350kg spring to maintain some ride quality.
However this set-up demonstrated to me that heavy springs can
still be compliant on a range of surfaces. As for the rest of the fitout
it was a quality piece of kit. So was it improved?
The answer is obviously yes, for while Nissan has devoted a
fair chunk of R&D on the suspension revision, the aftermarket can
still extract that little bit more and that my friends is a good thing
in building a better D23 or anything else!
Back to main menu
OPINION: DAVID WILSON
David
wilson
The great towing lie.
I’m driven to write my piece
this time about one of the great
untruths of the new vehicle
industry, and that is the wildly
optimistic claims of wagons
being able to tow 3,000kgs and
utes 3,500kgs. I step in and out
of new vehicles almost daily and
from every manufacturer, so what
I’m about to say I can confidently
apply to every single one of them.
Standard suspension is rubbish,
engine power mostly asthmatic,
transmissions and tyres underspec,
rear drum brakes on utes
feeble and the tow weights
quoted are so far removed from
a safe reality it’s not funny. What
set this in motion was a phone
call from a client late last year
who was bitterly disappointed
with their ute’s performance
(one making great claims about
towing ability) and looking for
advice on how to improve his
situation. The ute was on its third
new automatic transmission at
only 45,000kms old and needing
a fourth. I wish I could divulge the
maker, but for reasons of privacy
and not wanting to interfere in the
outcome of a pending warranty
claim I can’t spill the beans.
In a nutshell, he’s selfemployed
in the building industry
and tows a tandem trailer that
hauls up to 2,500kgs; the loads
vary from day-to-day, a fair old
load, but well within the claims
the maker suggests.
Now the bloke in question is
no dummy. He and his wife spent
a lot of time researching how
they were going to spend their
hard-earned $50,000+, wanting a
vehicle that could haul the load
reliably and deliver on some 4WD
trips away in good comfort, the
classic dual-cab promise.
So after following the towing
advice in the owner’s handbook
(yep some people do read them)
to the letter he discovers his
first transmission is fried in
quick time. A combination of
gently undulating hills and flat
ground (they live and work in
a mainland capital city), stopstart
traffic and the odd highway
run, cooks the transmission
with a load 1,000kgs under
the suggested maximum. So
transmission number two goes
in, and the franchised service
centre gives them a pep talk on
technique, just in case the owner
is aggravating the situation. Bad
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OPINION: DAVID WILSON
luck about the first, perhaps a
manufacturing fault caused its
demise, so number two should
rectify the situation. Nup. A
few months later transmission
number two goes into meltdown,
won’t hold gears, starts hunting
up and down its range and then
stops, mightily embarrassing
for all concerned. Back to the
dealer it goes, and now there’s
some serious discussion about
why this has happened again.
There’s lots of finger-pointing, but
no recognition/admission that
heat has likely caused this and
a big cooler is what’s required.
So out it goes with yet another
new transmission and hello, six
months later we’re back and
busted once more, transmission
number three is toast.
I had a transmission
specialist once tell me that heat
kills 90% of auto transmissions
and sometimes scarily quickly.
Apparently for every 15°C
increase in temperature above
80°C the life of the transmission
oil is cut in half and the stock
pathetic cooling system
employed in many automatics
can barely cope when the vehicle
is operating in modest ambient
temperatures, let alone what
happens when towing and in
summer! Get a transmission
to 150°C, and the ATF (auto
transmission fluid) might last
barely 1,000 to 1,500kms!
“With yet another
transmission destined
to find its way into this
impossible situation
the couple, now with
little faith in the vehicle,
are weighing up their
options.”
All the while our builder friend
found the ride disconcerting, as
the vehicle had a distinctly noseup
attitude with bum dragging
on the ground when towing.
After getting into a death-wobble
one day, he recognised that
the suspension was woefully
inadequate and bit the bullet on
a reputable aftermarket kit, front
and rear.
Thankfully the advice was
good there, getting exactly
the right rate springs for the
imposed loads (and not going
down the path of a Band-
Aid fix with airbags or weight
distribution hitches as some were
recommending) and shocks that
truly could dampen and flatten
the ride and keep the vehicle’s
profile at the right attitude.
What’s wrong with the Band-
Aids I hear you ask? How about a
broken chassis for a start!
If the suspension is crook
from day one, there’s no point
polishing that turd. If you
intend doing anything other
than carrying tiny loads and
running around town it should
be replaced. Same rule applies
to tyres and with the 30,000km
young OEM tyres starting to look
pretty threadbare, more money
was outlaid on decent light-truck
rubber with a proper load index.
Tyres now fixed.
With yet another transmission
destined to find its way into this
impossible situation the couple,
now with little faith in the vehicle,
are weighing up their options.
Install a big cooler and hope it
fixes the issues, or buy a medium
truck with a proper payload and
forgo the 4WD opportunities the
ute would’ve delivered for their
lifestyle? If they sell, they’ll cop
a big hit in depreciation and lose
Need to tow a big van? Perhaps
you really need one of these...
the benefit of the suspension and
tyre upgrade. There’s no winner in
this story.
And then there’s the folk who
don’t know anything about this
towing stuff, or how inadequate
their new ute is for towing. Lulled
into a false sense of security by
the manufacturer’s tow rating,
they buy the biggest caravan
they can get for their retirement
lap of Australia. They then
unwittingly, because precious few
people understand GCM (Gross
Combination Mass), start loading
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OPINION: DAVID WILSON
everything and the
kitchen sink into the van
and chuck a tinny on the roof of
the car, on the off chance the fish
will be biting at that river in the
brochure.
Now, let’s talk about torque.
When you’re all towed-up and
on the lap doing a big transport
stage with plenty of kays to eat
up in a day the last thing you
want when overtaking that big
semi is to be left in the breeze,
foot flat to the floor and willing
that motor to hurry the fuck up!
The bigger the torque
output, the better, but having
that available between 1,000 to
2,500rpm is best most of the
time and some do it better than
others. I’ve often been surprised
that some of the four-cylinder
diesel utes we drive will tow as
effectively as a V8 powered 70
series Land Cruiser ute.
The other part of this
equation is gearing. All modern
vehicles are geared tall for
greater fuel efficiency and less
engine speed, except the same
70 series V8s which really need
a six-speed gearbox in the
highway stakes. By the time
you put a slightly bigger wheel
and tyre combo on and up the
gearing ever so slightly, your once
greyhound around town is now
an old dog ready for the vet. With
that big tow load on the back,
your paltry 400-450Nm of torque
is nowhere near enough to get
things going when that overtaking
moment arrives.
I’ve told anyone who’ll listen,
that the first manufacturer who
can truly engineer these failings
out of their 4WDs and offer a
vehicle that is right from the getgo,
will smoke the opposition
who are stuck with their heads in
the sand and drowning in the selfbelief
that they’ve got it right.
Right now, the best the
vehicle makers can serve up to us
as an improved version of their
steed amounts to nothing more
The full size North American utes are steadily
gaining sales traction in Australia. Why?
Because the buggers can tow serious loads
without blowing their poofer valves.
than some black
paint and a sticker or two!
If I’ve got your attention now
why don’t you really focus your
mind and read Brendan’s article
about GVM, in what has to be
the most comprehensive piece
written about the subject ever.
Check it out here and prepare to
be amazed.
Back to main menu
LOADED4X4.COM.AU
LOADED 007: FJ CRUISER
Smooth
BREW
By Steane Klose
LOADED4X4.COM.AU
LOADED 007: FJ CRUISER
The best part of shooting 4X4s for the magazine is the
people you meet. Sav, the owner of this FJ Cruiser, is a man that
likes his cars, his coffee and getting away from the city during
his very limited time off. Sav is a fishmonger who works with his
dad in the family business at the Queen Vic Market in Melbourne,
which means long hours, really early mornings and lots of coffee.
Working hard should always mean that you get to play hard, and
for Sav, cars are front and centre on that score. In addition to the
FJ, he’s got an 11-second Monaro that he uses for the Sunday
morning milk run.
How did a fella with an 11-second street machine get into
off-roading and 4X4s? Well, Sav had a blue Tonka truck when he
was a kid (hold that thought), and a little later his mate bought a
4X4 and a little further down
the track, Sav bought his
own HiLux. The HiLux was
responsible for really piquing
his interest in 4X4s, and that
bloke with a beard and a green
truck, sealed the deal. Roothy
DVDs (remember those?) got
Sav interested in the old FJ40s
and Sav, being quite a bit
younger, parlayed that interest
into an FJ Cruiser build. The FJ
is of course, Toyota’s ‘modern
interpretation’ of the old FJ40.
Just so happens the FJ he
chose was blue, making this
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LOADED 007: FJ CRUISER
a story that starts, and for the
moment at least, ends with a
blue Tonka truck, and it’s got the
Tonka badges to prove it.
Toyota no longer makes the
FJ Cruiser, and it never sold in
great numbers in Australia. For
those that don’t know, the FJ is
pretty much all Prado under the
skin, and that means straight
off the showroom floor, it’s got
game out on the tracks. Under
the bonnet is Toyota’s 4.0-litre V6
VVT petrol engine – it was the
only engine available in the FJ –
and this fact alone would have
kept a lid on interest in Australia.
It shouldn’t have, but we’re all a
little blind when it comes to what
powers our 4X4s in this country.
I caught up with Sav on a
recent day trip to Bunyip State
Forest in Victoria, a trip that
featured a line up of serious
off-road machinery that we’ll be
featuring in future issues. But it
was coffee that got me interested
in this FJ and its owner. Oh, and
the colour. Some colours pop in
pics, and the FJ’s blue is one of
the best.
When you’re running up and
down hills (mountains) shooting
1000s of pics, just the idea that
a coffee and a five-minute break
is possible, keeps you going.
Sav was packing coffee and was
hell-bent on punching a couple
of cups out, and while it never
happened – we were too busy
– it got us talking, and I soon
found myself sitting in the best
riding 4X4 I’d ever sat my butt in;
seriously. Forget farting on the
couch; this FJ is as close as it
gets to riding on a cushion of air.
It glides over serious potholes
so smoothly, it leaves your brain
scrambling to work out where
the jarring impact you were
expecting went. You have to force
yourself to adjust to the quality
of the ride and stop tensing in
anticipation of the feedback from
each obstacle the FJ glides over.
Towards the end of the Bunyip
trip, we tackled a long, steep,
rutted and muddy hill climb. It
had beaten two standard Patrols
and was as rough as guts, but
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LOADED 007: FJ CRUISER
Sav’s FJ glided up. Honestly, we
could have both been drinking
a double shot espresso and not
spilt a drop, and for the life of me
I can’t work out why we weren’t;
just another lost opportunity
along the road of life.
The secret to this smooth
riding FJ is, of course, its
suspension, and it took Sav some
time to get it dialled to his liking.
The big-ticket mod is a full set
of custom Kings off-road racing
remote reservoir shocks. Sav
originally bought the King’s gear
off-the-shelf, but he packed it all
in a suitcase (seriously) and flew
up to Queensland to have Brad
from King Shocks rebuild them
to suit his specific requirements.
In addition to the Kings gear, Sav
has fitted a Superpro diff spacer
kit that lowers the front diff
30mm, enough to keep the CVs
playing nicely, which combined
with some adjustable upper
control arms, makes a 4” lift with
85mm of down travel possible.
The rear axle has been hooked
up to a set of King’s shocks
sporting 738mm open lengths
and 512mm compressed lengths.
Working in combination with a
set of Icon ‘Slinky’ long travel
springs, 50mm longer sway bar
extensions, offset control arms
and an adjustable Panhard rod,
the FJs rump has maintained
stock up-travel and gained 75mm
of addition down-travel.
“Forget farting on
the couch; this
FJ is as close as it
gets to riding on a
cushion of air.”
Sav’s currently running 35”
Mickey Thompson tyres on a set
of 17X8.5” Walker Evans racing
wheels that he’s imported from
the USA, and he’s had both diffs
rebuilt and re-geared to suit the
larger diameter wheels.
A 127-litre long range tank
has been fitted, in addition to
the factory 72-litre tank, bringing
total fuel capacity up to around
200-litres.
Up front there’s an ARB
Deluxe bullbar in silver, that’s
fitted with a Warn XD9000
electric winch and synthetic
rope. Sav says the silver bullbar
is a ‘classic FJ thing’, much like
the white roof. It hasn’t stopped
him contemplating hitting the
Above: That’d be the ‘recovery
gear’ drawer, not the ‘pantry’
drawer. Left: 4.0 petrol V6
Below: The FJ loves lifting
wheels but that doesn’t stop it.
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LOADED 007: FJ CRUISER
FJ with a full blackout makeover
(except the roof) as part of an
end of build refresh, which might
really be a mid-build change of
direction, ‘cos these builds never
really end.
Sav’s preferred type of
off-road adventure is touring.
Bouncing over rocks isn’t his
thing, although the FJ made
it through the rocks at Bunyip
mostly unscathed. A couple
of those Walker Evans alloys
copped a few scrapes but I hear
they make excellent coffee tables
when their time is up.
With touring being his focus,
Sav has decked the FJ out to suit.
The rear drawers are custom built
by Sav & George Fabrications
or in other words, at Sav’s place
with the help of a mate. They’ve
been designed around fitting two
essential items, the Engel fridge
and a Webber Baby Q. There are
two big drawers, one is a pantry,
and the other is where Sav keeps
a basic set of tools and some
recovery gear.
As with any well set-up tourer,
12-volt mods are plentiful. The FJ
runs a dual battery system that
is managed by a Redarc smart
charger. The second battery runs
the Engel and is hooked into an
inverter that can supply 240 volts,
which is just the juice needed to
power a decent coffee machine.
Sav’s replaced every interior
globe with LEDs and fitted an
LED headlight upgrade, LED
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LOADED 007: FJ CRUISER
spotties and a curved 50” LED light
bar mounted on the roof. Much of the
LED gear has been supplied by Stedi.
External shelter from the elements
is provided by a Darche 270 degree
awning. Rain, hail or shine, there’s a
place to sit and ponder the next mod.
Where Sav’s FJ goes from here
is anyones’ guess. He was getting
serious about selling it and buying
a Wrangler shortly after this shoot,
but he worked out what he’d done to
the FJ and settled back down again,
sort of. There was also some talk
about it being dropped around to
Double Black Off-Road along with
the instructions, “go USA on it” which
presumably would end with Sav
getting back a blacked out, crawler
style comp truck. That could be cool.
I know that I’m regularly meeting
people who regret selling one of their
trucks, only to spend years and shed
loads of money trying to make the
ones that come after better, often
without success. Thanks for showing
us your FJ Sav!
Sav could be persuaded to sell. If
you’re interested you can contact
him at mrsavs@gmail.com
Back to main menu
DESTINATIONS: HIGH COUNTRY
HIGHCOUNTRY
WITH THE I-VENTURE CLUB
Words and images by Steane Klose
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DESTINATIONS: HIGH COUNTRY
Is the Victorian High Country one
of the top five 4WD destinations in
Australia? I reckon the answer to that
question is a resounding ‘yes’.
I’ve been fortunate enough to have made numerous trips to
this part of the world, and it lives up to the hype, quite literally
having something for everyone. You can dial up the type of offroading
that you want to experience, from relatively easy touring,
right through to truck breaking madness. The choice is yours, and
whichever way you decide to cut it, the scenery will never fail to
completely astonish you.
If you’re an Isuzu 4WD owner (new or old), you don’t need a
bunch of mad mates to visit places like the High Country. You can
instead, sign up for one of Isuzu’s I-Venture Club (IVC) multi-day
trips, just make sure you get your foot in the door quickly, as they
book out within hours of being announced. I’m guessing the best
way to keep up to speed regarding upcoming trips would be to
subscribe via the I-Venture Club website.
Now, I know a bit about the I-Venture Club for a couple of
reasons, chief among them being the fact that Loaded 4X4’s
David Wilson is the face of the I-Venture club and because I
attended an Adelaide I-Venture Club course – held in the Barossa
Valley – back in late 2016.
The I-Venture Club is all about getting Isuzu owners off the
bitumen, teaching them how to operate their 4X4s and giving
them that first push towards the adventure that this type of
vehicle puts at their fingertips, should they choose to accept it;
and it seems many do. Where the one-day Adelaide I-Venture
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DESTINATIONS: HIGH COUNTRY
Club experience gave owners a
complete understanding of their
Isuzus and how to operate them
off-road, the four-day High Country
trip adds daily destinations and a
real chance to get to know your
vehicle as well as your fellow
I-Venture Club attendees.
This trip was interesting in that
there was a mix of Isuzu owning
IVC customers and motoring
journalists. Whatever you do, don’t
let the attendance of a handful
of media blowhards put you off
one of these trips, I can assure
you they’ll mostly, with the rare
exception, have less of an idea
about 4WDs than any of the Isuzu
owners in attendance.
Speaking of rare exceptions,
we were lucky enough to have
Carlisle Rogers attend this
trip, and there’s no arguing his
credentials. You may know
Carlisle from his 4WD Touring
magazine and television series.
We’re more than happy to give
Carlisle a plug because he lives
and breathes quality content,
and that’s something we respect.
Carlisle rolled into Bright, the
meeting point for attendees on the
first day, in his recently finished
custom D-MAX called Shadow. If
Above: They’ve got no idea
where they’re going. Below:
David explaining the Isuzu
drive system. Bottom: Vic
doesn’t like prickles much.
Carlisle Roger’s fresh
D-MAX build ‘Shadow’.
you’re planning a D-MAX tourer build, there is plenty that Carlisle
can teach you, and if you happen to bump into him, ask him about
his upright fridge and how much easier it makes life on the road.
Our trip leader or guide was Mr Vic Widman. Vic is a wellknown
and respected 4WD driver trainer, tag along tour leader
and owner of Great Divide Tours. He’s also a disarmingly funny
man and try as you might to resist - and I did resist – he’ll find
a way to punch some mirth through your morning fog. Riding
shotgun with Vic was our David. David is the I-Venture Club
driver trainer, and he kept the convoy on the straight and narrow,
regaling them with regular UHF banter that included driving tips
and terrain observations. He also jumped between vehicles to
assist the Isuzu owners through some of the trickier sections.
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DESTINATIONS: HIGH COUNTRY
Day 1: Bright to Blue Rag
The adventure kicked off in beautiful Bright, the gateway to
Mt Hotham and like many of these Victorian alpine region towns,
it’s one of those picture postcard perfect kind of places. Lunch
was followed by a short drivers’ briefing, and then we pointed
the noses of around 14 Isuzu 4WDs towards Mt Hotham. The
sealed road up Mt Hotham is a never-ending series of curves and
switchbacks, with the kind of steep drop-offs you’d expect to find
on a serious mountain. It’s deer country as well, so keep your
eyes peeled for those elusive Sambar. There are millions of them
in them there hills apparently.
The road straightens out a little as you near the summit, and
we pulled into a lookout area that provided million-dollar views
back over the northern side of the mountain.
Soon after leaving the lookout, we were onto the dirt for the
first time, as we headed south towards Blue Rag Range Track.
We stopped briefly to air down to 20psi before turning up what is
arguably the best-known track in the High Country. Blue Rag isn’t
difficult for the experienced off-roader, but there are some tricky
sections that can get the blood pumping and the climb to the Trig
Point lookout can be unnerving for the first timer; 1700m dropoffs
on either side of the track can have that effect!
The Blue Rag Trig Point. Click on
images to the left to see the climb to
Blue Rag and the view.
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DESTINATIONS: HIGH COUNTRY
Once you’re up at the Trig Point, the view soothes away any
reservations you may have had about the drive in and - hopefully
- gets you pumped for the return journey, which for us was a
case of retracing our steps back to Bright. There were one or
two sections on the way out of Blue Rag that, depending on your
wheel placement, had the traction control working hard in both
the D-MAXs and MU-Xs, but in stock form and on stock rubber,
they made Blue Rag look easy.
Day 2: Bright to Mansfield via Buckland Valley and
Lake Hovell
The second day was the easiest of the four and a chance
for those flustered by the Blue Rag climb to have a bit of a relax.
According to Vic, a lot of the places we were visiting today had
Above: A couple
of custom D-MAXs
posed near Lake
Hovell Right: Vic on
the attack outside Mt
No3 Refuge Hut.
Aboriginal names, all of which
meant ‘the meeting of two rivers’.
You’d think Vic would know,
wouldn’t you?
Anyway, we toured the
Buckland Valley. Drove a track
that followed the powerlines at
Mt Buffalo. Had lunch at Lake
Hovell and drove back up through
the mountains to visit a couple
of renowned cattlemen’s huts
(including Tomahawk), before
heading into Mansfield for the
evening and we did it all without
seeing two rivers even get close to
each other.
The driving was easy, and
those 4JJ1 Isuzu turbo-diesels
barely broke a sweat, making this
the perfect ‘cool down’ day.
Day 3: Bindaree Falls,
Bindaree hut, Bluff hut and
Sheepyard Flat
Day 3 found us on the
infamous Circuit Road that runs
around Mt Stirling. As the name
implies, it circles a mountain,
and its infamy is derived from
the perception that you seem to
spend a lot of time circling that
Left: Bindaree Falls is a great place
to cool down on a hot day.
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DESTINATIONS: HIGH COUNTRY
mountain in this particular neck of the woods.
All of the circling is worth it though, as, like
us, you’ll arrive at places like Bindaree Falls
- do not drive past without taking a look –
and Bindaree Hut further down in the valley.
Bindaree Hut guards the entry to 16 Mile Jeep
Track, which climbs 1,650 metres up to Bluff
Hut, which just happens to be my favourite
High Country hut. It oozes High Country
charm, and a short walk over the road is an
escarpment that you can perch yourself on
and take in some breathtaking views. You
could do a lot worse than spending a night in
this spot.
As we left Bluff Hut, an old Land Rover
Perentie arrived, and if you know your 4X4s,
you’ll understand the Isuzu connection. These
old Landys were unique to the Australian
Army and have only recently been auctioned
off to the public. The reliability of their truck-
derived 3.9-litre 4BD1 Isuzu diesel engines is the stuff of legend.
They are quite possibly the first melding of a 4WD vehicle with an
Isuzu truck engine, and it’s a formula that continues today with
the Isuzu N-Series truck derived 4JJ1 3.0-litre diesel powering
both D-MAX and MU-X. The Isuzu owners that I chatted with over
the course of this trip revealed that it was ‘that engine’ and its
reputation for reliability that sold them on the brand.
From Bluff Hut we descended to Sheepyard Flat and from
their back out onto the bitumen for a short drive into Mansfield.
Line-up outside Bluff Hut.
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DESTINATIONS: HIGH COUNTRY
Day 4: Mount No3 Refuge Hut, Monument Trail and
Craig’s Hut
The final day of this I-Venture Club adventure began with a
drive back into the Mt Buller/Mt Stirling area. This time we wound
our way up Mountain No3 – which according to Vic was next to
Mountains No1 and No2 – to the Mountain No3 Refuge Hut, before
heading out and back down to the Circuit Road, which we followed
around to Monument Trail. Monument Trail is the harder of the two
ways to get up Mt Stirling to Craig’s Hut.
Monument is steep, and there are a handful of rocky sections
that keep the drive interesting, especially for factory stock vehicles
that don’t have suspension lifts and rock-sliders to protect the sills.
The hardest section – a narrow low-traction piece of track bordered
by rocks on one side and track wall on the other - was tackled with
the aid of a spotter and put the Isuzu traction control to the test.
This is the type of track that so many inexperienced 4WD owners
would never dream of attempting on their own. It’s also the type
of track that David’s expert guidance can turn into a fist-pumping,
remember forever, experience.
The prize at the end of Monument Trail is, of course, Craig’s
Hut. Undoubtedly the High Country’s most popular hut, it’s also the
one imposter, as it was never built to house High Country stockmen
in winter storms. Craig’s Hut was constructed as a prop for the
1981-82 The Man From Snowy River film. It was later lost to a
bushfire in 2006 and subsequently rebuilt to be re-opened to the
public in 2008. Does that make it a replica of a replica? You can
drive around Mt Stirling for hours and feel mostly alone, only to turn
up at Craig’s Hut to find the carpark – it’s a big one – bursting at
the seams. It’s just one of those places. From Craig’s Hut, it was a
relatively easy drive back down to Circuit Road and the entrance to
Mt Stirling, where we aired up and said our goodbyes.
The takeaways from this trip for me were three-fold. Firstly, the
High Country never gets boring – ever. Secondly, every trip away
is as much about the people as it is the destination, and Isuzu
owners are in my experience, an interesting and down-to-earth
bunch. And thirdly, Isuzu has some serious faith in its product.
Isuzu is the only manufacturer that offers driver training days and
multi-day destination trips, and in doing so, it’s putting its product
under ongoing scrutiny in a variety of difficult conditions across the
country, often with a media contingent present. If you own an Isuzu
and want to know more about the Isuzu I-Venture Club and their
upcoming events, head over to their website.
Back to main menu
OPINION: RAY CULLY
Ray
That’s Ray’s GQ but
that’s not Ray Cully.
cully
Who is Ray Cully?
Sitting in pride of place on
top of my toolbox was a crisp
new brochure with a picture of
a flash new GQ Patrol wagon
on the beach at sunset. Every
time it caught my gaze, I’d smile,
distracted from the mundane
grind of swinging spanners and
fixing everyone else’s car woes.
My fiancé patiently put up with
me visiting the closed Nissan car
yard every Saturday on my way
home from work for months… so
that I could stand and daydream
about all the fun, we could have
and new-found freedom we could
explore together… Yep, I had
to have one! From my earliest
memory of constantly playing
with my Hotwheels model cars to
spending all my time after school
hanging out in car yards; I was
obsessed with cars. I dreamed of
a Track Red GTHO Phase III, crisp
Ermine White 350 HT Monaro,
a Hemi Orange RT E49 Charger
or the newer Jasmine Yellow
SLR/5000 or that awesome
hatchback the A9X with an
L34 engine option… finished in
Aquarius Blue.
These were quintessential
mechanical muscle machines;
the engineering principles were
simple - if you needed more
power, you just added cubic
inches. From my sixteenth
birthday, time tortuously slowed;
months were years, weeks were
months and days felt like they
would never end… I suspected
cars would become obsolete
by the time I completed my rite
of passage and obtained my
license. I think I accumulated
more hours behind the wheel
in my first twelve months than
most do in five years. Friday
night - pub, band and screaming
conversation with my mates?
Yeah, sure whatever. But a full
tank, latest soundtrack, and keys
in hand… I was out of there! It
wasn’t about being anti-social,
I enjoyed the serenity of being
lost in my own thoughts. I love to
drive, always have - always will.
I’m happiest when I’m behind
the wheel. I was more about
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OPINION: RAY CULLY
the enjoyment of the drive as
opposed to showing off in the car
and gravitated toward race clubs
and drive days on closed circuit
tracks and even into competitive
driving events.
But then I met a girl. A girl
with a dad who preferred the road
less travelled. Yes, it was time for
my first 4WDrive outing!
I vividly remember a bunch of
teenagers; sardine squeezed into
the back of a Toyota 55 series
wagon – man, that was one ugly
vehicle! Driving down onto a
beach which resembled a fourlane
highway and was just as
hard, no problem. But getting out
to air DOWN the tyres?
Had her dad lost his mind? He
wanted to drive this behemoth of
a vehicle on flat tyres, seriously?
I began to question this family’s
sanity. Was I the only one
seeing this action as irrational?
Remember, I was a blacktop
purest with no exposure to what
lies beyond the well-formed kerbs
of tourist lookout car parks.
Seeing my dubious
expression, I got invited to ride
shotgun. “Great,” I thought, “I’ll
get to see first-hand the stupidity
of our unfolding predicament as
we get this vehicle hopelessly
bogged and spend the rest of the
day trying to free it from the vicelike
grip of the soft sand.”
After all, any idiot knows
that a heavy vehicle will sink
without nice solid bitumen or
concrete under its tyres. I’d
already suffered the pain of
dropping a tyre into soft sand
when I unsuccessfully attempted
a three-point turn on a narrow
country road. It wasn’t something
I wanted to repeat unnecessarily.
“As my hand nervously
hovered over the door
handle, I wondered
should I tuck and roll
or stay, gambling that
I would survive this
surreal event.”
Back to the 55 Wagon with
flat tyres, Dad said with a happy
grin, “Time for low range”.
Noticing this vehicle had two gear
levers, its cool factor climbed
considerably, but not enough to
have me believe it could bend the
laws of physics.
Then, horror of horrors, he
selected THIRD gear – “Oh lord
does this man know anything?”
Expecting a big bunny hop
and the engine to stall, I was
gobsmacked as we moved off
effortlessly and the big 55 moved
its way slowly along the beach
like some prehistoric creature
trundling toward the valley
between two large dunes. Seeing
the sand slowly turning from
smooth compact ground to soft
powder, I closed my eyes and
waited for the vehicle to inevitably
grind to a halt. I wondered how
many shovels we’d need.
As the engine began to labour
slightly, my smug, self-righteous
adolescence attitude must have
been showing, as that crazy
fool tapped me on the shoulder
pointed to the top of a steep soft
dune and maniacally grinned,
“That’s where we’re headed.”
As my hand nervously
hovered over the door handle, I
wondered should I tuck and roll
or stay, gambling that I would
survive this surreal event. How
on earth will this lump of lard
crest that dune like a search and
rescue boat on high seas? “OMG!
He’s going to kill all of us”, I
swung abruptly, expecting to see
Ray never travels alone.
my panic reflected in the back
seat. The fools were oblivious
to their imminent doom; happily
chatting and admiring the view.
The 55’s nose began to lift,
there was a bump from the rear
wheels, and we began the ascent.
Like a plane leaving the tarmac,
we were committed to the climb.
Ever steeper, the beach fell away,
the sand tilted and there was
nothing but pure blue sky visible
in the windscreen.
I could no longer hold back,
yelling “Oh my lord” just as the
LOADED4X4.COM.AU
OPINION: RAY CULLY
That’s Ray Cully!
55 lurched forward and settled
to rest at the top of the dune.
Naturally, I completed my
sentence, “Oh my lord… that was
awesome!” No-one guessed
how close I had thought I was to
death. But what I didn’t recognise,
was that I’d just been bitten by
the 4WDrive bug!
From my first cheap bunky to
that flash rig adorning the top of
my toolbox I was officially a 4WD
nut. My heart burst with pride as
my fiancé, and I picked up the
keys to our brand-new TI Patrol
wagon finished in black over
charcoal with grey leather. What a
rig! Only bettered by a fully loaded
HSE Discovery 4 many years
down the track.
I eventually left the tools so
that I could work on my vehicles
as a hobby, not a familiar chore.
And I found the pleasures
of creative outlets such as
photography and writing.
As a freelance writer, I’ve had
the privilege to work with some of
the biggest names in the industry.
For nearly two decades, I’ve
enjoyed spending time with many
different types of 4WDrives from
reviewing the latest offerings
from manufacturers to sharing an
owner’s passion and enthusiasm
for their unique custom rigs.
I’ve met some truly amazing
individuals along the way,
particularly on a leisurely lap
around our big island. I’ve
always found that no matter the
generation, gender or background
of a 4WDriver, we all share a
passion for our vehicles and the
enjoyment they bring to explore
and experience areas we couldn’t
otherwise visit. 4WDriving
in Western Australia offers
spectacular places to visit and
rewarding tracks to drive. Plus,
I will proudly say that us West
Aussies can be a clever bunch
– and we can create some great
products, with smart design and
quality manufacturing.
I’m looking forward to sharing the
best of WA. They say WA stands
for Wait A while, but hey what
better way to unwind than to kick
back and wait a good long while
somewhere special?
Keep the wheels rolling.
Back to main menu
SPECIAL FEATURE: OUTBACK WA
OUTBACKWA
The need for change
By Ray Cully
LOADED4X4.COM.AU
SPECIAL FEATURE: OUTBACK WA
As four-wheel drivers,
there’s nothing more we enjoy
than investigating a new track,
developing our driving skills or
tackling challenging terrain to find
or revisit special and memorable
places that have left a profound
mark on our adventurous souls.
Mother nature can provide
some of the most picturesque
and breathtaking vistas
guaranteed to soften even the
hardest of travellers. I remember
meeting a big, weathered fella
with a deep voice and steely gaze
- I had him pegged as ex-special
forces and as tough as roadkill
baked at 50°C for a month.
Turned out he was a normal
bloke, albeit a bit gruff and
intolerant of idiots.
But he was about as tough
as marshmallow dripping on the
campfire when he told me about
his favourite getaway. “The sheer
rugged beauty of this place was
a feast for the eyes; every turn
of the head revealed another
rich and colourful backdrop. No
matter
where you
looked, the chaotic
composition of hills, trees, rocks
and streams or towering cavern
walls was in perfect balance
with the rest of its surroundings.
This was one of mother nature’s
best art galleries, and l was a
privileged visitor”.
His quiet passion and
profound respect were obvious;
“I’m not what I consider to be
an emotional bloke. But I felt
my eyes tearing up as I left, I’m
not sure if it was the sadness of
leaving, like saying goodbye to a
close friend, or the subconscious
realization I was leaving what
felt so right and natural only to
rejoin what seemed more like a
virtual life filled with electronic
enchantment and deadlines”.
I was again left reflecting
we are only custodians on this
magnificent planet, and it’s more
than just our duty to protect the
land. It’s vital we can occasionally
immerse
ourselves in
peace and serenity
to break free of
those stress tendrils
that entwine every muscle fibre
with all the pressures of our daily
city routines.
“Fundamentally, anyone
running an Outback
Station in WA must earn
the majority of their
living from cattle or
sheep.”
I’m sure all of us have
experienced the wonder of
detoxification when camping
under the stars. And been angry
to arrive at a campsite to find
previous visitors had no respect,
leaving toilet paper streamers,
Image by Kerry Trapnell
empty cans, broken
glass and mounds of black
charcoal everywhere but in the
fire rings? But, as we cleaned up,
did we spare a thought for what
needs to be done to repair years
of neglect and inappropriate
usage to return the whole
Outback to good health? Did you
know antiquated laws remain
in force defining the usage of
pastural lands in accordance with
the demands and requirements
of the 1800s. Fundamentally,
anyone running an Outback
Station in WA must earn the
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SPECIAL FEATURE: OUTBACK WA
majority of their living from cattle
or sheep.
The pastoralists who work
the land don’t own it – they lease
it from the government and
therefore have to abide by laws
that are demonstrably ruining the
environment through enforcing
unsustainable land usage
practices. In the early 1900s,
Australia’s sheep population
of around 112,217,000 was
the largest of any country. We
produced as much as 27% of the
world’s wool; probably why they
said: “Australia rides upon the
sheep’s back”.
But when drought struck,
animal numbers began to drop
alarmingly. The 840,000-strong
flock in the Murchison area was
diminished to 250,000 in only
five years as nature enforced
a harsh balance - as surface
water decreases so must the
number of animals grazing upon
the withered vegetation. While
man-made wells can ensure
continued drinking water for the
stock; without sufficient rainfall
to hydrate vegetation the flocks
starve – and in the process of
desperately seeking feed they
remove the vegetation preserving
the very structure of the land.
This is not a newly recognised
problem. By the early 1940s, a
Royal Commission investigation
reported, in some locations,
75% of saltbush and 25% of
acacias were gone, 90% of all
vegetation in other areas had
been eliminated leaving the land
barren, useless and vulnerable to
water and wind erosion.
With each passing drought
period, stocks have declined. All
evidence shows the land is under
stress and can no longer sustain
the volumes of pioneering years.
In the late 70s, the State and
Federal government conducted
a soil conservation study that
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SPECIAL FEATURE: OUTBACK WA
unsurprisingly found the majority
of pastoral rangelands were in
need of rehabilitation if there
was any hope of minimising soil
erosion, further vegetation loss or
the onset of noxious weeds.
A survey conducted by the
Western Australian Department
of Agriculture in the mid-90s on
the Murchison area reported
an area some 1,561 km2 was
so severely degraded it may
never recover its former pastoral
capacity. Of greatest concern is
badly degraded land in the very
fertile areas alongside rivers,
small streams and creeks and
surrounding wetlands, home
to unique and diverse natural
Australian wildlife. Areas such
as these are vital to the ecology
and protecting our overall water
supplies as they filter runoff into
waterways, minimising pests
while maintaining a healthy soil
balance. If there’s one thing any
experienced 4WDriver knows,
it’s if the first line you took didn’t
work, try a different approach.
Repeating the same thing over
and over expecting a different
outcome seldom achieves a
solution. Eventually, a well-worn
track becomes over-used; it
doesn’t matter it used to be the
best way over the obstacles.
With ever diminishing returns
and increasing degradation in
land health, we’ve tipped the
natural balance and consumed
the vegetation at a rate beyond
what the land can sustain,
particularly given shifts in
weather patterns and the slow
growth rate of native species.
“An area three times
the size of Tasmania
has now been
degraded to the point
its productivity and
natural balance has all
but been lost.”
It’s time to take a new line.
The Outback needs people
to survive and flourish, but
pastoralists are struggling
to make a living let alone
undertake the considerable
scale of rehabilitation needed for
adequate land regeneration. They
want to protect and repair the
land they love; they have learned
some historical practices are
simply not viable in the long term.
Old shearing shed on a former pastoral station.
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SPECIAL FEATURE: OUTBACK WA
So why are we making it
so hard by denying them the
opportunity to produce alternative
and sustainable forms of income
from the land? The October
2017 WA Auditor General’s
Report for The Management
of Pastoral Lands in Western
Australia Report confirms, “The
ecological sustainability of
pastoral lands is not adequately
protected by the State’s current
system of land monitoring and
administration. Pastoral lands
have been under threat for over
75 years, and during that time
there has been limited progress
to halt the decline in pastoral land
condition”. An area three times
the size of Tasmania has now
been degraded to the point its
productivity, and natural balance
has all but been lost. So, is there
any return from this point?
Recent initiatives such as
the Indigenous Ranger Programs
are leveraging new technology,
and modern scientific solutions
mixed with a vast experience
of traditional cultural values
and knowhow. These programs
are changing people’s lives and
the landscape they live in by
looking after and maintaining
vital infrastructure and managing
bushfires. The program is also
crucial in the control of feral
animals for the prevention of
wildlife extinctions.
As the action group Outback
WA points out, while this initiative
has been an extraordinary winwin,
the outdated pastoral laws
need to change to support
diversification; to enable
sustainable and profitable
business practices such as
carbon farming or developing
tourism into these areas. Stations
could open up their properties
and allow us to camp and explore
privately managed land.
But is it too little too late, can
we claw back the damage and
rehabilitate this exhausted and
overworked land? Well, Wooleen
Station has certainly begun the
long and arduous process to do
just that.
Founded in 1886, Wooleen
Station is located 700km north
east of Perth in the Murchison
Shire of Murchison. Sitting on
an ancient landscape, it is home
to some of the oldest rocks on
the planet. It covers 36km of the
Murchison and Roderick River
including the nationally important
Image by Kerry Trapnell
Above: Regeneration
in the Mid West.
Right: Feral donkeys
on Mundale Track,
Great Western
Woodlands. Below:
‘Getting behind our
Outback’ supporters.
LOADED4X4.COM.AU
SPECIAL FEATURE: OUTBACK WA
wetland Wooleen Lake.
The Pollock family have
owned Wooleen Station since
1989. After traditionally working
the land for many years, in
2007 they wanted to take
drastic action to try to restore
the heavily over-grazed and
desiccated landscape. While
they were willing to financially
cripple themselves by removing
all livestock to kick-start
regeneration they actually had to
get approval from the Pastoral
Lands Board (PLB) as the law
says you must keep stock on a
pastoral lease unless you get
permission to do otherwise.
It took the PLB twelve
excessively long months to
make a decision. Since then the
Pollocks have battled to restore
a natural balance to the land.
For four years they ran without
livestock. They shut down all
pumping windmills to introduce
the natural balance of water
availability for native inhabitants
such as kangaroos. They built
ponding banks and planted
grasses to replicate natural
systems lost over time.
Today, Wooleen is the
success story many people
Introducing the next
generation to their country.
want to applaud. They’ve been
featured twice on Australian
Story, and their results were
presented to the Federal
Department of Sustainability,
Environment, Water, Population
and Communities. To which they
received a rather basic reply;
You’ve proven it could be done, so
go ahead and keep doing it.
The Pollocks have every
right to feel proud of their
achievements; for the first time
in living memory, the Roderick
river has been seen flowing
clear, clean water void of red
sediment. Wooleen proves
drastic action can bring about
change in a resilient landscape
that eventually fights back. But
it doesn’t mean a short period of
recovery will permit a return to
heavy pastoral land usage. While
running livestock can be a part
of a diversified and sustainable
approach it cannot, as the current
laws require, form the majority of
income for all landowners.
The Pollocks have diversified,
and their increasingly beautiful
property is open to visitors, but
their permit will only allow ‘lowkey’
tourism activities to be
conducted. They must continue
Which way - at Murchison
settlement.
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SPECIAL FEATURE: OUTBACK WA
Image by Kerry Trapnell
to try to meet the requirements
of a pastoral lease required
by a government that has
itself reported the historical
approach to pastoralism is not
environmentally sustainable.
Many pastoralists are
struggling to survive and don’t
have the resources to leverage
even ‘low-key’ tourism. Knowing
they are restricted by outdated
laws and without any support to
engage in new initiatives or look
at alternate options, they continue
to apply farming practices that
have proven themselves to be
detrimental to the environment
long term.
So what better cause for the
4WD community to get behind?
While the examples quoted here
are from WA, inspired by the
passionate lobbyists at Outback
WA, the problems and issues
don’t stop at the WA border.
We 4WDrivers can be a vocal
lot around the campfire. We
know a thing or two about the
importance of the environment
we love to explore and travel. So,
it’s high time we put our weight
behind such an important and
vital initiative. It’s simple, protect
and nurture what’s ours, so future
generations don’t look back and
curse our apathetic inaction when
there’s no more mystical and
inspiring Outback to explore.
Make your voice heard and
there are so many winners –
the farmers can move past
the frustration of dealing with
outdated laws; the land can regenerate,
the native wildlife can
survive, the livestock will have
sufficient food; the consumer has
access to good quality produce
and in the ultimate “what’s in
it for me”, the 4WDrivers could
potentially be camping in some
truly amazing locations which
are currently only available to
landowners who cannot provide
you access.
Make your voice heard, check
out the Outback WA website
outbackwa.org.au and register
your details to help support this
much needed and long overdue
change so the government
finally understand we want these
fundamental issues addressed.
Or to experience for yourself
the benefit of environmentally
sustainable pastoralism check
out wooleen.com.au to book
yourself a stunning station stay
with David and Frances Pollock at
Wooleen Station.
Back to main menu
ZookSPEED
Supercharged!
By David Wilson
LOADED4X4.COM.AU
LOADED 008: SUZUKI JIMNY
Did you read the other day that the Mercedes G-Wagen
is dropping its live front end and intends using IFS in future
versions? Well, there goes another one. Even Blind Freddie can
tell you it’s becoming increasingly difficult to find a true 4WD
these days with live axles front and rear, but folks there’s still
hope from the Land of the Rising Sun thanks to Suzuki.
It’s incredible that the Jimny has been around for twenty
years in its current shape and using the same chassis and
suspension design in all that time. It’s thumbed its nose at the IFS
brigade, and the AWDs of the world (remember my contributions
are SUV excised) that have lost any semblance of 4WD capability
including low range and are simply pretenders.
Not the Jimny and it seems from what I’ve been reading, the
soon to be in production 2019 model will retain a proper 4WD
driveline, and that is cause for much celebration! We’ll make sure
we show you the 2019 Jimny
here in Loaded 4X4 as soon as
stocks land in Australia, but in
the meantime have a look at
this little beauty originally from
Queensland and now residing
in South Australia.
Tim Lindenmayer is an
aircraft technician working
for the helicopter specialists
Babcock Mission Critical,
which sounds very militaryfocussed,
but Babcock works
in transport, mining, energy
and emergency services. It’s
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LOADED 008: SUZUKI JIMNY
a civilian-based business and
global. Tim keeps the SA State
rescue helicopters in the air from
their base at Adelaide Airport
and moved down from Brisbane
in 2017 with his partner Bea.
Tim bought his Jimny in 2016,
a second-hand, black, manual
transmission model that was
new in 2005. Now Tim likes stuff
that’s got some cred and was
attracted to his Jimny because
of the colour, its genuine 4WD
capability, along with rugged
good looks, decent economy
and that a lot of the heavy lifting
in making it better was already
done. The vehicle when he
bought it had undergone a bit of a
transformation with the inclusion
of a 1.8-litre Suzuki Liana engine
conversion complete with an
Exedy heavy-duty clutch kit, a 2”
Dobinson suspension kit and a
wheel and tyre change to Federal
muddies - 235/75R15s.
Now the Liana’s M18A engine
made heaps of difference to the
power because those of you who
have driven the standard M13A
with VVT (variable valve timing)
and especially the auto version,
will know that it won’t win any
traffic light Grands Prix at all.
Here’s the difference – M13A =
62.5kW and 110Nm, compared
to the M18 = 92kW and 170Nm
- that’s a 50 percent increase in
the ponies! The problem with
modifying a 4WD is that when
you inevitably go looking for extra
clearance a taller tyre will appear
pretty quickly on the radar and
any useful increase in diameter
always comes at a cost, and
that’s gearing.
Next time you point the car
at a steep hill on the highway,
it’ll struggle to hold a gear that
before would have worked, and
when off-roading and you point it
at soft sand, it’ll bog down easier
and precious momentum will be
lost. Well, the M18A took care
of that and offered significantly
better driveability, but you know
the saying, “you can never have
enough power”.
Tim thought turbocharging
would do the job and be a simple
solution. Surely someone had
been down that path before? As
a member of the Suzuki Jimny
Owners Forum here in Australia
he put the call out and the replies
were pretty mixed, nothing
conclusive, so supercharging
made better sense.
Getting a supercharger
installed was going to be a pretty
expensive exercise until a chap in
the Forum advertised a pre-loved
kit for sale. The kit was originally
from Bullet Cars in Queensland
who specialise in making kits for
Jimnys using Sprintex products,
and it seemed good value at the
time at around $4,000 along with
extractors and exhaust.
Sadly that value wasn’t
realised as the used supercharger
needed a rebuild and adding
the cost of some installation
issues clocked up some extra
coin. Thankfully those dramas
were professionally rectified
by the guys at One Stop Suzuki
Shop in Nerang in Queensland,
an outfit for which Tim has high
praise. He probably could have
done the work himself given his
engineering ability, but not having
access to a garage nor tools,
dictated the work had to be done
at a shop.
I found the tools comment
an oddity given his work, but he
explained. “The stuff I work on
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LOADED 008: SUZUKI JIMNY
is made in the USA, and those
dopey Yanks are still messing
around with Imperial, and I have
nothing that’s sensibly metric”!
The Sprintex under Tim’s
bonnet is a ‘screw’ type charger,
meaning it behaves a lot
like a compressor, a pump.
Screw-style superchargers do
the compression inside the
supercharger’s housing before
being sending the enhanced
volume into the intake, in this
case at 7psi.
There’s another supercharger
style called ‘Roots’ which you
may have heard of, but are more
complex, sending the air into
the motor at ambient pressure
and then relying on the back
pressure within the motor to
create an initial equilibrium,
before a backflow creates the
boost. Probably the most famous
Roots application was the Bentley
‘Blower’ seen on racetracks in
Europe between 1927 and 1931.
Blow more air in, add more
fuel and instantly there’s more
bang for your buck. There’s a
couple of problems though, one
the age-old dilemma of forced
induction and that is compressed
air gets hot and loses some of its
efficiency (cold air is denser and
richer) and another in Tim’s case
was back pressure on the exhaust
side. The temperature issue was
fixed as the kit comes with an
intercooler but not an air-air one
like you’ll see on diesel-turbos,
a water-air version provides the
solution here.
The exhaust had them
stumped for a while as the newly
installed extractors, and 2.5” pipe
flowed too well, and the engine’s
O2 sensor was swamped and
unable to decipher what was
going on. So that was dumped,
and the original exhaust manifold
and tiny 1.5” exhaust replaced,
winning back the electronic
norms and a sweet running motor
with another huge gain in the go
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LOADED 008: SUZUKI JIMNY
department. A stock M18A
produces 92kW and 170Nm.
Tim’s Sprintex version does a
bit better, try around 135kW
and 225Nm another 30% gain
and with little stress!
So with the horsepower in
abundance now Tim was keen
to sort out the gearing.
“The transformation
is amazing; power is
available everywhere,
no lag, it’s almost like
an electric motor...”
Diffs were swapped, the
manual stockies for those
seen on the autos with a 4.09
value meaning a compromise
was found for the highway and
off-roading.
Tim explains it this way,
“the original Jimny with the
non VVT motor would spin
at around 4,000rpm in fifth
at 100km/h, the newer VVT
models do around 3,200rpm
at the same speed, and mine
is in the middle at 3,500rpm.
Additionally I wanted the
non-VVT transfer case and
gearbox because they are
stronger and provide proper
4WD engagement with a lever
instead of the problematic
vacuum/electronic operated
button 4WD activation. You
always read about Jimny
owners being unable to
engage 4WD reliably because
the system has failed, mine is
foolproof, pull the lever, and
you know you’ve got high or
low range. With the manual
free-wheeling hubs, I can have
the best of both worlds, left
open for best fuel economy
on the bitumen, or locked and
ready for action as soon as I
hit the dirt”.
The transformation is
amazing; power is available
everywhere, no lag, it’s almost
like an electric motor, squeeze
harder on the accelerator, and
the Jimny leaps into action.
Tim likes the ‘sleeper’ form
the car takes now. “I surprise
a lot of people with this car.
Probably the best moment
was taking on a guy in a 200
series Land Cruiser at a set
of lights recently. Despite his
best efforts I totally smoked
him at the fall of the green
light! He had no idea what
Right: That’s the Sprintex
supercharger tucked away down
the side of the engine. It boosts
the 1.8-litre Liana powered Jimny
to 135kW and 225Nm.
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LOADED 008: SUZUKI JIMNY
happened”. Off-road the car
retains its classic capability, lots
of flex when required and the
delivery only let down in extreme
situations by the lack of locking
differentials. “I think the next
development would be ARB Air-
Lockers front and rear as the
guys on the forum seem to favour
these more so than others”.
Tim and Bea have fallen for
their new State and are looking
to investigate the wilds of the
Flinders Ranges and the South
Aussie Outback, and that has
got them thinking that the Jimny
might struggle for range for the
longer trips. As is often the case
with Zook owners, a lack of space
sometimes dictates change. I
asked him what the alternatives
might be, and he said a 200 Land
Cruiser or a 76 wagon would be
obvious and typical alternatives,
but he still hankers for vehicles
with some uniqueness. This will
bring a smile to Editor Steane’s
face as Tim’s most-favoured
option is a Defender 90. Can’t get
much more unique than that and
really it’s just another Jimny but
on a slightly larger scale!
Tim’s Jimny is for sale. If you’re
interested you can contact him
at twindly@hotmail.com
Back to main menu
OPINION: NICK KOTTER
Nick
OPINION: NICK KOTTER
kotter
Mall crawlers...
If you read my column in
issue 001 of this magazine, you’ll
recall that I touched on one of
my pet peeves, the ‘mall crawler’.
Five years ago, the mall crawler
didn’t exist in the four-wheel-drive
world. However, the explosion
of interest in 4X4s has seen this
vehicle type become the platform
of choice for a new generation
of custom car modifiers, and
somewhere in there, the mall
crawler was - unfortunately -
born. For those of you that don’t
know, a mall crawler is a custom
4X4 that is more at home in the
local shopping centre carpark,
than in any genuine off-road
situation. Mall crawlers are
given away by their extreme
suspension lifts, large diameter
tyres, and often but not always -
as the ‘clean’ look is popular - all
of the crap that is bolted to their
roof and bar work. They can
resemble extreme expedition
vehicles, yet rarely see a dirt road,
let alone a tough track. Bright and
shiny, you’ll struggle to find a spot
of dirt on their paintwork, and
forget about bush pinstripes, you
have to go bush to get those! A
dead giveaway that you’re looking
at a mall crawler is a shiny new
set of remote reservoir shocks,
with the reservoirs mounted
where they can most easily be
seen, rather than tucked away out
of harm’s way.
Besides the fact that they are
fakes, like those ‘surfers’ who
used to bolt their surfboards to
the roof of their Sandman, let
me tell you why I have no time
for them. When you modify any
vehicle’s suspension or add
weight to the vehicle, there are
some fundamental basics to
take into consideration, including
suspension travel, handling
dynamics and centre of mass or
the point at which the vehicle can
roll over. All three are crucial to
how your 4WD operates in varying
terrains and ultimately, how safe
it is.
The vast majority of 4WDs
being sold and ‘malled’ are
of the IFS (Independent Front
Suspension) and leaf-sprung rear
solid axle variety, as found under
most of the dual-cab utes. These
vehicles have a limited range
of suspension travel with front
suspension travel being governed
by the upper and lower control
arms and their bump stops in
addition to the safe operating
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OPINION: DAVID NICK KOTTER WILSON
angle of the front driveshafts. The
rear suspension travel is largely
determined by the limited amount
of flex available from the leaf
springs. Vehicle manufacturers
design their suspension systems
to work within a specific range of
up and down travel, that is locked
in by the stock vehicle’s ride
height. Increasing the height of
an IFS front-end in simple terms,
reduces the amount of down
travel (suspension droop) and
increases the amount of up travel
that is available. A 4WD that has
been lifted too high – and this
can be less than 50mm in some
vehicles – can have the upper
control arms sitting on their
bump stops and that’s not good
at all. The result will be a harsh
ride, loss of traction and stability
as well as poor handling both on
and off road. And let’s not forget
that it’s a legal requirement that
at least 1/3 of your suspension’s
arc of operation is made up of
down travel.
Levelling out or raising the
front of an IFS-equipped 4X4
higher than the rear, removes
the factory rake angle that these
IFS equipped vehicles need to
work correctly and fundamentally
alters the suspension’s geometry.
Altering the rake angle by as
little as 20mm can cause serious
oversteer and braking issues.
If you’re keen on building a
4X4 that is safe, nice to drive and
capable off-road, there are, in my
opinion, three rules to follow and
yeah I know rules suck:
“Real off-roaders
know they want more
suspension travel and
can’t easily get it, while
the mall crawler brigade
need more suspension
travel and don’t know it.”
RULE 1 - Limit the amount of
lift so that you retain as much of
the original suspension’s down
travel (droop) as you can, or
legally modify the suspension
to increase the amount of down
travel that is available which then
makes a higher lift possible.
The MQ Triton, for example,
in stock form has just 50mm of
suspension down travel which
means a run-of-the-mill, nothing
to get too excited about, 50mm
suspension lift, has the Triton’s
This is not the same as your Ranger. It’s really not.
upper control arms sitting on
their bumps stops. The result is
compromised CV angles, zero
flex off road and a harsh ride in
all conditions. The only choice
you have with the Triton is to
either fit a smaller lift (20-30mm)
or fit something like the Karrman
kit that I’ve developed for the
Triton and Pajero Sport.
The Karrman kit lowers the
front differential and allows you
to fit a 75mm suspension lift
while retaining flat driveshaft
angles and increasing down
travel to 65mm. Real off-roaders
know they want more suspension
travel and can’t easily get it, while
the mall crawler brigade need
more suspension travel, and don’t
know it.
RULE 2 - Maintain or at least
run close to the factory Rake and
Caster angles. You won’t hear this
one talked about much around
the campfire and it’s a sad fact
that it’s a topic that is not well
understood by many (not all)
wheel alignment practitioners.
Getting the mall crawler ‘Baja
Racer’ look requires a suspension
lift, larger tyres, the levelling out
of the vehicle and even raising
the front end higher than the
rear. Raising the front-end and
removing the factory rake pushes
the front wheels forward, or in
technical terms creates positive
caster. Fitting oversized tyres
Above: Correct rake. Below: Mall
crawler rake
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OPINION: NICK KOTTER
This F-Truck is actually
really cool, but it’s a
show car and built in
the US where there is
only one law governing
vehicle modification; do
whatever you want.
often requires further forward
movement of the wheels (more
positive caster) to ensure the
tyres don’t contact the firewall
when the steering’s on full lock.
This abundance of positive caster
throws the vehicle’s geometry
and weight distribution right
out of whack, with handling and
braking performance suffering
accordingly. You may think your
modified mall crawler drives like
a beaut, but its ability to handle
well in emergency situations is
what you’re mucking around with
here.
RULE 3 - Respect your
vehicle’s centre mass or rollover
point. I know how it goes.
You’ve seen the ads for cool
gear, checked out the ‘mint’ rigs
on Facebook and thrown your
credit card at your truck. It’s now
rocking a 3” lift, 35” tyres, some
flash black alloys and to finish it
off you’ve added a roof rack and
stacked it high with awesome
crap, like a high-lift jack, and that
rooftop tent you don’t need but
have always wanted. Your truck
now looks ‘killer’, and ironically
you’ve just increased its potential
to kill. Its ability to turn turtle on
a sideways slope when off-road,
or in an emergency situation onroad,
has increased significantly.
That raised suspension and
the swag of heavy gear you’ve
bolted to the roof, has moved
your vehicle’s centre mass point
higher and conversely decreased
the angle at which a rollover
becomes a reality. Maintaining
the lowest possible centre of
mass should always be your aim
when modifying and kitting out
your 4X4 with gear.
Increasing the centre of
mass height doesn’t just make
the vehicle more susceptible
to a rollover, the excessive
load transfer it can induce –
much like a pendulum effect -
increases body roll and negatively
impacts steering and braking
performance. Excessive load
transfer doesn’t play well with
Anti-lock braking systems
(ABS) or Active Stability Control
systems (ASC) as it can push
them beyond their ability to
maintain control. Fitting stiffer
springs and adding or upgrading
anti-roll bars are great ways to
combat excessive load transfer,
but they reduce the suspension’s
ability to flex, and that has a
negative impact on the vehicle’s
off-road performance.
The average mall crawler
breaks all three of these rules,
and that makes them an illconceived,
dangerous and to be
blunt, pointless vehicle. You’re
better off spending the bucks
to build a well thought out, safe,
comfortable and capable 4X4
that doesn’t magnetically attract
the attention of the law. And you
know what, “they can still look
mint brah”, whatever that means…
Back to main menu
DESTINATIONS: KALUMBURU
KALUMBURU
uncovered
Words by Matthew Flinders
Image credit: Maria Fredericks from Kalumburu Photography Collective
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Kalumburu is one of the great
Australian adventure destinations.
In Australia’s ‘last frontier’ at the top of the Kimberley beyond
‘The Gibb’ lies a 4x4 adventure experience like no other. Getting
to Kalumburu at the northernmost point in Western Australia is a
feat not for the fainthearted or inexperienced.
It’s ‘4x4 country’ only, and those intrepid enough to venture
to these far-flung lands do so at their own risk with little support
once up here. Preparation is key if you’re contemplating this
journey, and for those that are patient enough great rewards
can be uncovered. As you can see from map (opposite page),
the Kalumburu area is located at the mouth of the King Edward
River, near where the Drysdale River meets the ocean. Australia’s
best fishing and endless four-wheel driving options make for the
adventure of a lifetime!
Image by Gavin Gillett - www.summit.net
The best time to visit
Most tourists head to the Kimberley
in the dry season which runs from
April through to October. The first rains
and the wet season proper starts in
December, and so far this wet we’ve
had close to 1.8 metres of rain – which
will make for an excellent tourist
season as the creeks, rivers and gorges
will retain water right through the dry.
While it can get down to 18 degrees
at night during the winter months of
June and July, average temperatures
usually range from 34 degrees during
the day to around 20 degrees at night
during the dry season months. Last
year there was virtually no rain from
April to early December, so the dry
season lived up to its name!
Image by Kalumburu Aboriginal Corp
Above: Click to see
full map. Below: Rain
is being measured by
the metre in 2018.
The Gibb
Most people have heard about the
famous Gibb River Road that stretches
between Kununurra/Wyndham in the
north-east to Derby/Broome in the
south-west. It can be a difficult road
at the best of times with plenty of
annoying corrugations and deep bull
dust sections spread randomly along
its length. The Gibb is only accessible in the dry season between
April and November, and there’s a bunch of ‘must-see’ places to
visit along the way including; Emma Gorge, El Questro, Home
Valley, Manning Gorge, Ellenbrae, Mt Elizabeth, Adcock Gorge,
Bell Gorge, Charnley, and Tunnel Creek – to name just a few.
Image by Neil Boyd
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DESTINATIONS: KALUMBURU
King Edward River & Mitchell Falls
The ‘Kalumburu Road’ heads north of the Gibb near the
eastern end. Most people stay the night at Drysdale Station,
refuel and do final preparations before heading to the Mitchell
Falls turn-off on the left a few hours drive north. You haven’t
‘done the Kimberley’ unless you’ve been to Mitchell Falls, as it’s
one of Australia’s most memorable tourist attractions.
A little way down the road is the King Edward River
campground, the place that sees many travellers taking the time
to relax and have a swim in the croc-free river. You can choose to
stay here overnight or head up to the Mitchell Falls campsite but
be warned. The track to the Mitchell Falls campsite can be hardgoing
in places, due to the terrible corrugations caused by the
large 4x4 tourist buses and trucks that are as ‘thick as flies on a
carcass’ during the dry season.
Image by Gavin Gillett - www.summit.net
Image by Gavin Gillett - www.summit.net
Top, left and below:
The Mitchell Falls
area is a ‘must do’
Kimberely attraction.
Image by Gavin Gillett - www.summit.net
Many tourists choose to
leave their off-road caravans,
camper-trailers and boats at the
King Edward River campsite.
Helicopter tours are available
at Mitchell Falls, and if that’s
something that appeals to you,
I’d suggest you walk into the
falls (downhill) and get a ride
back to camp in the helicopter.
Some argue that the helicopters
and their noise, spoil the natural
serenity of this beautiful place.
From Mitchell Falls most
people head back to the King
Edward River campsite, have
another swim and stay the night.
They then head back to the
Kalumburu Road, turn left and
head up to the Kalumburu region.
From the Mitchell Falls turn-off,
Kalumburu is a good 3-4 hours’
drive and potentially longer if
you’re towing. By the way, don’t
even dream of bringing your
caravan, camper-trailer or boat
unless it’s been built to handle
the rigours of off-road work.
If your particular outfit isn’t
up to the job, then leave it at a
caravan park in one of the towns
at either side of the Gibb entry
points, and head to Kalumburu
with your camping gear.
DESTINATIONS: KALUMBURU
Image by Scott Airoldi
Above: Croc free
swimming holes.
Below: Don’t stray
from the tracks!
Image by Joy Davey
Image by Alison Tovey
Mud and crocs
On the way to Kalumburu, you’ll
have to navigate your way through some
muddy sections of road. Whatever you do
make sure you don’t drive off the track as
the sides are even softer and you will get
bogged. You’ll also drive through some
little freshwater creeks and rivers but be
careful – this is crocodile country, and
that includes the Carson River crossing
about 30km south of Kalumburu.
Safe swimming holes
Just south of Kalumburu is the
popular ‘Teachers Pool’ swimming hole
and further upstream is the Nalawari
Waterfall. Both are lovely places to go
for bush walks with some wonderful
Indigenous rock art to be found in both
locales. Further north towards the two
seaside bush camps are some more
welcoming freshwater swimming holes
and Indigenous rock art gorges otherwise
known as ‘Monster Rock’ and ‘Turtle
Gallery’. All are signposted along the way
and well worth the visit.
Kalumburu
Kalumburu has a population of
around 500 Indigenous people made
up of three distinct tribal groups. It was
originally known as the ‘Drysdale River
Mission’ when it was formed in 1937 and
Image by Matt Flinders
image gallery
Above: The off-camber corner near this tree catches the
occasional driver out. If only they had a winch.
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DESTINATIONS: KALUMBURU
in 1951 was given the name ‘Kalumburu’, which in local Indigenous
language means ‘path by the river crossing’. Once you arrive in the
township of Kalumburu, it is important to slow down to walking
speed as the residents’ treasured ‘camp dogs’ wander the streets
paying little heed to any traffic.
As you enter the town, you’ll see the police station on the right,
and the fuel station and shops straight ahead of you. But it’s not all
about re-fuelling – diesel is around $3 per litre - and stocking up on
fresh supplies, there are things to do in Kalumburu.
Catholic mission and museum
There’s a catholic mission in Kalumburu, and it has a magical
little museum tucked away behind the trees. Don’t miss this one
folks, it is worth the visit, even if museums aren’t your thing.
Kalumburu was bombed and shot up by the Japanese in World
War 2, and the museum covers this time in history, as well as the
township’s early history, and most importantly the history of the
local Indigenous community that continue to call Kalumburu home.
The mission also has a small caravan park and air-conditioned
‘donga’ style accommodation available.
Yellow tourist permit
Across the road from the mission is the main store and (CRC)
tourist information centre. You must purchase your $50 yellow
vehicle permit from one of these two places. If you are coming into
town when the shops are closed, you can buy your yellow tourist
permit at both the McGowan Sunset Beach and Honeymoon Bay
campgrounds as a last resort. Nearly everything in Kalumburu
closes at lunchtime, and the stores are closed from 11am Saturday
to Monday morning.
Main store
The main supermarket is equal to a suburban IGA and is very
well stocked especially for the tourist season. Fresh supplies arrive
on the Darwin barge every fortnight and the funds from the yellow
tourist permits help subsidise the fresh food in the shop. There
is also a great little takeaway at the side of the shop that does
country style meals for lunches.
A dry community
Kalumburu is a ‘dry community’, but the police use their
discretionary powers to turn a ‘blind-eye’ to tourists as long as you
don’t have alcohol visible from the outside of your vehicle. If you
‘Sunset at McGowans with Troopy’ Image by Maria Maraltadj
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DESTINATIONS: KALUMBURU
drive into town with a beer in hand or
have alcohol visible, the police will
search your vehicle and confiscate
the lot. If you try and sell alcohol to
the locals, you’ll end up in the lock-up!
You are allowed to consume alcohol
at both McGowan’s Sunset Beach and
Honeymoon Bay beach camps north of
town, but again, discretion is expected.
Medical centre
Kalumburu has an excellent
medical centre - located across
the road from the main shops -
that is accessible after hours for
emergencies. This does not negate
the need to travel with your own wellstocked
first aid kit.
Art gallery
On the drive out of town, towards
the two coastal camps, there is a
rustic art gallery that’s also worth a
visit. You’ll have the opportunity to sit
down with the local Indigenous artists,
who’ll explain the stories behind their
paintings and Boab nut carvings.
Most of the artwork is for sale at very
reasonable prices.
World War 2
On the 27th September 1943,
around 20 Japanese bombers and
fighters strafed and bombed the
Image by Scott Airoldi
Image by Scott Airoldi
Image by Scott Airoldi
Above: WW2 bomber
wrecks can be found at
the Kalumburu Airport.
Some were recently
relocated to the Perth
War Memorial. Above
right: Honeymoon
Bay Fishing Charters
will take you fishing if
that’s your thing.
Image by Joy Davey
Kalumburu airport and mission buildings. Six people, including
four Indigenous children, were killed during the raid. The
Japanese also bombed the ‘secret’ Truscott airbase on the other
side of the peninsula to the west of Kalumburu. The Kalumburu
mission museum is the keeper of some fascinating pictures
and stories regarding the Japanese attacks on this area, and
you can still see bullet holes in the missions external walls.
The Kalumburu Airport area remains the home of a number of
bomber wrecks, with some recently being relocated to the Perth
War Memorial.
The ‘Washing Machine’
Just out of Kalumburu there are some lookouts that offer a
great view of where the majestic King Edward River’s fresh water
meets the coastal salt-water in a fast-flowing churning whirlpool;
affectionately known by the locals as the ‘washing machine’.
There is some great fishing to be had from the rocks in the
various gorges but be careful of the saltwater crocs – this is not
the place to take a dip!
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DESTINATIONS: KALUMBURU
Seaside camps
The first seaside camp you’ll come to is known as McGowan’s
Sunset Beach, and it’s located 16km north of Kalumburu. The
second is Honeymoon Bay, located a further 7km up the track
(23km north of Kalumburu). As previously mentioned you can
legally drink alcohol in both of these tourist camps, but you will
be kicked out if you’re caught selling or gifting alcohol to any of
the locals.
McGowan’s faces the mouth of the King Edward River (in the
distance) and turns on one of the best sunsets in Australia. There
are many shady campsites and numerous beach camp options.
Honeymoon Bay, as its name suggests, is a secluded bay that
offers superb scenery, some shade camps and numerous beach
camping options.
Both camps offer plenty of opportunity for fishing
enthusiasts, particularly when using live bait, so bring a cast
net! If you don’t have a boat, there is usually the opportunity to
befriend a tourist that does and take a trip or two out into the bay
with them. Alternatively, there is a fishing charter business that
operates out of Honeymoon Bay, and they’ll take you for a fish,
regardless of where you might be staying.
Mud crabs can be found hiding in the rocky areas, and there
are plenty of large rock oysters around for those prepared to
spend the time hunting and gathering. If you like your Calamari,
pack a squid jig, as Tiger Squid are plentiful and can be caught
straight off the beaches. They’re great eating and even better
bait!
Pago ruins & history
On the northern side past Honeymoon Bay, lies the old Pago
ruins. The original Kalumburu settlement was first located at
Pago and was only moved to its present position in Kalumburu
in 1937, a move made to secure a more reliable supply of fresh
water. Early Benedictine monks established the mission in 1908,
but it’s now a Catholic mission. The mission museum has a
Click to view McGowan Beach video
McGowan Beach by Maria Fredericks from Kalumburu Photography Collective
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DESTINATIONS: GET SOCIAL WITH KALUMBURU
US
wealth of information, pictures and
plans that detail the history of Pago.
Camping is not allowed at Pago, but
the traditional owners are fine with
people visiting during the day.
Driving tips
The road from Kalumburu to
the bush camps is sandy and rocky
in places, and a case of ‘slow and
steady’ wins the race. From the
moment you hit the Gibb dirt to the
moment you leave, we suggest you
air down to 20 percent below the
tyre pressures recommended by
the manufacturer of your vehicle
(check the placard). This will ensure
a smoother ride and less chance of
punctures. Carrying two spare tyres
is a good idea in this region, as,
besides a small tyre repair business
south-west of Mount Barnett
Roadhouse, you’re on your own. A
tyre repair kit and an air-compressor
are must-haves. If the driving range
of your packed to the rafters 4X4 is
less than 500kms, then you’ll need a
couple of jerry cans of fuel.
Most 4x4 travellers up this way
tune into UHF Ch:40 and if there
are any road issues it’s common
courtesy to let oncoming vehicles
know about the issues on the radio.
A ‘sat’ phone or Epirb should be
Image thanks to Kalumburu Mission Museum
Image by Scott Airoldi
Top: Original Pago mission.
Above: Well at Pago mission.
Below: 1.7m Spanish Mackerel
caught 1km off McGowans.
Image by Matt Flinders
considered mandatory, and you’ll want an electric winch fitted
to your vehicle if you are planning to explore some of the more
remote areas of this region.
It’s also imperative that you travel with a quality recovery
kit that includes a snatch strap, as it’s not uncommon to either
require assistance or find yourself assisting others in some of the
boggier areas. Safe travelling speeds can vary, and you’ll find that
on some roads you can safely travel at 60-80km/h to ‘ride’ over
the corrugations, but in other places, it’s necessary to slow down
to 5-10km/h especially through creek crossings and rocky areas.
Remoteness and isolation ensures that the Kalumburu area
remains a ‘hidden gem’, but if you’re up for an adventure and
have the ‘grit’, patience and a suitable 4X4 vehicle then you can
and should visit what is one of Australia’s last unspoilt frontier
regions. Just don’t tell too many people!
Back to main menu
Image by Alison Tovey
image gallery
TRIP PLANNING BASICS:
REGION: Kimberely, W.A.
NEAREST TOWN: Kalumburu.
WHEN TO GO: Best time to visit the
Kalumburu area is in the dry season
which runs from May through to
October.
WHAT TO TAKE: A well prepared
4WD vehicle, with recovery gear,
compressor, tyre repair kit and
ideally two spare tyres. Food and
fuel, although both are available
at Kalumburu township. Camping
gear and some form of emergency
communication (EPIRB or Satellite
phone).
MOBILE COVERAGE: It varies - but is
available in some areas.
WARNINGS: Check with the Shire of
Wyndham - http://www.swek.wa.gov.
au/ or phone 1800 013 314
DIFFICULTY: In the dry, high clearance
and traction control/low range are
required. In the wet, some tracks are
impassable or require lockers.
CREDITS
EDITOR
Steane Klose
MANAGING EDITOR
David Wilson
CONTRIBUTORS
Rick Freeburn
Brendan O’Keefe
Nick Kotter
Ray Cully
DIGITAL DESIGN
Cast of Thousands -
Digital Media Productions
Contact us here
SALES & MARKETING
Steane Klose
David Wilson
SPECIAL THANKS TO
Chris Stewart
Nick Kotter
Heather Sinclair
PUBLISHER
Lost Track Media Pty Ltd
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INFORMATION: Kalumburu East
Kimberley Tourism Facebook page
post regular road condition updates
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