2022-04-01 4x4 Magazine Australia

ITS REPUTATION FOR
DEPENDABILITY AND
DURABILITY IS WELL-EARNED,
AND WITH A LOOK UNDERNEATH
THE HILUX YOU CAN SEE WHY.
THEY ARE BUILT TO LAST!

VALUE FOR MONEY

FOR a four-door 4x4 ute that starts at less than $60K and does
everything you ask of it so well, you can see why the Hilux SR5
remains so popular with buyers both in town and out in the bush.
Our car was fitted with an automatic transmission and the Luxury
pack, which adds leather-covered power seats and some fancy
interior trim – but even with these additions and their cost, the
Hilux remains strong value. In fact, we reckon the lux-pack really
adds to the SR5’s interior, giving it a more premium feel and finish
that was appreciated by the drivers. It was certainly something
you noticed when switching between it and the Ranger XLT.

FULFILMENT OF INTENDED FUNCTION

THE job of any four-door ute is to carry passengers and a load,
and the Hilux accomplishes both these tasks well. The interior
is adequate in size for four adults, or two up front and three kids
in the back seat. It isn’t the biggest cabin in its class and loses
out a bit on shoulder room, but none of these mid-size utes really
accommodate three adults across the back seat comfortably.

The SR5 has a 995kg payload and 3500kg towing capacity,
which are pretty good numbers for a high-grade ute with this level
of standard equipment. Its load bed is easy to access and has tie-
down points low in the corners, but there’s no power outlet in the
tub as standard equipment.

“This is the best Hilux ever but still not as good all-round as the
Ranger,” said Jason Lock while out on the tracks. “It’s let down by
its suspension tune and smaller size than the Ford ute.”

SOUNDNESS OF ENGINEERING

BELIEVE it or not, this is still a huge strong point for Toyota
vehicles. Its reputation for dependability and durability is well-
earned, and with a look underneath the Hilux you can see why.
They are built to last!

Despite the problems with DPFs in Toyotas in recent years,
we’re not hearing anywhere near the same complaints from
owners or fleet about this, and the 1GD-FTV engine is proving to
be reliable and strong performer.

Toyota does a huge percentage of the testing and development
of its 4x4 vehicles in Australia, so they are bred for our harsh
conditions. This is why the Hilux is the perennial favourite with
fleet buyers and those that use them for work.

BUSHABILITY

WITH its stout payload and towing capacities, sensible wheel size,
and functionality that comes from decades of building this style of
vehicle, the Hilux ticks all the boxes for a bush vehicle.

Toyota now offers an extensive range of genuine accessories to
kit the Hilux up to the owner’s requirement, be they for work or
play. Plus, as a vehicle that is consistently a top seller, it is heavily
supported by the aftermarket industry with just about every
accessory and modification you could want.

SCORE 210/300

www.4X4australia.com.au 51

Ford Ranger XLT

The Ranger was the best-selling 4x4 in Australia in 2021, and early
indications suggest it will repeat that this year. The Ranger Raptor
was a previous 4X4OTY winner, but this year the mid-grade XLT
won favour for its all-round package.

52 www.4X4australia.com.au

VALUE FOR MONEY

THE 2.0-litre bi-turbo diesel engine adds around $2K to the cost
of the Ford Ranger where you can get it with the 3.2 diesel; and
while it wouldn’t be our choice of powerplant in this car, it’s what
we were given to test. That extra cost tips the Ranger over the
$60K mark, whereas our preferred 3.2 costs less than $60K and is
more comparable to the Hilux SR5.

That said, the XLT remains well-equipped with all the comfort,
convenience and safety features you could want in a ute.

The Ranger Raptor might be better appointed and way better
performing, but it also costs a lot more and compromises on
payload and towing capacities, so it was edged out by the mid-
grade XLT this time around.

FULFILMENT OF INTENDED FUNCTION

THE Ranger has one of the bigger cabins in the mid-size ute class
and is up there with the Volkswagen Amarok in that regard. This
makes it more comfortable to ride in and better to carry back-seat
passengers than most of its competitors. Sure, the back seat is still
not ideal for three adults across its width and – the seat back is
quite upright – but it’s better than most in this class.

Front-seat passengers get a great place to ride, with plenty of
space, comfortable pews and all the HVAC and audio features at
easy reach. As a load hauler the XLT has a 1003kg payload, 6000kg
GCM and a 3500kg towing capacity, to get those jobs done well.

SOUNDNESS OF ENGINEERING

A COMMON comment among our drivers while testing at the
AARC, was how well the Ranger felt on the Second Grade Road
which simulates the best and worst of Australian outback roads.
Ford nailed the chassis and suspension tune of the Ranger when
setting it up for local conditions and you can feel that Australian
input wherever and whenever you drive it.

Another comment was that it’s no wonder the Raptor is so
impressive to drive when the car it’s based on is this good. The
Ranger is the most Australian new car on the market, so it’s made
tough for Australian conditions.You can see it when you look
under the car and feel it when driving it. This thing is solid.

The cargo area is wide and easy to access via a soft-lift tailgate,
and there’s a bed liner and 12V power outlet there to power the
fridge or other accessories.

BUSHABILITY

WITH its locally tuned suspension, spacious cabin, generous
payload and towing capacities, and the performance of the 500Nm
2.0L engine and 10-speed automatic transmission combination,
the Ranger will get the job done in the bush. The way the drive
system maintains the electronic traction control across the front
axle when the rear diff is locked is the best application of this
technology short of having front and rear locking diffs – this in
combination with healthy rear-axle travel gets the Ranger over
and up most obstacles.

Ford quotes the Ranger’s wading depth as 800mm, but we don’t
like the way the air intake faces forwards over the headlight and
have heard of instances where it has let water into an engine. This
is disappointing on the 2.0 engine, as the 3.2 breathes through the
inner guard where it is better protected.

Again, the popularity of the Ranger means the aftermarket
accessories trade produces and stocks just about everything you
could ever want for your Ranger – and if they don’t make what you
want yet, someone soon will.

Ron Moon said of the Ranger XLT, “With good off-road
credibility, a smooth engine and a suspension that was bred and
refined in Australia, all take the latest Ford Ranger to the top of
the ute pile for 2022.” And that pretty much summed up what all
our drivers had to say about it. So much so that the Ranger was the
top scoring vehicle overall, even out-scoring the LandCruiser.

SCORE 223/300

www.4X4australia.com.au 53

Toyota Prado VX

The Prado might be an elder statesman of the 4x4 showroom,
but it remains a standout best-seller in the mid-size 4x4 wagon
segment, eclipsing anything else in that category when it
comes to sales. Its popularity is warranted, as it’s a well-proven
package that has evolved over the decades to be a solid family
touring wagon capable of any conditions.

THE Prado got its last upgrades back in August 2020 VALUE FOR MONEY
when the power and torque of the 1GD 2.8L diesel
engine were increased to 150kW and 500Nm, in line with AT $76,380 the VX is getting up there in the range in
that engine in the Hilux and Fortuna, and it resurrected terms of cost, but it does bring extra features and luxury
the performance back to life, as the first iteration of the to match the price. The Prado range starts with the
engine was surely lacking a pulse. mechanically identical GX model, at $59,640.

We were given a Prado VX for 4X4OTY testing; one All Prados are powered by the updated 2.8 diesel
with the no-cost option of a flat tailgate and no fuel sub- backed by the Aisin six-speed automatic and full-time,
tank. This is an option, and the standard car still mounts dual range 4x4. The base model GX is a five-seater, while
the spare on the tailgate and comes with 150-litre fuel the rest have seven seats across three rows.
capacity.
The VX as tested is a seven-seater, although the third-
row seat space is tight and best left for kids or small

54 www.4X4australia.com.au

adults. The third row folds in to the floor to leave a sizeable cargo
space with tie-down points and a power outlet. A part of the 2020
upgrade included a new AV system with a bigger nine-inch screen
and access to Apple CarPlay and Android Auto.

The VX has three-zone climate control, heated and cooled
leather seats, and a 14-speaker JBL sound system that really
cranks. It has a premium feel to the interior and you can see
where the extra money for the VX goes.

FULFILMENT OF INTENDED FUNCTION

THE Prado is the budget alternative to a LandCruiser. It’s smaller
but it still has seven seats; has a smaller engine but doesn’t lack
in performance; and it is far more affordable than the equivalent
model in an LC300.

The Prado doesn’t compromise on off-road ability or load
carrying, as healthy rear-axle articulation and good ETC are
enough to get it over most situations, even if the tech isn’t Toyota’s
latest as found in the LandCruiser and Hilux. The towing capacity
of 3000kg is sensible but not up to the 3500kg many large ’van
owners will expect.

SOUNDNESS OF ENGINEERING

TYPICAL Toyota quality in every Prado is the reason folks keep
coming back to them. They might not be sexy, fast or exciting, but
they are solid and dependable wagons, which is more important
in a family touring or towing vehicle. Smart buyers come back
to Prados as a sensible choice, and again it’s those decades of
evolution that have brought the model to where it is now.

The original Prado was created to compete with the Mitsubishi
Pajero, and 30 years down the track it has outlasted the once
popular Paj.

BUSHABILITY

IF there was a one negative to Prado’s 2020 updates, it was the
switch from 18- to 19-inch alloy wheels on the upper spec models
such as the VX, as this heavily restricts alternative tyre choices for
anyone wanting to venture off the black top. The 19-inch wheels
are not a popular size, so there are not a lot of tyre options offered
for them. The Prado and the Defender were the two vehicles that
copped punctures when we were exploring the harsh rocky terrain
of the Barrier Ranges on Eldee Station.

Tyres aside, the Prado’s standard fuel capacity is the biggest in
any standard 4x4, and combine that with its frugal consumption –
10.6L/100km – and you have excellent touring range on a tank of
diesel.

Toyota has a range of genuine accessories for the Prado, and as
such a popular model there’s heaps of aftermarket kit available
for them.

It might be aging, but the Prado remains a sensible buyer’s
touring 4x4, and this was appreciated by all our drivers when it
came to scoring it in the outback.

“The Prado quickly became a favourite among the judges and,
despite not really offering anything new or flash, its ability to
just get the job done makes it one of the perennial contenders
in this category,” said Dex Fulton after the week-long test, which
reflected the comments of most of us.

SCORE 214/300

TYPICAL TOYOTA QUALITY IN
EVERY PRADO IS THE REASON
FOLKS KEEP COMING BACK

www.4X4australia.com.au 55

Nissan Patrol Ti-L

Like the Prado but not as old, the Patrol is getting on in years – but
ongoing facelifts and updates have kept it in the watch-house of
many 4x4 buyers. It’s a large wagon that competes in size with the
300 Series, but priced from $82,160 to $95,115 it falls in to the same
category as the Prado, Everest and many smaller 4x4 wagons.

THE Patrol’s strong point of value-for-money is its stonking V8 Evan summed it up saying that, “The Patrol is good value for
engine, and its overall dynamics has seen it grow in popularity, money, comfortable and capable on- and off-road. The petrol
especially since the second-generation facelift came along to engine proved to be thirsty, but not by a crazy number.”
give it a sharper and more aggressive look that seems to have
drawn in buyers. FULFILMENT OF INTENDED FUNCTION

VALUE FOR MONEY THE Patrol does the large three-row wagon thing very well.
Not only does its cabin size allow plenty of room for seven
WE have the top-spec Ti-L Patrol for this test, and at $95K it passengers, but there’s still space behind the third-row seat for
represents a hell of a lot of car for the money. It’s bigger than a luggage; something you won’t find in a LandCruiser. The Patrol
LandCruiser 300 externally and, most importantly inside, has cabin has the space and luxury to satisfy most families.
most of the luxury features you expect of a top-spec variant, and
it delivers a driving experience that anyone who loves driving The launch of the Y62 Patrol might have set the Nissan
cars should appreciate. faithful in to a spin when it was revealed back in 2010 featuring
independent suspension both front and rear – and the only
Three rows of leather seats – heated and cooled up front engine offered would be a petrol V8 – but they soon came around
– up-to-date safety tech and the dynamics to leave any once they experienced what the new car offered.
LandCruiser behind on a mountain road ensure this is the
driver’s car of large 4x4s, and it’s just as rewarding once you To the surprise of many, the suspension gives nothing away off-
leave the roads and get in to the rough stuff. road and the Patrol clambered up our rutted hill without raising
a sweat. The ETC is responsive but the Patrol seems to respond
The one point we find lacking in the Patrol is the design of its better with the rear differential lock engaged.
dashboard which, with its shiny faux wood and chintzy chrome
trim, looks to come from the 1990s, and it’s so old it doesn’t have The one drawback of the Patrol as a touring vehicle, is its fuel
Apple CarPlay or Android Auto, which is almost unheard of in range.Yes, it has a 140-litre tank as standard, but all that V8
any new car today. performance does come at a cost at the pump. As the only petrol-
fuelled car on test, the Patrol was the thirstiest among our top
The Nissan Patrol of 2022 represents much better value than six, using 17.0L/100km over the week of testing.
it did when the Y62 first launched in Australia and the three
models offered were all priced upwards of $100,000. The price SOUNDNESS OF ENGINEERING
is now right, and the newfound popularity of this model reflects
this. MANY questioned the Patrol’s 298kW V8 engine and fully
independent suspension, but both have proven themselves over

56 www.4X4australia.com.au

a decade now and demonstrated their on- and off-road prowess. A
5.6-litre naturally-aspirated V8 engine might sound like something
from Jurassic Park in this day and age, but it works well and is so
much fun to drive. With its T-Rex-like roar when you put your foot
down, we’d happily accept any dinosaur comparisons.

Just because the VK56 uses displacement rather than forced
induction to create its abundance of power, doesn’t mean it’s old
technology. It’s a DOHC design with variable valve timing and
lift, and direct fuel injection to attain optimum performance. For
many travellers, not having any turbochargers or the complexity
of the emissions-control systems that are fitted to modern diesel
engines, more than makes up for the fact you are using a bit more
fuel at the pump – and I reckon there’s a good argument in that.

BUSHABILITY

PATROLS have been tough bush vehicles for 70 years now and,
despite what naysayers might think, the Y62 continues on that
heritage. The independent suspension not only makes it handle
better but also gives the Patrol more ground clearance. The way
it is sprung maintains that clearance well; even when dropping
down steep descents, the front end doesn’t compress enough to
compromise diff clearance, something you find in many stock IFS
vehicles. The Patrol uses an automatic on-demand 4x4 system that
also gives you lock high and low range 4x4, a rear diff lock and
multiple drive modes for sand driving, rock crawling and so on.

Even though it has independent suspension, the Patrol still has
heaps of wheel travel so it doesn’t work its ETC too hard. It seems
to work better with its rear differential lock engaged than relying
on the ETC.

If there’s a niggling complaint when driving the Patrol (and the
Navara) off-road, it’s that you need to pull up to a complete stop to
tap the transmission back to first gear when you are in low range.
This is annoying when you crest the top of a hill ready to go down
and you want to tip it back to first to achieve maximum engine
braking and vehicle control. Thanks to its relatively large capacity,
the VK56 engine exhibits pretty strong engine braking for a petrol
engine and the gearing is just right.

The Patrol rides on 18-inch wheels and its standard 256 tyres
still have a healthy sidewall so are well-suited for gravel and
off-road use. The great thing is that you can tuck a set of 35s on
there without having to mess with the suspension – and 37s aren’t
uncommon on them with the right mods.

Due to their relatively low sales numbers, the Patrol has been
slow to be embraced by the aftermarket and it can take some time
to get gear for them every time Nissan does an update or makes
changes that affect the accessories. But there is a lot of stuff out
there for them and certainly all the kit you could want to build a
long-distance tourer or a serious off-roader.

One of those accessories will want to be a long-range fuel tank,
because even though the 62 carries 140 litres standard, there’s no
hiding the fuel use of a V8 petrol engine. The Patrol required a
‘betweeny’ fuel fill when the other cars didn’t need it on this trip,
but that’s something that can be worked around with extra fuel
capacity.

“The Patrol Ti-L could be a fully modded outback tourer for less
than the cost of a stock Cruiser or Defender and it’ll drive (and
sound!) like a million bucks while doing so,” said Dex.

The Patrol is a capable, fun to drive and spacious 4x4 that at less
than $100K represents a helluva lot of bang for your bucks.

SCORE 214/300

www.4X4australia.com.au 57

Land Rover Defender
110 S D300

The new Defender has been with us for a year now, but at last
year’s 4X4OTY it was only available with the petrol engine. In
2021 the Defender received the diesel engine it deserves (not
that there is anything wrong with the P400 engine) and one that
would be most appealing to Australian travellers.

AFTER Land Rover Australia discounted the great value and clever full-time 4x4 system, and height-adjustable
D250 model, we’ve opted for the low-spec S model D300 suspension that raises the Land Rover over all but the
in the Defender 110 range, as it is the most affordable but gnarliest of obstacles, make the Defender a supreme
doesn’t miss out on any kit you really want for touring. touring vehicle and capable off-roader. When you look at
all the useful hardware and technology in the Defender, it
VALUE FOR MONEY starts to look like excellent value for money.

STARTING at $102,000 the D300 isn’t cheap and by the FULFILMENT OF INTENDED FUNCTION
time the options – both worthy and not so worthy – are
added, this vehicle tips the till to the tune of $122,000, THE Defender 110 is a large wagon that can be
making it a suitable comparison to the LandCruiser VX. configured to seat three, five or seven passengers, and it
accommodates any of those configurations with aplomb.
It might be a costly and less luxurious model by Land Its third-row seat isn’t as accommodating as that in its
Rover standards, but the D300 Defender has the gear Discovery stablemate, but it is sufficient for shorter trips.
to get you places with very little fuss and doesn’t want
for much. With its tall, boxy body the 110 offers plenty of interior
space should you use it for passengers or cargo, and it will
An excellent bi-turbo diesel engine that makes 650Nm carry all of your family camping kit. The second and third
of torque, a smooth eight-speed automatic transmission

58 www.4X4australia.com.au

rows fold completely flat, allowing you to make the most of that
long load space.

The Defender is an exceptionally capable off-road vehicle and
with its suspension cranked up and the Terrain Response set
accordingly, it walked up our steep, rutted hill climb with relative
ease. It also conquered a challenging sand hill where it was clearly
visible how well the electronic traction control and locking centre
and rear diffs were operating. This hill provided an excellent
opportunity to see how the technology works on each of the cars.

“This vehicle does everything and goes everywhere you could
want it to,” said Dex. “Despite my best efforts to look down on it
with haughty scorn, I wound up falling in love with it.”

SOUNDNESS OF ENGINEERING

LIKE all current Land Rover vehicles but in deference to its
predecessor, the current Defender employs the latest technologies,
engineering and systems to give it such a broad range of abilities.
Over and above other current Land Rover models that use the
same architecture, the Defender has a beefed-up suspension
and, to make it more durable, rides higher on its suspension (up
to 283mm) to make it more capable. Its simpler interior puts
practicality ahead of style and luxury, to make it more useable.

It still feels more luxurious than many other 4x4 wagon on the
market, yet it is capable of towing 3500kg and feels at home in the
desert, the rainforests or the suburbs.

BUSHABILITY

WHILE the Defender comes factory equipped with outstanding
off-road hardware, solid payload and towing capacities, and a
broader range of capabilities than any other new 4x4, it is left
behind it terms of accessories and being adaptable to what four-
wheel drivers like to do with their vehicles.

Land Rover does offer a factory bullbar, intake snorkel, roof
racks and plenty of other accessories for the Defender, but it is
relatively ignored by the aftermarket gear suppliers. The standard
90-litre fuel tank is only just adequate but more would be better;
and the wheels on this model are 19s or 20s and fitting 18s
requires modifications to the rear brakes. We’re sure the Defender
would attract a lot more buyers if it was more widely catered for
by the big aftermarket accessories brands.

While the amount of technology in the Defender will also spook
many buyers, it is a sign of the times and the same in any new
vehicle, but the access to dealers or service providers in remote
places when compared to more mainstream brands poses a
concern for many.

“Even though the Cruiser is the heavyweight title-holder and
is well-proven and designed for Aussie conditions, the new-kid
Defender still gave it a hell of a run for its money,” said Dex.

SCORE 216/300

THE CURRENT DEFENDER
EMPLOYS THE LATEST
TECHNOLOGIES, ENGINEERING
AND SYSTEMS TO GIVE IT SUCH
A BROAD RANGE OF ABILITIES

www.4X4australia.com.au 59

Toyota LandCruiser VX

We were presented with two LandCruiser 300s for 4X4OTY
testing, but neither of them were the specification we asked for.
We ended up testing the LC300 VX model, which at $122,51, is
as a better value package than the $140,570 Sahara that was the
alternative.

ALL LC300s are powered by the same new V6 diesel and Like any LandCruiser the VX is built to tour, and this spec
10-speed auto powertrain, with the same chassis; it’s just the adds some luxury with heated and cooled faux-leather seats,
levels of bling and equipment that vary depending on cost. sunroof, big screen in the dash, four-zone climate control and
Who knows, if we had the $140K GR Sport with its front the full suite of safety technology. It also rides on the 18-inch
and rear lockers and e-KDSS, it might have taken overall wheels, so they are still a practical size compared to many
4X4OTY score. other luxury models.

VALUE FOR MONEY With seating for seven the VX is the LandCruiser for
family buyers looking for a bit more luxe in their touring rig.
AT $122K the VX Cruiser was seen as better value than
the $140K Sahara. Sure, the Sahara might have some more FULFILMENT OF INTENDED FUNCTION
features, but mechanically the two are identical and the
VX is still pretty loaded and doesn’t miss out on anything TOYOTA certainly stuck to its proven formula when
you might want. In fact, Toyota says that towards the end of creating the 300 Series and didn’t step too far away from
the LC200 era, the VX became the best-selling model in the its successful 200 Series for the new model. In fact, what it
range and it expects that to continue once it can get stocks of has done is fix and improve upon the things that let the 200
the 300 in the country and out to customers. Series down; just as any successive new model should.

The new V6 diesel engine is more powerful, more refined

60 www.4X4australia.com.au

and, most significantly, more economical than the V8 engine in the
previous generation. The LC300 used 13.3L/100km over the length
of our test, where we reckon a VDJ200 would have been in the 17s.

“Any ideas you may have had about the new V6 diesel not
measuring up to the superseded V8 – forget them! This thing is
better in every way,” said Dex Fulton after some time behind
the wheel of the 300. “It’s everything you would expect from the
Toyota flagship and I’d wager a hefty sum we’ll be seeing big
builds of these rigs before long. It’s just so suited to touring the
Aussie bush.”

The new LandCruiser remains a big and comfortable touring
vehicle but it rides and handles better than the 200, making it
more relaxing and comfortable to drive over long distances and
spend hours behind the wheel. The suspension sticks to the same
design but is heavily revised, and the use of aluminium and other
lightweight materials allowed the engineers to lower the centre of
mass in the vehicle to achieve these goals.

It does so without compromising on off-road ability. In fact, it’s
improved with the latest tech used in the ETC and Crawl Control
functions. Add in extra wheel travel at the rear axle and the
Cruiser remains an off-road icon.

SOUNDNESS OF ENGINEERING

THE 300 still feels very much like a LandCruiser, and that means
solid and reliable; aside from the somewhat dull sound when
you tap on the aluminium body panels. Again, Toyota has stuck
to what works and refined and improved on the hardware and
technologies.

The V6 engine pulls strongly and doesn’t have the lazy feeling
of the old V8. Take that how you may, but the new powertrain feels
well-suited to a touring and off-road-capable 4x4. The electronics
improve not hinder the performance, and exploring their
capabilities rewards the driver. The Cruiser crawled up the rutted
hill climb and was one of the better performing vehicles over the
tricky sand hill.

BUSHABILITY

TOYOTA calls Australia the home of LandCruiser, which is why
it does so much of its testing and development here. It’s a wagon
that’s made for travelling our big country, no matter what roads
you are using or if you want to tow a large trailer. The 300 is built
tough to take on the conditions and also be able to be accessorised
to suit your needs. Toyota has even gone as far as including the
trailer wiring harness as well as the integrated tow bar in the 300
Series.

Toyota has also come out with a range of products such as
steel and alloy bullbars, roof racks, a snorkel and other genuine
accessories, while the aftermarket has been quick to develop a
bigger range of products to suit the Cruiser.

One downside to the 300 compared to the 200 is the drop in
fuel capacity, with its now 110 litres via an 80-litre main tank
and a 30-litre sub tank. The towing capacity remains at 3500kg,
while the payload for the VX could be better at 650kg. A few of
our drivers mentioned they miss the old split tailgate of previous
LandCruisers.

It’s this suitability to the Australian conditions, the access to
aftermarket equipment and the way the LandCruiser drives that
impressed our drivers and they scored it higher than the Defender
it was up against. In fact, the Cruiser was the second highest
scoring vehicle among the finalists, falling just one point shy of
the Ranger.

SCORE 222/300

www.4X4australia.com.au 61

Testing Conditions

The 4X4OTY contenders were subjected to some seriously tough on-
and off-road driving conditions over the test week

WORDS DEAN MELLOR PHOTOS OFFROAD IMAGES

T HERE’S no doubt all of the judges look forward twists and turns with some interesting off-camber sections.
to 4X4 Of The Year testing, but it’s not all beer And being a closed-loop road, we didn’t have to worry
and skittles, with long hours behind the wheel of about oncoming traffic … although there were plenty of
each of the vehicles over seven very long days. wallabies about to keep us on our toes.

For the first time in 4X4OTY’s 38-year history, we used The great thing about this road course is that it
the fantastic Australian Automotive Research Centre allowed us to test the ride and handling of each vehicle,
(AARC) at Angelsea in Victoria to whittle down our 18 to see how compliant and controlled they felt over
4X4OTY contenders to six finalists over three days. Those bumps and undulations, to examine how they turned in
finalists would then be subjected to four more days of to corners and how well they held a line, to feel how
punishing real-world testing that would replicate the much body roll they exhibited, to test the effectiveness
conditions just about any Aussie four-wheel driver might of the brakes after repeated heavy braking tests, and
encounter on an outback adventure. to ascertain how traction- and stability-control systems
operated when the vehicles were driven on the limit of
The great thing about the AARC facility is that it tyre adhesion.
allowed the judges to test each vehicle in controlled
conditions, both on a closed-loop sealed road and a closed- Performance was also tested on the sealed-road course,
loop high-speed dirt road, as well as on set-piece off-road as was the way each vehicle’s engine and transmission
hills that required the use of low-range gearing. combination worked together. We could discover how
smooth gear shifts were, whether transmissions were
SEALED ROADS willing to shift when prompted with a prod on the
accelerator, or if they would hold on to tall gears up long
THE sealed road section replicated many mountain roads climbs rather than hunt through the ratios when you
that you might expect to encounter throughout hilly didn’t want them to. Oh yes, in a sign of the times, all our
country in Australia. The road surface itself was smooth 2022 4X4OTY contenders were equipped with automatic
and in good condition, but the course wended its way down transmissions.
steep descents and up long climbs, and it had plenty of

The gravel road test, where noise levels and
steering vibrations made their presence
known, sorted out the final six.

62 www.4X4australia.com.au

HIGH-SPEED GRAVEL through the corrugated corner, they exhibited excessive
noise throughout cabin and rattling through their steering
THE high-speed dirt road at the AARC proved very racks that would drive you mad on a long drive on crook
informative. The surface started with a smooth left-hand outback roads. Suffice to say, those vehicles didn’t make it
bend which was followed by a heavily corrugated right- through to the final six.
hander, before a long stretch with loose gravel, undulations
and strategically placed depressions. The off-road component of our testing at the AARC
consisted of a series of steep hills covered in loose gravel.
The initial left-hand corner allowed the judges to feel how There were marked 30° and 40° gradients, while one of the
each vehicle’s stability-control system behaved, while the hills had deep ruts and undulations. Not all of the vehicles
corrugated right was a real test of suspension systems and were tested on the latter of these hills as we didn’t want
NVH (Noise, Vibration and Harshness) levels. Some of the to damage bumpers or rip off side-steps, but with those
vehicles went through that corrugated right without fuss and that were driven up it, we were able to examine ground
in complete control, while others would have speared off the clearance and wheel travel, as well as test the operation and
road if it wasn’t for electronic intervention. effectiveness of traction-control systems and diff locks.

As for NVH levels, when some vehicles were driven

www.4X4australia.com.au 63

FINAL SIX The following day we got in to some sandy country and,
as the sun climbed higher, so too did the mercury, with the
THE testing procedure at the AARC over three days ambient temperature hovering around the 40°C mark for
allowed us to easily choose the six finalists and, after a much of the day. This made the sand particularly soft in
surprisingly civil discussion amongst the judges, the choice sections and we dropped tyre pressures to around 20psi, not
was surprisingly unanimous. There’s usually some argy-bargy keen on going any lower due to the standard passenger-car
when it comes to choosing the final six, but there was none of construction tyres fitted to each of the vehicles. Only the
that after our AARC test. Defender came equipped with all-terrain rubber, but even
these were not LT (Light Truck) tyres.
We got away from the AARC in the afternoon of the third
day and headed up the highway to our camp in the Mallee As we meandered along the sandy tracks on the way to our
country. This drive consisted of a few hours of highway lunch stop, we had to keep a keen eye out for sticks and tree
driving before we got on the dirt, and the judges swapped roots poking out of the sides of the track so we didn’t suffer
vehicles every hour or so on the way to our campsite which, any tyre damage. That’s the problem with standard rubber
incidentally, was like an oasis in the desert. This drive gave and low pressures; when chasing a longer tyre footprint by
the judges time to acclimatise themselves with vehicle dropping pressures, the light sidewalls bulge out, making
controls and set-up, and gauges and screens.

Rocky station tracks in the Barrier Ranges
tested the vehicles’ low range gearing and
traction control systems, but took their
toll on the road biased tyres.

64 www.4X4australia.com.au

THERE’S USUALLY SOME ARGY-
BARGY WHEN IT COMES TO

CHOOSING THE FINAL SIX, BUT
THERE WAS NONE OF THAT
AFTER OUR AARC TEST

www.4X4australia.com.au 65

Running low pressures exposes
the road tyre’s delicate sidewalls
to punctures.

them prone to damage. Our tucker truck was the only victim, Our ‘paradise in the desert’
with a tear in the sidewall of one of its standard rear tyres. campsite belies the intensity of
the 4X4OTY testing schedule.
As we neared our campsite late in the afternoon, we came
across a particularly soft section of sand on a long hill that
certainly tested the capability of our final six. The sun was
quickly dropping towards the horizon by this stage, so we made
the call to set up camp and come back to this hill first thing the
following morning.

Once back, we stopped each vehicle on the softest part of
the sandy hill and then attempted to drive up it. In most of the
vehicles we had to back down the hill a bit to get a run up, but
those with advanced crawl-control systems (the Defender and
the LandCruiser) were able to cleverly inch their way up the
sandy track until they picked up enough momentum to complete
the climb to the top. If you ever find yourself driving in sand
by yourself, this technology is impressive, allowing you to drive
out of seemingly stuck situations without the need for recovery
equipment. Of course, you can still get stuck, so always take your
recovery gear when driving off-road.

After our morning test in the soft sand, we continued along
outback roads and tracks for much of the day, seeing how the
vehicles performed when driving through bulldust, over cattle
grids and along corrugations of varying frequencies. Swapping
vehicles every hour or so allowed us to make direct comparisons
of each vehicle.

66 www.4X4australia.com.au

COMPACT 3ANUFACTURER W AR PARTS WARRA
NTY
ARRANTY
3YEAR M
7 YE

NORMAL DRIVING POSITION FIRST TOWING POSITION EXTENDED TOWING POSITION

THE COMPACT INCLUDES COMPACT OPTIONS*

Same compact features as the Next Gen Mirror Indicator 360° Heated Position Blind Spot
Even more compact design looks great on smaller vehicles and Light Camera Glass Memory Monitoring
vehicles with service bodies
Larger mirror surface than the average OEM mirror All Clearview mirrors come with the option of manual or
Large convex mirror design ensures wider visibility and safety electric operation of the glass
Choice of Manual Fold or Power Fold base*
2 in 1 Category 5 LED indicator. Installation requires hard wiring
if not a standard feature. Category 6 LED indicator available as

optional extra

CERTIFIED
ISO 9001

Black Textured Chrome Raw Paintable

CLEARVIEWACCESSORIES.COM.AU

TO THE HILLS

THE next day we headed for our final destination, which
would allow us to test the vehicles in rocky, mountainous
country. That meant more outback roads – both sealed and
unsealed – before we arrived at a property we have used
several times before for 4X4OTY testing. The terrain here
is extreme, with steep climbs that test each vehicle’s low-
range gearing and traction aids, as well as the compliance of
suspension systems, ground clearance and off-road angles.

Despite taking care over the rocky climbs and descents,
we suffered more tyre sidewall damage on the final day of
testing, highlighting the inadequacies of standard passenger
tyres in off-road terrain.

It was now time for the judges to add up their scores and
a final discussion to decide what vehicles would take out of
the respective categories in the 2022 4X4 Of The Year. There
would still be plenty of driving to do the next day as the
judges headed off to their respective home bases. Despite
the big distances travelled and the 12-hour days, we’re all
hanging out for next year’s 4X4OTY test. Bring it on!

The team dropping tyre
pressures in military-like
procession and precision.

68 www.4X4australia.com.au



Ford Ranger XLT

Buyers of 4x4 utes are spoilt for choice in 2022, with new
players coming in to the market every day and the leaders in the
segment striving ahead with ever-improving vehicles. We had
the best of them at 4X4OTY and eventually found our winner.

WORDS MATT RAUDONIKIS THE mid-size four-door, 4x4 ute market is one of the biggest in SR5 up against the Ranger XLT, and of them the Ford proved the
Australia these days, so it deserves a class of its own at 4X4OTY. winner. In fact, the Ranger XLT was the highest scoring finalist
There was a time in the past where 4X4 Australia used to do vehicle overall and the Hilux was the lowest, so it was pretty much
separate events and awards for utes and wagons, but that was a unanimous decision; all our drivers scored the Ranger higher
because the utes lacked the tractive and safety technologies of the than the Hilux.
4x4 wagons and it was almost impossible for them to compete on
the same tracks. From the moment the drivers hit the tracks at the AARC, it was
obvious the Ranger was impressive. Comments referring to how
As utes became more popular with recreational users and well it handled the corrugated Second Class Road and how well
family buyers, auto manufacturers started equipping them with it rode for an unladen ute over such a road were common, as was
all the same tech the other vehicles got – and now they are on par the feeling that the cars were engineered and set-up for Australian
with each other. They have become so popular they dominate the road conditions.
4x4 sales landscape and warrant a class of their own.
Dex said, “The Ranger was by far a better platform to drive over
They say the cream rises to the top and it was no surprise that just about every terrain than the Hilux. It rode better, it braked
the two biggest-selling 4x4 utes – by a long shot – also led the better, it had better gearing, the seats were comfier – it’s number
charge when our drivers selected the two finalists in the category. one in sales for a reason, folks.”
What was surprising was that the ‘tuned’ utes – the Ranger Raptor,
Navara Warrior and Amarok W580 – were looked over in favour of Ron echoed those comments, saying, “The Ford Ranger is
the more affordable offerings from the middle of the range. superior to all others in this category, climbing to the top of the
ute pile for 2022.”
As such, it was last year’s overall 4X4OTY winner the Hilux
While Evan said, “The Ranger is more comfortable on- and off-

70 www.4X4australia.com.au

THE RANGER IS
SUPERIOR TO ALL
OTHERS IN THIS
CATEGORY, CLIMBING
TO THE TOP OF THE
UTE PILE FOR 2022

www.4X4australia.com.au 71

road than the Hilux, used similar amounts of fuel, and was capable
off-road.”

I really felt the Australian engineering and input that went in
to the T6 platform under both the Ranger and Everest as I drove
them around the tracks at the AARC, and it’s no wonder the
Raptor drives so well when this is the platform it is based on.

The Ranger backed up those impressions as we left the coast
and headed up in to the desert country and it tackled the sand
hills with relative ease, the bumpy tracks in comfort and was
simple and easy to drive on open roads.

As it displayed on the rutted hill climb at AARC, the importance
of keeping the ETC active across the front axle when the rear diff
lock is engaged, again showed its worth on the sand dunes and
the rocky mountain climbs in the Barrier Ranges. The Hilux’s ETC
calibration might be close to the best, but with the diff lock in and
once it lifts a front wheel, you’re basically relying on the rear axle
alone for drive. The Ford system is how it should work.

It’s interesting to think that the Ranger is one of the oldest
platforms in the ute segment, having first appeared under the PX
Ranger in 2011. It has evolved over the ensuing years to what it
is now, and the exciting thing for ute buyers (and scary for Ford’s
competitors) is that there’s an almost all-new Ranger just around
the corner, arriving mid year on the next-generation of T6 and with
a V6 engine in its arsenal. It promises to be hard to beat!

The Ranger felt at home in “THE RANGER IS MORE COMFORTABLE ON- AND
dune country; ride quality is OFF-ROAD THAN THE HILUX, USED SIMILAR
excellent for a dual cab ute. AMOUNTS OF FUEL, AND WAS CAPABLE OFF-
ROAD”

72 www.4X4australia.com.au

SUBSCRIBE TO

$89.00 FOR 13 ISSUES
SAVE 31%

4X4.SUBSCRIPTION.COM.AU

THE ALL-NEW
CRUISER EXHIBITS
GREAT NVH, A
RESPONSIVE ENGINE,
A SLICK GEARBOX AND
A SUSPENSION THAT
GIVES A FABULOUS
RIDE OVER ALL SORTS
OF TERRAIN

74 www.4X4australia.com.au

Toyota LandCruiser VX

A perennial family favourite, the 4WD wagon remains a popular
choice for adventurers of all types. Thankfully, there are all types
of off-road-capable wagons on offer, no matter what your budget
is – we found the best of them.

WORDS MATT RAUDONIKIS THE range of 4x4 wagons we had on test was so large and diverse touring.Thus, it didn’t score well in bushability and fell behind.
we had to split them in to groups either side of the $100,000 price If there was a fun-factor element to the judging criteria, then
point before testing.Then after test drives at the AARC, we whittled
them down to four vehicles as finalists, again trying to include both Nissan’s Patrol would have scored on top.TheV8 engine is a hoot
sides of the $100K divide. to drive, the suspension does a mind-blowing job of mastering both
on- and off-road conditions, and its space and comfort both received
We ended up with the Toyota PradoVX, Nissan Patrol Ti-L, Land positive comments. However, its fuel use relative to the diesel
Rover Defender D300 and the Toyota LandCruiserVX.The fact vehicles was a concern for our experienced long-haul drivers, and
the Prado was the lowest scoring vehicle of this quartet speaks the way the electronics appeared to derate the engine to protect the
volumes for the quality of the group, as it impressed us all with its powertrain under some tricky situations was also worrying.
performance as the week went on.The Prado’s way of getting on
with whatever you throw at it without fuss or fanfare, with ease and That left us with the LandCruiserVX which, in typical Toyota
a can-do confidence, drew surprising remarks from those who didn’t fashion, didn’t do anything outstandingly, but never put a foot
think it could be so good. But the competition was newer and better. wrong, never hesitated to get on with the job and didn’t give us
anything to be concerned about.
The Defender 110 D300 was a favourite for a few of the drivers
from the outset – and in the final scoring. It covered any and “It’s very comfortable on outback dirt roads and capable on
all obstacles easier than any of the 18 cars we started with, and the sand dunes,” said Evan of the Cruiser. “It’s built for Aussie
it does so with an air of luxury and grace that no other could conditions.”
match. However, it was let down by its lack of available touring
equipment, 20-inch wheels and tyres, and perceived complexity, Ron had a similar opinion, saying, “The all-new Cruiser exhibits
which concerned some as to how well it would stand up to extended great NVH, a responsive engine, a slick gearbox and a suspension
that gives a fabulous ride over all sorts of terrain.”

And from Dex, “It’s just so suited to touring the Aussie bush,

www.4X4australia.com.au 75

which is probably the big reason it beat the Defender. It’s got
plenty of power and torque for whatever you want to do with it, and
surprisingly good fuel economy.”

While our drivers all liked the 300 and the way it tackled the
conditions, we were split evenly with three of us scoring the
Defender higher than the Cruiser when looking at the over $100,000
vehicles.The tally of its scores put it atop the wagon offering, just
two points ahead of the Patrol but one shy of the Ranger ute.

The 300 Series LandCruiser might be all-new, but it is an
evolution of the 200 and all the generations before it. Seventy years
of experience and development have chiselled and shaped the
Cruiser to what it is now, and that heritage shows in the way the
300 handles whatever you point it at.Toyota knows the recipe for
success here and it didn’t stray too far from what has worked before,
simply refining and improving it just enough to create an industry
leader for another generation of off-roaders.

There were a few criticisms of the LandCruiser, with most
thinking it is very expensive but justified that against its ability on
all terrains. Some noted the way the lightweight aluminium bonnet
vibrates as you drive along; visible from the driver’s seat but not
hear or feel it, so it’s only a visual thing and doesn’t detract from the
car’s refinement to driving experience. It’s nitpicking and if that’s
the worst we could throw at the Toyota, then it’s obviously a good
thing and a deserving winner of 4X4 Wagon of 2022.

That 3.3L twin-turbo V6 has “IT’S VERY COMFORTABLE ON OUTBACK DIRT
plenty of power on tap and ROADS AND CAPABLE ON THE SAND DUNES. IT’S
sounds sweet when pushed. BUILT FOR AUSSIE CONDITIONS”

76 www.4X4australia.com.au

HEAVY
DUTY

3D MAXTRAC
SERIES

LC-70 SERIES MODEL SHOWN 100% WATERPROOF &
PRESSURE WASHABLE
CATCH ALL THE DIRT IN
YOUR MAT, NOT YOUR CAR Saftey Non Slip backing keeps mat in place

Available in Rubber or Carpet Easy to Clean, Save your carpet

LC200 COLORADO RANGER AMAROK HILUX

ACOCCRRACEDDEREPDITRTESD 03 9791 1777 | www.3dmats.com.au | [email protected] AVMMAOIALMDAKOEEBLSSLSET&
ADUESLTI-VWEIRDYE
NEW D-MAX / BT50 MODEL SHOWN

GREAT
VALUE
3D KAGU
SERIES

What we learnt

Eighteen cars over eight days of testing throughout three states taught
us a few things about the new four-wheel drive landscape in 2022.

NEW car buyers are spoilt for choice in 2022. We know a lot of plenty of new vehicles on the market now that appear on paper
them you can’t get due to stock shortages, and even if you order to be great value for money but don’t always work so well. Some
them now you’re looking at a six to 12 months (or longer) waiting of the newer brands on the market offer extensive features lists
list. It’s a pretty crook situation if you are wanting to get in to a that read like the car is great value, but it appears the features
new 4x4 right now, but if you are prepared to wait for what you are only there to tick them off on a list and they don’t work as
want the choices are mind boggling. they should.

There’s a new 4x4 on the market for just about anyone. The Electronic traction control systems that are so slow as to be
mid-size 4x4 ute field is ever expanding, with new brands and useless in rough terrain; electrically-assisted power steering
models arriving every month and more waiting in the wings that feels completely removed from the front tyres; and huge
to get in, while wagon buyers are faced with a showroom that touchscreens that look impressive on the dash but you almost
includes everything from ute-based budget beaters to luxury need to poke your finger through them to get them to work.
wagons like the Gelandewagen, Range Rover or even Bentley These are just some of the things we found through our testing
and Rolls-Royce SUVs. It’s only limited by your budget. in the lead-up to 4X4OTY.

Some might still say you get what you pay for, but there are The 18 vehicles we brought on the test were the best of the

78 www.4X4australia.com.au

bunch, even if some of them weren’t the specification we’d asked system that can’t be manually locked at the centre diff.
for. Still, some of them failed at the first hurdle. Likewise, the Navara PRO-4X Warrior which behaved

The Chevy Silverado LTZ was an early disappointment. We’d superbly on the rough Second Grade Road and eventually
asked for the Trail Boss model as it would have been more made it up the hill climb, but it sure made hard work of it and
suitable to our needs and represents better value for money, struggled furiously all the way.
but GM couldn’t supply one. While the big pickup is a beautiful
beast on the open road and should make a great tourer, the way Even the triple-locked and mud tyre-equipped Gladiator
it shook and rattled on the corrugated Second Grade Road was Rubicon had its issues here. It made it up without fighting for
horrendous and you wouldn’t want to take it on any outback traction but it was scraping its undercarriage most of the way,
track. I wonder how the Trail Boss would have gone on its better and then it almost got hung up cresting the rise where none of
tyres and suspension? the other cars touched down.

The rutted hill climb at the Australian Automotive Research We didn’t even try to drive the Silverado up here as it is way
Centre looked challenging but we considered it to be fairly too low and would have only resulted in damage.
standard fare for any capable 4x4 vehicle.Yet some of those
lower-priced ute-based wagons failed to proceed past the first We didn’t want to take the G400d up the hill because it,
hump in it, while others got to the biggest part of the rut and the too, is relatively low and, with its price tag, we sure didn’t
ETC gave up as soon as a front wheel lifted off the ground. want to scratch it. But as many of the other vehicles drove
up, we thought it unfair on them not to try it on the hill. To
Riding on the same T6 platform as the Ranger and with a the amazement of all watching, the G-Wagen drove up easier
shorter wheelbase – which in theory could make it a better off- than any other car, barely spinning a tyre with its diffs locked
roader – we expected more of the Ford Everest, but it stopped and pointed straight up. It’s an amazing vehicle, but the price
at the rut with wheels spinning. We put that down to a couple discounted it from our list of finalists.
of things: the low-profile tyres it wore on 20-inch wheels, the
wheelbase placing the tyres in the ruts, and the on-demand 4WD The same for any car that didn’t make it up the hill. If it
couldn’t drive up that hill, it could never be 4X4OTY, and that’s
what sorted our dirty half-dozen.

www.4X4australia.com.au 79

A GOLDEN AGE OF ENGINES is part of the package that makes the 300 more of a driver’s car
than the 200 Series and more rewarding to drive. It’s early days
JUST as buyers are spoilt for choice in new cars, we are spoilt for the F33A-FTV and time will tell how it performs long-term,
by the engines that are available in them right now. In this time but remember the problems that the 1VD-FTE V8 had when it
of EVs being shoved on to the market, it truly is a golden age first arrived?
of the internal combustion engine. From the simple two-valve-
per-cylinder pushrod V8 of the Silverado, the high-tech direct Nissan’s VK56 engine could be the last of the great naturally
injection V8 in the Patrol, to the sublime performance of the aspirated V8s as it is truly rewarding to drive and it works so well
in-line six cylinder engines in both Land Rovers and the G-Wagen with the Patrol’s relatively dynamic chassis, while the 700Nm of
– these mills sure put a smile on our dials. And they should do roaring grunt that comes from the Mercedes-Benz in-line six has
the same for any driving enthusiast. to be felt to be appreciated. Even VW’s ageing V6 diesel in the
Amarok is a joy to put the pedal down.
The supercharged and turbocharged petrol engine in the
Land Rover Discovery P360 is a driver’s delight, delivering the While we can’t say that about any of the four-cylinder diesel
bottom-end torque of a diesel engine and the top-end charge of engines that come in most new 4x4s – they are all noisy and
a highly-tuned petrol, all with the wail of a performance car and uninspiring – as long as the range of EVs is limited by the lack of
diesel-like fuel economy. infrastructure in this country, the internal combustion engine
will remain the only choice for four-wheel drivers and others who
The new V6 diesel engine in the LandCruiser might not have like to venture beyond the daily commute. Enjoy them while we
the sound of the old V8, but it out-accelerates, has a broader can, people!
spread of torque and uses less fuel than the engine it replaces. It

IF IT COULDN’T DRIVE UP THAT HILL, IT COULD NEVER
BE 4X4 OF THE YEAR, AND THAT’S WHAT SORTED OUR

DIRTY HALF-DOZEN

80 www.4X4australia.com.au



EXPLORE

4X4OTY ROUTE

4x4OTY Our hard-working crew
Route take a well-earned break
under a rising full moon.
Follow our route for a trip through
sandy deserts, outback trcks, big

rivers and rocky mountains.

T HE tucker truck and its accompanying trailer was
bogged, the five-minute shortcut turning in to an
hour-long recovery, before we were again carving up
a dust storm behind each set of vehicle wheels.

Our adventure had started a few days earlier when our
judges and film crew gathered, along with the 18 vehicle
contenders for this year’s 4X4OTY awards, at the Australian
Automotive Research Centre, inland from the surf coast
south of Geelong. We were a long way away from any surf
though, as we took each and every vehicle for a spin around
the bitumen road loops and then around the gravel-road
section of the test tracks that make up this world-class
vehicle test facility.

With lots of miles slipping under our belts, we then took
the vehicles to the steep hill section of the test facility
comprising accurately measured gradients and a few
different surface conditions. These varied from smooth
concrete on the steeper slopes (more than 45 degrees!) to
rutted and pot-holed scrabbly tracks that tested suspension
travel, traction controls and diff locks to the maximum.

82 www.4X4australia.com.au

www.4X4australia.com.au 83

EXPLORE 4X4OTY ROUTE

From sand dunes, to outback MALLEE COUNTRY
tracks, we tested over a wide
variety of terrain to really push ONCE we left the research centre with our finalists, we
these vehicles. followed back roads, staying mainly on second-class bitumen
along with all its variables, as we passed through rolling
farmland to Cressy and then Skipton before hitting the
Western Highway at Ararat. The highway miles slipped away
quickly before we were again back on second-class blacktop
as we pushed north from Dimboola, through paddocks that
had been stripped of their golden grain to the small town
of Yaapeet. Here we found our way to Turkey Bottom Lake,
where the tucker truck had already set up for our arrival
with a few beers and dinner. This community-established lake
is a cracker and features a sandy beach and well-maintained
basic facilities, while the lake itself has been stocked with
a few thousand silver perch to add another attraction to the
area. Be sure to leave a few dollars in the donation tin.

Just west of Yaapeet we were dodging around the
southern shores of Lake Albacutya, taking a track that was
a shortcut instead of sticking to the main road when the
aforementioned bogging occurred. Lake Albacutya itself is
rarely a lake as such – the last time it had meaningful water
in it was in the 1970s! Still, it does offer a few spots to camp,
but, sadly amongst the line of signs at one entry point it read,
‘Vehicle based-dispersed camping is not permitted’. Maybe
the powers that be think that such shenanigans may pollute
the non-existent water or scare the ducks that haven’t visited
for years.

84 www.4X4australia.com.au

DRIVEN BY QUALITY

We know what it takes to make it to the Cape and back because we’ve done it. We’ve crossed the Simpson, conquered the Kimberley and made it
through Ellis Track. We’re 4x4 enthusiasts, through and through. Drivetech 4x4 specialists are driven by quality, to provide you with 4x4 accessories and
hard parts for the toughest terrain.

VISIT DRIVETECH4X4.COM.AU TO VIEW THE RANGE OR FIND YOUR NEAREST AUTHORISED DEALER.

drivetech4x4.com.au

EXPLORE 4X4OTY ROUTE

THE ‘ROCK’

AFTER leaving the lake shore, we were again on gravel roads
before turning on to the Milmed Rock Track that passes through
the heart of the Wyperfeld National Park. Leaving the cleared
farmland behind, the route winds over dunes and among mallee
scrub, heath and broombush, interspersed with the occasional
claypan and semi-cleared area dotted with native pines and
taller red mallee trees. It passes through the rarely wet Round
Swamp (where there is a camping area) to Arnold Spring, which
was once used as a watering point for stock, and on to Milmed
Swamp (another camp spot) before coming to Milmed Rock. You
don’t want to get too excited about the rock as it is only a few
metres in diameter and just over a metre high, almost hidden by
the surrounding small trees. Still, it’s the biggest ‘rock’ you’ll see
in this part of the desert!

By now the weather was warming up, the sun beating down,
and the sand fine and dry. The route had also seen a fair amount
of traffic and in places it was plagued by whoopty-doos, which
makes any suspension work hard trying to keep the oscillations
of the vehicle in check.

Hitting the good dirt of the Murrayville-Nhill Road we turned
north, stopping briefly at Big Billy Bore for a change of vehicles
(an hourly occurrence during testing). A short distance north
we turned in to the Big Desert State Forest and took Delisio
Track and Big Dune Track to White Springs Track, the route
again across soft, bumpy sand with the occasional biggish dune,
while the vegetation had changed to mainly native pine and
broombush heath country. At so-called Lone Pine, we burst out
in to a large flat clearing before entering scrub country again,
passing the now derelict John’s Bore before turning west along
Firebreak Track. This track climbs and dips over some big dunes,
with the sun making tracks to the western horizon, the crest of
one particular beauty made for a top spot to shoot some video
sequences.

That evening our camp was a hurried, last-minute affair,
close to the junction of the Murrayville Road. Next morning,
with no fuel available in Murrayville we made the short detour
interstate, along the blacktop to Pinnaroo, where once refuelled
we retraced our steps back to Murrayville before continuing on
to the small community of Cowangie.

Back on dirt, we struck north passing through the heart of the
Murray-Sunset National Park on what is a pretty good dirt track.
Near the northern boundary, we dodged around and passed
along the edge of Rocket Lake, one of the standout features
of this park, before again passing through farmland to the
bitumen. Bypassing the market gardens, vineyards and built-up
areas of Mildura and surrounds we crossed the Murray River,
went through Wentworth without stopping at the local bakery
and then took the High Darling Road to the pleasant, historical,
one-time port of Pooncarie. It was late by the time we pulled in
to enjoy a meal on what had been a very hot day, it was to be an
unpleasant hot night for sleeping in a swag.

In this sort of country,
tyres were punished.

Toyota Prado VX struts
its stuff on sand dune.

86 www.4X4australia.com.au

F E AT U R I N G TECHNOLOGY

NO AIRLINES,
NO COMPRESSOR
JUST TRACTION.

ELocker electromagnetic locking mechanism is the next generation of aftermarket differential technology.

Performing as an open differential until you need instant traction, when selected to lock, the Harrop
ELocker captures 100% of available torque and reliably distributes it equally to both ends of the axle.

Available throughout Australasia from our network of stockists

1 SINCE 5

95

HARROPPERFORMANCE H A R R O P T V W: H A R R O P. CO M . AU P: 130 0 H A R R O P E : S A L E S @ H A R R O P. CO M . AU

EXPLORE 4X4OTY ROUTE

Turkey Bottom Lake is well worth
an overnight stay.

88 www.4X4australia.com.au

Test judges were hard at work, MIGHTY DARLING
taking notes throughout the trip.
THE mighty Darling River was ‘mighty’ once more and
flowing a banker, so most of the campsites I knew and
treasured along the stream were either inundated with
water or muddy from the water’s relentless advance and then
retreat. But it was magical to see water flowing around giant
red gums and giving a sheen of green wherever the water
touched.

Next morning, we headed north tracing the Darling’s route
to Menindee and the lakes that make this area of western
NSW such an iconic place to visit and enjoy. At this time of
the year with the daytime temperatures in the 40s, there
were few people camping along the shores. Still, our film
crew, as they are known to do, found a few spots for filming
and photography before we pulled in to the shade at Copi
Hollow for lunch, beside the lake which has been a popular
holiday spot for Broken Hill locals for generations.

Broken Hill was our next quick fuel stop as we pushed on
to our final destination, Eldee Station on the edge of the
vast Mundi Mundi Plains and tucked in close to the rocky
hills and defiles of the Barrier Ranges. It’s a great spot to
stay and we threw down our swags on the lawn of the small
campground and enjoy the hospitality of the owners, Steve
and Naomi.

For the next day-and-a-half we ploughed through bulldust,
climbed rocky and rutted tracks over the rounded hills
and cruised along sandy creek beds that had been washed
cleaned by recent flooding rains. Sometimes it was hard to
think that we were working, but we struggled on, preferring
to spend the hot times of the day in the air-conditioned
vehicles while the sweating video crew tackled both the
filming and the heat. Sadly, for all of us, the heat didn’t
relent too much overnight.

On the last day we refuelled the vehicles in Broken Hill,
sorted out final mileage figures and fuel economy figures for
the days of testing, before our experienced crew of testers,
film crew and catering staff split up for the long run home,
some heading for Sydney, while others turned south for
Melbourne.

IN PLACES IT WAS PLAGUED
BY WHOOPTY-DOOS, WHICH
MAKES ANY SUSPENSION WORK
HARD TRYING TO KEEP THE
OSCILLATIONS OF THE VEHICLE
IN CHECK

www.4X4australia.com.au 89

CUSTOM

2015 FORD RANGER

WILD RANGER IS DESIGNED TO
WORK HARD AND PLAY HARDER

WORDS + IMAGES DAN EVERETT

T HE dual-cab ute has taken Azventures as the internet knows
over Australia. Every him, this all rings true. A chippy
suburb. Every beach by trade, an adventurer by heart
campsite. Every outback and now part of the crew at MITS
pub. Every construction Alloy, his 2015 Ranger is the perfect
site. Every single one of rig for work and play.
them is swarming with
dual-cab utes. It makes sense – they’re It didn’t come that way from the
designed for us. The ultimate work rig, factory, though. Aaron’s adventure
family runabout and play toy all in one machine is the result of years of hard
car spot. An open ticket to adventure, work, with plenty of trial and error
while still feeling like you’re making a thrown in to the mix in his attempt to
practical choice. build the perfect work toy for the 9 to
5, and the adventure machine when
For Newcastle local Aaron Brown, or he’s off the clock.

90 www.4X4australia.com.au

www.4X4australia.com.au 91

CUSTOM 2015 PX2 RANGER

SUPPORTING THE WHOLE AFFAIR IS
A TRICKED-UP CHASSIS WITH SOME
WILD SUSPENSION COMPONENTS
FRONT TO REAR

FOX AND DOG
Fox Shocks and Tough Dog
arms make the front end
float like a butterfly.

92 www.4X4australia.com.au

TOP LOADER
Front Runner alloy roof
rack provides ample
storage, as does the
canopy with solar panel.

TRICKED SUSPENSION suspension in a LandCruiser, the new
set-up uses four heavy-duty adjustable
SUPPORTING the whole affair is a link arms holding the diff fore and aft,
tricked-up chassis with some wild while a matching Panhard rod keeps
suspension components front to rear. things moving down the road in a
Leading the charge up front is a 2.5- straight line.
inch lift to bump the Ford’s altitude
up without affecting ride quality or After spending the GDP of a South
handling. To achieve the new height, American company by experimenting
a set of Fox 2.0 struts have been fitted with spring rates, Aaron’s finally settled
either side. They’re slung in to SuperPro on a set of springs from Lovells for the
replacement lower control arms, perfect combination of ride quality
while Tough Dog tube uppers rein the and handling, while a set of Fox remote
alignment back in to respectable limits. reservoir 2.0 shocks keep the whole
arrangement behaving itself. The
Huge G.O.A.T. Offroad tie-rod ends combination provides ample room to
have beefed up the steering department, shoehorn in 315/75R16 Maxxis RAZR
a common weak point for people pushing tyres wrapped around steel wheels.
the T6 platform to its limit. A full suite of
Bendix brake upgrades also got the nod
– its Ultimate rotors backed up by trick
pads and braided brake lines all-round.

Moving rearwards and Aaron has
completely ditched the factory leaf-
spring suspension set-up. In its place, a
Superior Engineering coil conversion
has been welded in, giving a smoother
ride and huge improvements in off-
road articulation. Similar to the rear

MAKE MINE FOX
Fox shocks and coil
springs replace the old leaf
set-up under the ute.

www.4X4australia.com.au 93

CUSTOM 2015 PX2 RANGER

ALL LIT UP
Let there be light and
heaps of it, with a Stedi
light bar on the bullbar and
more Stedis up top.

ENGINE HOUSE front to rear. Heading up the package is SLIDE ON BY
the aggressive-looking Chaser bullbar Legendex rock sliders have
MOTORING the set-up down the tracks from TJM. Constructed out of tube and paid for themselves time
is Ford’s 3.2 Duratorq five-cylinder turbo- plate, the prerunner-style bar sits tight and time again.
diesel. It breathes a little easier, thanks to the body and houses a matching TJM
to an Airtec snorkel by TJM feeding cool Torq 9500lb winch. Moving backwards
air down through the factory airbox. A and a full set of TJM bash plates have
spicey tune from the guys at Legendex been installed to protect the Ranger’s
has ramped up the power output, before soft undercarriage components, with a
its three-inch turbo-back exhaust has few DIY mods required to make them fit
spent gases rocketing backwards. Sending around the Roadsafe diff drop.
drive to both axles, the 6R80 six-speed
transmission has an external cooler kit Along the flanks, Legendex rock sliders
from Wyong Automatics fitted, while both protect the sills and doors, while a Front
driveshafts are mated to lockers at each Runner alloy roof rack provides storage
end – the factory electronic locker in the up top. There’s an awe-inspiring amount
rear housing, with an aftermarket unit of light pointing forward thanks to a Stedi
from Harrop Engineering up front. light bar on the bullbar, gutter lights
mounted at the bottom of the A-pillars,
Back on solid ground and Aaron’s and five more Stedi LED lights up top.
spec’d the Ranger up with armour from

94 www.4X4australia.com.au

GEARED 4 OVERLANDING

࠮ ,UNPUL *VU]LYZPVUZ MARKS4WD.COM
࠮ /`KYH\SPJ )YHRL <WNYHKLZ 03 9552 6555
࠮ /HUKIYHRL <WNYHKLZ
࠮ 3V^ 9HUNL
6]LYKYP]L .LHYZ
࠮ 7HY[ ;PTL >+ 2P[Z
࠮ :WLLKV *VYYLJ[PVU
࠮ ;V^ IHY HUK ;V^ /P[JOLZ

Marks 4WD have been taking you further since 1979

CUSTOM 2015 PX2 RANGER

BAGS OF TRICKS
Canopy passenger side is
decked out with a heap of
Crashpad soft storage.

MIGHTY MITS by a KickAss lithium battery, the set-up
provides ample power for the on-board
UP the back, a sleek MITS Alloy canopy water tank, inverter, on-board air and
rounds out the package. Not surprising, TravelMate fridge. There’s even enough
considering Aaron hung up his circular left over to fire up the Travel Buddy pie
saw to go join the MITS Alloy team full- oven. The passenger side of the canopy is
time. Expertly welded together out of decked out with a heap of Crashpad soft
lightweight aluminium, the MITS Alloy storage solutions, as well as a pull-out
unit is a two-piece combination. The pantry and prep table, while a trundle
canopy and tray package is perfect for tray underneath provides huge storage
the worksite or touring, while the canopy for all the track-side tools you could
lifts off leaving just the tray to cop a ever dream of. Up top, solar panels are
hiding should Aaron decide to test the accessible via the rear-mounted ladder.
Ranger’s twin-locked capabilities.

With the canopy fitted, Aaron has
enough goodies to last for weeks on the
tracks without needing to duck in to
civilisation. A huge Enerdrive electrical
set-up is the brain of the beast; powered

IT'S IN THE CANOPY
A place for everything,
and everything in the MITS
Alloy canopy.

96 www.4X4australia.com.au

CUSTOM TRAY BODIES PROUD

CUSTOM CANOPIES CANOPY

CUSTOM VEHICLE FITOUTS SUPPLIER PROJECT
OF THE RANGER

duty custom built steel tray bodies, Heavy duty custom built aluminium tray
bodies, Custom made dog cages, Toolbox’s and custom built aluminium
canopies. We also offer full custom vehicle builds and turn key packages. Our
friendly experienced team of qualified staff aim to provide our customers with
the highest possible standard of service along with a high quality product.

07 3277 1008 | [email protected]

www.amve.com.au

21 Wolston Road, Sumner, Brisbane

CUSTOM 2015 PX2 RANGER

WORK AND PLAY
Weekday workhorse
to weekend warrior,
Aaron's Ranger fills both
requirements nicely.

INTERIOR MODS

MOVING in to the cockpit and Aaron’s
kept things simple but effective.To
increase storage room even further, he’s
yanked the back seats out and fitted a
false-floor section with slide-out tubs
underneath.They’re the perfect place for
overflow food and cooking items, while
clothes bags live on top. It also provides a
convenient mounting point for the GME
Personal Locator Beacon within easy reach
of driver and passenger.

Up front, a GME XRS takes pride of
place, while a ScanGauge provides up-to-
date readings on everything from coolant
temp to battery levels. A Thrust Monkey
throttle controller lets Aaron dial throttle
sensitivity way back for maximum control
when off-road.

If you’re looking for chrome wheels and
marble-finished bench tops in Aaron’s rig,
you’re going to be sorely disappointed. It’s
the definition of go, not show. Purpose-
built to tow a two-tonne trailer to the job
site Monday to Friday, then head off to
cross deserts on the weekend.

AND THERE'S MORE
Trundle drawer underneath
provides plenty of storage
for all the track-side tools.

98 www.4X4australia.com.au

LEAF VS COIL

FOR most of history the debate between coil engineer in to a vehicle and affordable to
and leaf springs has been fairly one-sided – manufacture. So why did Aaron yank them
leaf springs were better. In all fairness, that’s out, and why are so many 4WDers spending
because, despite leaf springs being around thousands to replace them with coils?
since Roman times, coil springs are only about
250 years old. Despite that, coil and leaf springs In short, coils offer superior ride quality,
are still both common today on anything with easier tunability and, with correct link
four wheels. The reasons are straightforward, geometry, can out-flex most leaf-spring
and they both have pros and cons. set-ups. If your primary goal is to tackle
Leaf springs are tough, simple to design and challenging 4x4 tracks or ride in comfort, then
coils should be on every corner of your 4x4.

www.4X4australia.com.au 99

ONE OF THE FIRST
ACCESSORISED 300
SERIES LANDCRUISERS
WE’VE SEEN – BUILT
WITH QUALITY GEAR
FROM THE AUSTRALIAN
4X4 AFTERMARKET
INDUSTRY

100 www.4X4australia.com.au