Overland Journal :: Gear 2012

Gear 2012 $10

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Gear Guide 2012 Overland Journal Gear 2012

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Overland Journal Gear 2012

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Overland Journal Gear 2012

Content 2

Best of Breed

Overland Tested

16

SEMA Showcase

39

Drawer Systems

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News from the Trade

55

Overland JK

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Overland News

63

Portable Toilets

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AEV Brute Pickup

On the Cover: "Ready to Explore the World."

Cover image design by Jacob Lichner.

Back Cover: Scott Brady reseating a tire bead in the Australian Outback. Photo by Ben Edmonson.

Overland Journal Gear 2012

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Gear 2012

Field Journal

Departments

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Australian Outback

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Overland Post

91

BMW GS History

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Editor's Column

99

Project Vehicle: Range Rover Classic

115

Skills: Language

123

Classic Kit: Tiffin

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Tail Lamp: Venezuelan Jail

105

EarthCruiser

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Overland Journal Gear 2012

We are adventurers. Constantly traveling.

Testing and using gear in real-world situations.

Gaining experience, which we freely share.

OUR RESUME:

7 continents 132 countries 290 years combined experience and counting...

EXPERIENCE MATTERS We only know things when we live them

Gear 2012

Publisher and Chairman Scott Brady President and Director of Design Stephanie Brady Editor-in-Chief Chris Collard Executive Field Editor Jonathan Hanson Senior Technical Editor Graham Jackson Technical Editors Christophe Noel, James Langan Conservation Editor Roseann Hanson Contributing Editors Zach Berning, Åsa Björklund, Tom Collins, Andrew Cull, Brian DeArmon, Jack Dykinga, Andrew Moore, Christian Pelletier, Lois Pryce, Pablo Rey, Chris Scott, Tom Sheppard, Dr. Jon Solberg, Harry Wagner, Gary Wescott Copy Editors Denise-Christine, Tena Overacker Editorial Intern Åsa Björklund Cartographer David Medeiros Graphic Designer Jacob Lichner Senior Photographer, South America Jorge Valdés Photographer At-Large Sinuhe Xavier Director of Business Development Brian McVickers Director of PR and Marketing Ray Hyland Director of Operations Jeremy Edgar Executive Assistant Kelsey McLaren Fulfillment Bo Rounsavall

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Overland Journal Gear 2012

OverlandPost

Isla de Pascua

Ted Neal, exploring Easter Island.

Levi, expeditioneer in training.

Starting Early This is my son, Levi, in front of his toolboxinspired dresser (note the Overland Journal sticker).Even before he was born (in my wife’s belly) he has been enjoying the outdoors with us. We make our adventures a family affair; as aunts, uncles, cousins and grandparents all join in the fun. Our family stable of overland vehicles has grown lately, including additions of a D90, RRC, and a Disco; we even have an Xterra and a Jeep in the group. Thanks for putting out such a quality publication and keep up the great work.

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Ian Lorenzana 1995 Range Rover Classic

CONNECT SHARE Become a fan on Facebook to communicate with us and other readers and get up-to-date information on what we're up to, the latest trips, and newest gear.

Write us a note

attention: Overland Post editor@overlandjournal.com PO Box 1150 Prescott, AZ 86302 Include your name, address, email address, daytime phone number, and the year and make of your vehicle.

Letters may be edited for length and clarity.

Where in the world has your Overland Journal been? Send us a photo, along with your name, the location, and a brief description.

Overland Journal Gear 2012

Just wanted to send a photo of your magazine at one of the more remote places that I have had the opportunity to be lately. I am fortunate to be employed in aviation, and get to travel to numerous places around the globe. I thought this time I should post a photo with Overland Journal due to the notoriety of Isla de Pascua (aka Easter Island). The island is small, but a wonderful place to explore, and should be on most overland enthusiasts’ lists of interesting places to visit. The people are friendly and truly interested in making visitors feel welcome.

Ted Neal 1993 FZJ 80, 2010 KTM 690R

The Perfect Gift I absolutely love getting Overland Journal. I liked it so much that I paid for subscriptions for some of my friends as gifts. With every issue, I receive a text from them thanking me for the subscription. I used to be partowner of an outdoor magazine and I have never seen a magazine that is produced in higher quality than the Overland Journal. I am too busy running a business and being a husband and father to take months or years off to explore the world in an overland vehicle; but I love living vicariously through those in the magazine that do. Someday when the kids are out of the house I hope to be able to convince my wife to do that with me. Until then we will keep doing our three to seven day adventures exploring the Western United States in one of our several expedition trucks.

Jud Eades Volvo C304, Unimog 404, Mercedes 508D

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Overland Journal Gear 2012

Contributors

Harry Wagner

Åsa Björklund

Christophe Noel

Jacob Lichner

Harry Wagner was bombarded with outdoor opportunities from a young age. When not participating in Boy Scout activities, he was exploring the coast of Northern California and the Sierra Nevada from the back of the family’s FJ40 Land Cruiser. He earned a degree in geophysics in Colorado and was assigned to work in Venezuela shortly after graduation, where he developed an interest in travel journalism. The trend continues today, and Harry dovetails his career cleaning up old bombing ranges throughout the country (yes, really), with opportunities to explore, photograph, and document new locales.

Swedish born and educated, Åsa has roamed the globe working as a waitress, a factory employee, and a dozen other odd jobs “that made life more interesting.” As a human rights lawyer, she worked with development aid in Central America, reporting on sensitive issues of the region. When Åsa could escape the office, she explored remote areas of Guatemala, Belize, El Salvador and Honduras in a Land Rover.

With a desire to write fulltime, she switched careers to journalism. Her work includes articles for a variety of Swedish and English language magazines and websites, covering topics such as overland traveling, wildlife, current affairs and social issues. Åsa has a passion for animals and has a particularly soft spot for horses. Whenever she can, she hikes the backcountry in her new home state, Arizona. She says, “I keep falling in love with this place over and over again.”

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Christophe Noel has been an avid backcountry traveler since he was too young to tie his own stitch-down hiking boots. As his feet have grown, so has his appetite for adventure. While bicycles are his passion, Christophe is an accomplished sea kayaker, backpacker, mountaineer and general vagabond. Having spent much of his life wandering the globe from Alaska to the Atlas Mountains and beyond, Christophe can now be found most days riding his mountain bike on the twisted singletrack near his home in Prescott, Arizona.

Overland Journal Gear 2012

Jacob Lichner is a graphic designer and photographer working out of Phoenix, Arizona, where he resides with his wife, Alyssa, and daughter Gwenyth.

James Langan

With a love of wheels since his first day of preschool—where he immediately discovered the tricycle—James Langan pursues his passions with motorcycles, trucks, and on foot. He makes his home on the eastern slopes of the Sierra Nevada, a fantastic starting point for adventure. After 10 years as a journalist and photographer with Power Stroke Registry magazine, and a brief sabbatical from journalism, James is back in front of his keyboard and behind his cameras. With a keen eye for detail, he is a photographer, a writer, a precision driver, and an expert motorcyclist.

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Overland Journal Gear 2012

EDITOR'S LETTER

Experience Matters You may have noticed that we added a new clip to the masthead of the Winter issue: Experience Matters. I had mixed emotions when the idea was initially proposed. On the pro side was the feeling that I want you, our readers and fellow overland enthusiasts, to know whom we are, the depth of our experience, and that we are not a bunch of poser wannabes with decent connections, Microsoft Spell Check, and enough money to start a magazine. My reservations were based on an old metaphor; the empty wagon rattles the loudest, and a quote from one of my favorite tough guys, Teddy Roosevelt. If Teddy’s wise words have not come to mind yet, let me help: “Speak softly and carry a big stick…you’ll go far.” On that note, I’ll be the first to admit that I don’t know everything. If I did, my name would be Britannica, or Wiki, and life would surely become mundane and boring.

The reason I bring this up is that I was recently party to a conversation with an aftermarket vendor and a potential customer. The vendor was regurgitating a lengthy laundry list of equipment this guy needed to install (buy) for his vehicle. The customer, who appeared to be fairly new to the overland community, was eager to make sure he had all the right gear to be prepared. The vendor was rattling loudly, as if he was an overlanding authoritarian, though I wasn’t particularly convinced of his credentials. I walked away feeling I’d witnessed a commission-induced sales pitch, rather than a heartfelt counseling based on real-world experience. My point in all this is that we can only share, or teach of things we actually know or have experienced. This applies to a magazine’s staff and gear suppliers alike.

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OVERLAND JOURNAL TEAM RESUME: 7 continents 132 countries 290 years combined experience and counting...

As I pen this Journal Entry, I’m putting together details for a solo trek from Costa Rica back to the States. Most of this route (Nicaragua, Honduras, El Salvador and Guatemala), are areas to which I’ve never traveled, and come with the preconceived dangers of Central America. I’m making as many connections as possible, and researching the U.S. State Department and Centers for Disease Control (CDC) sites. But most importantly, I’m querying other travelers (on Expedition Portal and the Horizons Unlimited Bulletin Board (HUBB)) for real-time advice on current conditions. Nonetheless, I can’t help but have at least a few reservations—fears, if you will.

So, does experience matter…damn straight it does. Should we qualify those who provide us routes through marginally safe areas of the world? I would say yes. I believe this rule should apply to purveyors of 4WD gear as well. They need not have soloed from Cape Town to Big Ben, but a solid curriculum vitae is certainly in order. It would be nice to think they are selling you the best item for your personal needs, rather than the one for which they receive the highest margin. I can only hope the experts I’m consulting for my upcoming trek don’t have ulterior motives—maybe a cousin with a campground and restaurant en route. I’m laying trust in their honesty, their knowledge, and yes, their experience. It does matter.

Overland Journal Gear 2012

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Overland Journal Gear 2012

Best of Breed 16

SEMA Showcase

23

News from the Trade

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Overland News

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AEV Brute Pickup

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Overland Journal Gear 2012

News from the Trade Exploring the newest gear for overlanding

By Chris Collard

Showcase

The Return of Practical

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I’ve been attending the SEMA show for a number of years, the first time in 1994. It is the central gathering of all things automotive, a who’s who for aftermarket manufacturers, OEMs, and wholesale buyers from around the world. Though I’ve always had a raised level of excitement when I walk into the stadium-sized South Hall on the first day, industry trends of the previous decades were losing ground for serious overland enthusiasts. Not being the type that gets excited about 21-inch diamondstudded wheels, multiple big-screen monitors mounted in…uh…the bed of a truck (?), or non-functional bling, dayglow valve stems and under-body LED disco lights were ebbing my faith. Fortunately, the past five years have brought change to SEMA’s skyline. Namely, there are a lot more roof racks, roof top tents, and practical gear for overlanding. I think this revitalization of commonsense products is a move in the right direction. The other thing I’ve noticed is what I call the Australian Invasion.

Australians, who have traditionally leaned towards function over bling, were present in numbers I’ve not seen before. There were so many new products at this year’s show we could not possibly fit them into these pages.

We’ve begun to source several, so you may see them in upcoming gear reviews.

I’m relieved to see trends at SEMA leaning towards practical, real-world gear. It is my hope that as the enthusiasm for low-impact, vehicle-based adventure travel spreads, we’ll see a continued influx of innovations from big name companies, and garage-based entrepreneurs. If you’ve got a neighbor with a garage and a great overland product, and he or she can’t afford the price of attending the show just yet, email me some details. They don’t have to be at SEMA to be worthy of the spotlight.

MAXTRAX Extreme Arctic Snow Mat

We love innovative, well-engineered homegrown products, and MAXTRAX is a great example. In just five years they have transformed the world’s opinion of traction mats as recovery devices. At a filmmaker’s request for units that would hold up to the Siberian winter, MAXTRAX developed the Extreme Arctic. Molded from a special blend of low-temp nylon, they are rated at -60°C (tested on a 10-inch step under the weight of a 4-ton forklift). maxtrax.com.au, U.S., Viking Offroad: 818-506-9789, Sierra Expeditions: 866-507-4254

Overland Journal Gear 2012

News from the Trade Exploring the newest gear for overlanding

SEMA’s Best 4x4/SUV for 2012 Each year, the SEMA Award Team reviews each of the new offerings from the auto industry. The one that applies to overlanding is the Best 4x4/SUV award and Jeep was in the running with their introduction of the new Wrangler. I worked with Mopar CEO Pietro Gorlier last year in Moab, Utah, and his personal enthusiasm for the breed is reflected in significant improvements to the JK’s powertrain. He and his team were rewarded with the honor of SEMA’s Best 4x4/SUV—the 2012 Pentastar-powered Jeep Wrangler JK.

ARB Underbody Protection

ARB was on hand with their usual corral of new products. This one caught my eye. Available for JKs, Land Cruisers (80/100s), Tacomas and FJ Cruisers, and a host of international models, their new under-vehicle protection system is crafted from 3 millimeter (1/8-inch) plate and has access ports for all drain plugs. All components receive a zinc undercoating and a layer of ARB’s proprietary blend of powder coating. arbusa.com, 800-293-9083

MSA Tradie Seat Covers Party to the Australian invasion, MSA 4x4 was on hand with a host of new products. Their Tradie Gear (Tradesman for us Yankees) seat covers are crafted from polycotton-lined 16-ounce canvas and sport a rugged feel. We expect U.S. distribution in the coming months. msa4x4.com.au, +07-5665-7555

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News from the Trade Exploring the newest gear for overlanding

Mile Marker SEC15 Electric

Showcase

Kaymar 100 Series Rear Bumper

Kaymar has long been revered for protecting our rears. Their bumpers are available with a combination of single or double jerry can carriers, and single or dual tire mounts. Their 100 Series Land Cruiser product, which is rated at 770 pounds tongue weight, includes a telescopic light tower, Hi-Lift mount, and can be fitted with a combination of fuel can and tire options. kaymar.com.au, +61 3-9739-4110, U.S. 855-629-8729

Winch manufacturers continue to one-up the competition with more powerful units, built-in temperature protection, and fully-sealed electronics. Mile Marker presented the SEC15 electric, boasting it as the lightest 15,000-pound unit available (101 lbs). Their Plug and Play wireless remote is weather and shock resistant, has a range of 50 feet, and is adaptable to any winch, regardless of manufacturer. milemarker.com, 800-886-8647

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Warn Ultimate Performance Series 9.5cti

Warn has expanded their Ultimate Performance Series with the new 9.5cti. It has a single-line rating of 9,500 pounds, cadmium-plated copper contacts, and fully sealed electronics. The motor-mounted thermometric sensor provides feedback to an indicator lamp on the redesigned pistol grip control, the spool is wrapped with 125 feet of 5/16-inch wire rope, and the heavy-duty cast aluminum case is finished with a chip-resistant powder coating. warn.com, 800-5439276 Overland Journal Gear 2012

Tree Hugger from Bubba Rope

We’re not sure about the name Bubba Rope, but their new Tree Hugger tree-saver is something to aspire to. Rated at 58,000 pounds, it is crafted from three-inch polyester webbing sheathed in a Cordura sleeve.

Wrapped around a tree like a soft glove, it should protect the bark from any damage. The unit has an extremely solid feel to it and is available in 10-foot and 16-foot lengths. bubbarope.com, 877-499-8494

News from the Trade Exploring the newest gear for overlanding

Four Decades of Overland Adventure

Cooper Discoverer S/T MAXX

The Turtle Expedition is synonymous with overland travel.

Gary and Monika Wescott have been roaming the planet since the 1970s. Their early days found them behind the wheel of La Tortuga Azul (Turtle I), a 1967 Land Rover 109. Their current vehicle, the Turtle V, is based on a Ford F-550, powered by a Power Stroke turbo-diesel. Upcoming plans for the Wescotts and Turtle V: a five-year trek (yes, five years on the road) through the Middle East, the Silk Road, and Russia’s Road of Bones. turtleexpedition.com

Aussies love their Cooper Tires. While the company provides private label tires for several well-known U.S. companies, Cooper’s following in the States is modest but dedicated. As the company nears its 100th anniversary, it continues to develop new products for the overland market, this year with the Discoverer S/T MAXX. The S/T MAXX features Cooper’s 3-ply Armor-Tek3® carcass and a new proprietary chip resistant tread compound. coopertire.com, 419-423-1321

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Overland Journal Party

Action Camper for Jeep Wrangler JK From across the other big pond (Austria) comes one of the most functional slide-in Jeep campers we’ve seen, the Action Camper. This spacious abode features 63 inches of headroom, a potty, shower, threeburner stove, sink with on-demand water, 40L WAECO top-loading fridge, and a king-size bed. The two-piece fiberglass shell is ridged and well sealed, and the roof area, which can be accessed via a large skylight, is sturdy enough to walk on or use as a photo platform. With the original hardtop, tailgate and rear doors removed, the net increase to GVW is only 440 pounds. U.S. distribution is expected in 2012. actioncamper.com, +43 664-4658065

Due to an increase in the popularity of the Overland Journal house party, we had to rent a bigger house. Several hundred people joined our crew to celebrate another great year of overland adventures, and enjoy Ray Hyland and Brian McVickers’ delicious steak tacos. Slee Off Road wowed everyone with their 80 Series Land Cruiser limo.

Overland Journal Gear 2012

News from the Trade Exploring the newest gear for overlanding

Showcase

Lightforce Genesis 210 HID

The Lightforce Genesis 210 HID houses all electrical components internally and breathes via a Gore-Tex® membrane, rendering it very resistant to ingress of contaminants. The 50-watt HID Zenon bulb will burn a hole in the night, and optional clip-on filters can modify the standard spot beam to a wide asymmetrical pattern or combination of the two. lightforce.com, U.S. 877-510-9204, AU +61 8 8440 0888

Boar’s Den Roof Top Tent Coming to the roof top tent scene in 2012 will be Wild Boar’s clamshell style abode, the Boar’s Den. With a fiberglass shell, weatherproof nylon enclosure, and memory foam mattress, the unit will weigh in at 150 pounds. Dimensions are 58 x 84 inches, the base unit will retail for $1,695, and it will be made in the USA, per the manufacturer. (Note: We’ve yet to take one on the trail. When we do, we’ll give you the lowdown on this new entry to the sector.) wildboarproducts.com, 888-998-1980

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Hutchinson DOT Approved Beadlock Wheels

Hutchinson Wheel has long been known as a supplier of beadlock wheels for the military. To my knowledge, they are also the only manufacturer of DOT approved beadlocks for street applications (marketed under Rock Monster Wheels). They are available for most Jeep models, five and six-lug Toyotas, Land Rover Defenders, and various full-sized trucks. rockmonsterwheels.com, 609-394-1010

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Overland Journal Gear 2012

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Overland Journal Gear 2012

News from the Trade Exploring the newest gear for overlanding

Gerber Grappler Locking Pliers $80

Teva Raith Leather Mid WP $120

Multi-tools have assumed a permanent position on most overlanders’ belts or in their duffel bags, and Gerber offers a wide range of options. The Grappler’s special talent is its Vice-Grip-style locking pliers. A threaded screw inside the handle allows for adjustment of its stainless steel jaws, which provides a death grip on up to a 5/8inch nut or bolt. It also features a locking, partially serrated blade, file, wire cutter/stripper, combination pry bar/ nail puller, and smooth one-handed operation. The plier tool, when not in use, slips into the Grappler’s handle.

(CC) gerbergear.com, 800-950-6161

I’ve been wearing Teva sandals for years; they are comfortable, durable, and seem to last forever. However, I had no idea that they also made hiking boots. I recently picked up a pair of Raith Leather Mid WP light hikers for some work in Arizona and British Columbia.

The Spider365 rubber sole and nylon shank provide good traction and positive control. Teva implemented a Mush® infused insole (from their flip-flops) and Shoc Pad™ heel, which have kept my feet comfortable during extended use. The waterproof full-leather exterior encapsulates a layer of Teva’s T.I.D.E. membrane to keep feet dry. It also has speed laces, which I prefer to traditional eyelets, and a one-year warranty. (CC) teva.com, 800-367-8382

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Otter Box Reflex Series Case for iPhone 4 $45 Claimed to be a favorite iPhone case by our publisher, this new offering from Otter Box was inspired by the crumple zone on a car. It does a great job of protecting your expensive iPhone in the case of a free-fall from your pocket. As a tradeoff for not being fully waterproof (like some of Otter Box’s other cases), the Reflex case maintains the sleek style and small size of the iPhone. The unit pulls apart into two pieces, making docking a cinch. Currently the Reflex is also available for the iPad 2, among other devices. (JE) otterbox.com, 855-688-7269

Overland Journal Gear 2012

News from the Trade Exploring the newest gear for overlanding

SureFire M6LT Guardian $575

If a bear tore through the door of your tent, would it be better to whack it with your machete, or blind it with SureFire’s new M6LT Guardian?

This was our team’s discussion after we each had a stint with this retina-burning torch; by far the most powerful flashlight (and priciest) any of us have used. A 2.5-inch Turbohead TRI lens concentrates the resources of six 123A batteries into a 900-lumen beam that will far outreach the auxiliary lights on your rig. The machined aerospace aluminum housing is Mil-spec hard anodized, has an excellent grip, and the hi-output LED is nearly indestructible. All this in a package that weighs in at a scant 17.1 ounces, and is a compact 8.2 inches long.

Designed for military and law enforcement applications, actuation is via the pushbutton tail cap—press for a momentary bear distraction, twist cap to permanently blind it. (CC) surefire.com, 800-828-8809

SureFire Saint Minimus LED Headlamp $139 The Saint Minimus is identical to SureFire’s revolutionary Saint headlamp, but without the remote battery pack and cables. The slick thing about the Minimus, in addition to producing 100 lumens, is the ease of use. A fluid-like dial allows for smooth adjusting between zero and 100 percent power. The body and dial are constructed from hardanodized, aerospace-grade aluminum, the moisture-wicking band is Breathe-O-Preme®, and the unit is submersible to three feet for 30 minutes. (CC) surefire.com, 800-828-8809

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Light My Fire Personal MealKit $20

I first used a Spork last year during a two-week trek in the Australian Outback—and loved it. Little did I know that the company also offers complete serving sets. The MealKit, which is made of BPA-free polypropylene, includes large and small bowls with lids, mini cutting board, a waterproof container, and a Spork. It all stacks inside itself and weighs just 11 ounces. This lightweight piece of kit is perfect for backpacking, kayaking, adventure riding, or 4WD. (CC) industrialrev.com, 888-297-6062

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Overland Journal Gear 2012

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Overland Journal Gear 2012

Overland News Showcasing expedition travelers and resources from around the globe

By Chris Collard

Farewell to an Overlanding Friend

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Dave lived life to the fullest, and if there is one thing we can take from this tragic event, it is to embrace each day.

he overlanding community lost one of our own recently. His name was David Caouette—father of three, husband, and avid adventurer. In early October, he was sitting in his Land Rover Discovery in the parking lot of one his favorite lunch spots, Patty’s Place in Seal Beach, California. Little did he know that in the hair salon next door, an incensed ex-husband would open fire on his estranged wife and her co-workers. Moments later, in a random act by the gunman, Dave’s life came to a tragic end.

A no-nonsense guy, Dave was a leader in the local four-wheel-drive community and active member of the Southern California Land Rover Club. He spent his weekends tooling around the backcountry with friends and exploring the Southern California deserts. Dave also performed regular duties as trail master for Land Rover Mission Viejo’s Wheels events. He acted as guide and scout, and transformed many trips from one-day excursions to overnight treks to the Anza Borrego Desert and Big Bear areas. His friend Darrin Simmons said, “Customers loved how Dave put the events together, and would come back again and again.”

It was with great sadness that I heard of Dave’s death: senseless, meaningless, and pointless.

One man’s spineless actions took the lives of eight, and reshaped the lives of their friends and families forever. Dave’s friend Richard Nelson said, “It just made me think about how you can be enjoying your day one moment and gone the next. So unfair.”

Dave lived life to the fullest, and if there is one thing we can take from this tragic event, it is to embrace each day, each time you call your parents, and each kiss from your spouse before you leave for work.

On December 3, 2011, Dave’s friends hosted the Friends of Dave Caouette Off-Road Memorial Run in Big Bear, California. They have also created a memorial fund to assist his family through this difficult time. Contributions will go, in entirety, to Dave’s family and can be sent to: Dave Caouette Memorial Fund, c/o Long Beach Police Officers Association, 2865 Temple Ave, Signal Hill, CA 90755-2212.

We at Overland Journal extend our deepest sympathies to Dave’s family.

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Overland Journal Gear 2012

Show Stopper The 2012 AEV Brute Double Cab

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Form, function, and four doors, American Expedition Vehicles unveils its featherweight…pickup.

By Chris Collard

Overland Journal Gear 2012

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ach November while I’m perusing the aisles of the SEMA show, there are usually at least one or two vehicles that induce a pause, a raised brow…and maybe a little drool.

Such was the case when I stopped in to see the guys at American Expedition Vehicles (AEV) and set my eyes on their new four-door…pickup?

Over the last month I’ve had the chance to drive one of AEV’s four-door JKs. I’ve tooled around the Sierra Nevada and even did a road trip to Pomona, California, for Overland Journal’s display at the Off-Road Expo. Equipped with one of AEV’s performance suspensions, 35-inch tires, and a 5.7-liter HEMI, it has been pure fun behind the wheel—not to mention better fuel economy than my V6 Tacoma. The pedal-ready power of the HEMI and 6-speed manual gearbox brought me back to my muscle car days (V8 Vegas and Dodge Challengers). And the handling—much better than my adolescent dream machines: it actually handles better than the stock platform.

Being a longtime pickup guy, I couldn’t help but take exception to the Brute Double Cab. Dave Harriton, mastermind behind AEV, wouldn’t let me borrow it (I think the paint was still wet), but he did agree to spend a morning kicking around the Valley of Fire State Park near Logandale, Nevada. Though there is nothing basic about this vehicle, I want to start with a few of the basics. Then I’ll pick up the Brute’s extended curriculum vitae in the image captions.

For starters, AEV had a lofty list of defined goals in mind when it undertook this project; extend the vehicle by 39 inches, add a functional bed, increase performance and off-pavement prowess, and do so while maintaining a net-zero increase in GVW. Harriton said, “For every pound of weight we add, we lose a pound of payload or towing capacity. We spent a lot of time and consideration on this subject.” The results are extremely impressive.

As I walked around the Brute with Dave, he pointed out some of the unique components that set AEV apart from the crowd. He’s the type of guy that is obsessed with details, and it shows at every angle, at every weld, and at every hose clamp and wiring connection. They manufacture everything from the suspension, bumpers and sliders, to the radiator and intake plenum—each appears to have come straight from the factory. This may be the reason the company has led the JK conversion sector for the past decade, and already has a waiting list for this newest offering. Join me for a tour of AEV’s 2012 four-door Brute Double Cab pickup.

Opening page: To achieve the desired result, a functional bed behind a four-door cab, the frame was stretched 39 inches: 23 inches front of the rear axle, and 16 inches between the rear axle and bumper. Because the front and rear sub-assemblies of a JK are the same on the 2-door and 4-door versions (only the center frame length is different), AEV simply replaces the center section with the same high-strength tubing.

Overland Journal Gear 2012

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The hardtop, as is the bed, is crafted from multiple layers of carbon fiber and S Glass fiber cloth over a honeycomb core. The result is virtually corrosion proof, stronger and more damage-resistant than the OE material.

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1. The all-steel cab is pressed from galvaneel steel—a process of rolling the galvanization directly to the metal rather than a hot-dipped coating—and then E-coated for corrosion protection.

All body panels are designed with CATIA®, the same 3D software used by Jeep, and made inhouse. Deep drawn panels are formed with a 1,400-ton steel press.

2. Also available for the Brute, or any JK, are AEV’s Cordura® Nylon waterproof seat covers. The rear seats also fold flat for additional loading space.

Surrounding occupants is a CNC-formed roll bar crafted from the same material the factory uses.

3. The shifter console, which comes with the A580 transmission, is unique to the 2012 JKs. 4. A quick glance to the interior reveals a fairly stock form. There are subtle changes thoughout, such as the instrument panel being fitted with custom AEV gauges.

Overland Journal Gear 2012

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4.

AEV’s owner, Dave Harriton, is the type of guy that is obsessed with details, and it shows at every angle, at every weld, and at every hose clamp and wiring connection.

32

1. Up front, a Dynatrac ProRock 44 houses 4.56 gears and the OEM Rubicon electric locking differential. AEV’s Bilstein steering stabilizer can be seen connected to the tie rod.

2. Managing articulation is AEV’s 4.5-inch DualSport RS suspension. A steering correction kit places the draglink above the knuckle, and geometry-correcting drop brackets improve caster, anti-dive tendencies, and ride quality.

The front axle also incorporates Dynatrac’s ProSteer ball joints for additional reliability.

3. Shifting components around also required a new coolant overflow reservoir to be engineered. Subsequently, AEV manufactures all components needed for the HEMI conversion: everything from fuel lines to wiring harnesses.

4. AEV’s custom recessed fuel filler.

5. Out back is a Dynatrac ProRock 60 fitted with 4.56 gears and an Eaton electric-locking differential. AEV works directly with Bilstein to tune remote reservoir shocks specifically designed for AEV’s triple-rate progressive springs.

6. Attention to detail is phenomenal, and the unknowing would swear this is a factory option.

Every aspect of AEV’s conversions follow the Jeep playbook.

7. The 6.4-liter HEMI V8, which is mated to an A580 5-speed automatic transmission, is the same fire-breathing mill found in the Grand Cherokee SRT8. Producing 470 horsepower and 465 lb-ft of torque, the Brute should not take issue with long grades or pulling a trailer.

For slow trail riding, the Brute uses the stock 241OR 4:1 Rubicon transfer case, and the first gear of the new A580 has been reduced from 3.0:1 to 3.6:1. Capping the ensemble is AEV’s heat reduction hood.

Overland Journal Gear 2012

2.

5.

3.

6.

7.

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Overland Journal Gear 2012

6.

1.

34

2.

4.

3.

5.

8.

7.

1. The bed dimensions are 61 inches in length and 60 inches in width, providing ample room for gear or bed toys.

2. The bed is fabricated from a core of honeycomb sandwiched between two layers of carbon and glass cloth composite. It renders a bed that is stronger and lighter (140 lb) than previous steel models, contributing to the net-zero increase in GVW over comparably equipped four-door JKs. 3. While many naysay the use of a snorkel, I think they are not only cool, but highly functional as well. AEV’s signature unit can greatly reduce contaminants to the air cleaner. It will also bring a measure of confidence when crossing deep water, increasing the 30-inch fording depth of the stock platform.

4. Tucked into an AEV premium bumper is a Warn 9.5cti winch and factory auxiliary lights.

5. The JK rear bumper is an example of AEV’s forethought and attention to detail. Contouring with the bodylines while maximizing departure angle, welds are clean and angles are precise. With the frame stretched 16 inches behind the rear wheels, new plastic corner guards are also custom. Though this unit is a prototype, production models will probably incorporate AEV’s reserve water tanks.

6. Beginning with a four-door Rubicon base platform—front and rear locking differentials and 4:1 low-range transfer case—the Brute, despite its 139-inch wheelbase, is exceptionally agile in uneven terrain.

7. The moniker for AEV’s 17-inch Savegre wheels was derived from a river in Costa Rica. They are fitted with 37-inch Interco Super Swamper IROK radials. aev-conversions.com, 406-251-2100

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Overland Journal Gear 2012

Overland Tested 39

Drawer Systems

55

Overland JK

63

Portable Toilets

37

Overland Journal Gear 2012

38

Overland Journal Gear 2012

Treasure Chests

Convenient and secure storage for overlanders

39

We compare five drawer systems to hold and protect your gear.

By James Langan Photography by James Langan and Chazz Layne

Overland Journal Gear 2012

40

I

f you’ve been reading Overland Journal for awhile, you know that securing loads, as well as their placement, receives plenty of attention. When piloting a motor vehicle, we are operating a powerful, dangerous machine.

Anything that significantly alters vehicle dynamics or interferes with its control during emergency maneuvers must be carefully considered. I learned some of these physics lessons the hard way, in my youth, as a tow-truck driver in San Francisco.

Most cargo drawers are installed in the rear of utility wagons, which can add significant weight behind the rear axle. This concern aside, they can

Overland Journal Gear 2012

also add safety and comfort to your travels by organizing and securing cargo. Having to repeatedly unlash and unpack layers of gear becomes a chore for any trip lasting more than a few days. Quick and easy access to the things we use everyday—or multiple times each day—such as stoves, food prep gear, water, or a 12-volt fridge, will make extended travel more enjoyable. Items needed infrequently but sometimes quickly, like a first-aid kit or recovery gear, should also have a dedicated, easily accessible place. For these reasons, drawer systems are often the foundation around which many overland living solutions are built.

Testing Procedure Construction Drawer systems, whether commercially sourced or homemade, have historically been crafted from metal or wood. The type and quality of materials used, along with finish and coatings, dictates how they wear.

Cost, weight, quality of construction, ease of assembly, and mounting are important considerations. Polyurethane composite drawers appeared a few years ago, offering the advantage of being lighter and stronger than wood, and virtually impervious to the elements, though not as attractive.

Mounting and Noise Some will tol-

Jeep JK, so surely open-top travel is a possibility. To test for water ingress, we conducted two separate 30-second exercises: the first to simulate moderate precipitation, the second to simulate more direct, wind-driven rain.

Other Considerations Because not all contenders in this review are dedicated JK applications, our focus was directed towards each drawer’s features, quality, and construction, and precludes specific mounting procedures that may be required for individual systems. Our test vehicle was a 2009 4-door Jeep JK on loan from American Expedition

Vehicles (AEV). The cargo area was in stock form, except for the OEM subwoofer, which we removed. The drawers from Mac’s and Tuffy Security Products were bolt-in designs, made especially for the JK platform; hence we have included assembly and installation notes for these applications. The other three were universal applications, fitting inside the rear of a JK as well as many other vehicles. Strong arguments can be made for both easy bolt-in mounting, and semi-permanent installations that require drilling a few holes. The question is, how often do you plan to remove your drawer system?

erate noises and rattles, particularly if they drive an older rig that clatters down the highway. But constant, unnecessary noise is annoying, and adds to driver fatigue. Our noise test involved a one-mile drive over the same section of dirt road, with the back seats in both the up and down position, listening carefully for any sounds emanating from the drawer.

Packaging, Fit and Finish While

opening each box, we carefully looked for any handling or shipping damage. Before installation, all edges, seams, corners, latches, and hardware were inspected thoroughly for fit, function, attention to detail, and proper assembly. There were some surprises, as you will read below.

41

Loading and Lashing Points We noted whether tie-down points were included, offered as an option, or the apparent ease of adding them. After putting a 75-pound winch in each drawer (a moderate load compared to what each is rated), we looked for flexing under load and confirmed proper drawer and latch operation. We also sat or stood on each unit; then let the fully extended slides support our body weight. Most didn’t complain.

Water Tests Though none of the manufacturers make claims about water resistance, part of overland travel is experiencing the elements, and the rear of the vehicle needs to be open to access most storage systems. Two of these units are specifically designed for the

A 75-pound winch serves as our test load. The team inspects packaging, instructions, and fit and finish.

One of the drawers undergoes the “driving rain” test.

Overland Journal Gear 2012

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2.

42 3.

4.

1. The installed Black Box secures to the JK via a quickrelease locking base plate. 2.

A large handle secures both the drawer and the inner sliding lid. 3. Bulb seal protects drawer contents from the elements. 4. Quick-release mounting provides easy installation and removal. 5. VersaTie tracks and connectors are provided.

6. Clamp-on rear latch plate is sturdy, but slides easily from its mounting position.

5.

Overland Journal Gear 2012

6.

Mac’s JK Black Box

$999

Pros:

• Build quality and attention to detail • Very functional design • Easy installation and removal • Includes tie-downs

Cons:

• High cost • Different keys for locks • Mounts can give out under moderate loads • Inner lid rattles

W

e left the 2011 SEMA show with the Mac’s JK Black Box, so there was no chance of shipping damage. The attention to detail, fit, and finish are excellent on this CNC-bent aluminum box; only the mounts and slides are steel. It was nicely powder coated, lacked any sharp edges, seams appeared tight, and it was trimmed well. We did notice the top outer edges of the drawer’s fascia would pull away from the drawer body, and whatever adhesive was used could be heard releasing.

The brief tutorial I received from Mac’s Colin McLemore regarding installation was enough to install this box easily. It is designed to work with the factory subwoofer.

Removing and replacing one bolt and two nuts (the OE rear seat hardware) for the forward mounting plate, and installing two bolts to secure the rear latch for the drawer’s locking base are all that is required; surely one of the easier aftermarket parts we’ve installed.

The drawer and the locking base use different keys.

Full extension of the slides provides clear access to the rear of the box, and pulling a

bit more activates a safety-catch to prevent the box from closing when parked on an incline. The locking handle operates well, is big enough to be used while wearing gloves, and secures both the main drawer and the inner sliding lid. It will also accept a padlock for added security. The sliding lid helps keep dirt and water out, and doubles as a table or workspace. There are two adjustable or removable dividers inside. During our off-pavement drive the sliding lid did rattle slightly.

There was no distortion with a 75-pound winch placed in the drawer, and certainly the box will carry much more. However, both with and without the winch, putting less than half my body weight on the end of the extended drawer caused the forward end to lift out of its mounting slots. Adjusting the forward mounting bar and tightening the rear latch did not resolve the issue. This occurred because the clamp-on rear latch was sliding on the paint and moving toward the rear bumper by 1/2 inch. The fix would be simple, requiring a couple holes to be drilled and the addition of a few bolts.

Mac’s Black Box aced our simulated falling rain test; it was completely dry. Dur-

ing our driving rain test, approximately two ounces of water were resting atop the sliding internal cover; we think even less water might intrude if the front fascia was tighter against the bulb seal. Considering the volume of water we sprayed against the front of the box, the sealing was excellent.

The top of the box is strong enough for loading heavy gear, a rubberized foam pad is supplied to prevent scratches, and the Black Box includes Mac’s VersaTie tracks and connectors. macscustomtiedowns.com, 800-666-1586

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1.

2.

44 3.

4.

1. Drawer itself is stout, 16-gauge steel. 2. Strong, simple handle.

Pry-Guard lock and latch are heavy-duty. 3. Full assembly is required. The drawer slides into C-shaped top which helped keep water out. 4. Left rear mount with two 10 mm bolts. 5. Front, driver’s side mount. The vertical panels need additional lateral support. 6. Mounts are part of the flex and noise concerns. The top plates limit vertical storage space.

5.

Overland Journal Gear 2012

6.

Tuffy JK Security Cargo Drawer 140

$679

Pros:

• Sturdy button lock/latch • Moderate price • Easy to clean • Rigid drawer slides • Largest volume

Cons:

• Noisy • Mounting panels allow movement • Placement eliminates jack access • Full assembly required

T

uffy’s Cargo Drawer was packaged well and weighed 101 pounds assembled and ready for installation. The instructions included a few pictures of parts and hardware, but were primarily text based and not always easy to follow. This Cargo Drawer is 100 percent bolt-in, and involves building a three-sided structure into which the drawer slides. Some of the assembly was fiddly, such as the two bolts at the rear of the left cap panel, where smaller fingers would help to fit washers and nuts onto bolts. The handle was about 1/4-inch too long, but it was easily bent to fit the holes.

The drawer material is 16-gauge steel, and we had zero concerns putting heavy items inside or atop the drawer; though we weren’t sure how we might add lashing points. With 175-pounds on the end of the extended drawer there were no complaints from the slides. Tuffy’s Pry-Guard pushbutton locking latch is strong and positive, and the large, simple handle provides a good grip for gloved hands. The matte black finish was good, and not prone to recording fingerprints. Missing was an anti-rollback device to prevent the

drawer from self-closing, and the side and cap panels were a bit thin and flexible. Open or closed, the drawer wiggles side-to-side with lateral input.

When fully extended, all but the rear five inches of the drawer is exposed, so access is good. During our rain test, the Tuffy did well, with only five drops of water along the rear of the drawer. Our driving rain test resulted in only two ounces of water in the box; the small bulb seal along the top of the drawer works well. The bolt-together design won’t keep much dust out if that’s a concern, and there is a two-inch gap between the bottom of the drawer and the floor of the Jeep. Debris may collect under the drawer and be difficult to remove, and access to the jack is blocked.

The Tuffy is more of an industrial design. During our drive test, the mounting structure allowed for flex and noise, both off-pavement and on. Even minor bumps on visually smooth residential streets caused some rattles. It is one of the lower priced drawers we tested, and is specific to the Jeep JK. tuffyproducts.com, 970-564-1762

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46 3.

4.

1. The Warfield drawer’s simple and sturdy structure is well suited to custom installations.

2. The bottom and back surfaces are uncoated. 3. Sturdy slides handle heavy loads with ease. 4. Loose assembly hardware causes gaps at the seams.

5. Ample clearance for sideby-side installation of multiple drawers. 6. Metal latches feel sturdy, but would be difficult to operate with gloves.

5.

Overland Journal Gear 2012

6.

Warfield Off-Road Gen II

$625

Pros:

• Lightweight • Metal latch • Low price • Quiet

Cons:

• Fit and finish • Poor attention to detail

T

he Warfield Off-Road drawer was very well packed, surrounded with plenty of foam peanuts to insure zero shipping damage. There were no instructions or mounting hardware included with this second-generation prototype JK drawer, which is constructed mostly from composite panels and brushed aluminum.

The front, top, and drawer bottom were covered with a bed-liner material and should be very durable, though the pockmarks inside the drawer were unattractive. Neither the rear nor bottom of the box were coated. There were no tie-down points provided, but adding them would not be difficult. This drawer, at 30 inches long, 18.5 inches wide, and 11.375 inches tall, is a unique size and possibly ideal for the 4-door Jeep JK. The width would allow for two of these drawers to be fitted side-byside between the wheel wells.

There was missing and mismatched hardware, and loose barbed threaded inserts which prevented proper tightening. Some seams and edges didn’t line up well, and the drawer fascia was offset slightly to the left.

The drawer happily accepted us standing on it; flexing a little, a characteristic of the composite material, but immediately springing back into shape. Putting our 75-pound winch inside seemed like a small load for this drawer. The huge slides helped it open and close smoothly, and it supported over 150 pounds on the end of the extended drawer without protest. It lacks an anti-rollback catch to prevent self-closing, however, Warfield does offer one as an option. The metal latch/locking mechanism was very positive and strong, one of the nicer ones of this test. However, the finger hole is smaller than I prefer, and one of the two mounting screws was absent.

Our simulated falling rain test resulted in approximately one-half cup of water in the Warfield drawer, but the slightly overhanging top helped it ace the simulated driving rain test; it remained bone dry. During our noise test we found the unit to be silent, with zero rattles.

Warfield Off-Road offers custom systems for most applications, including complete camp kitchens with a fridge slide, hot/cold water, stove, and a washbasin. warfieldoffroad.com, 909-363-6320

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48 3.

4.

1. This large drawer system will dominate the cargo area of most vehicles. 2. Built-in roller floor offers convenient fridge mounting and an additional drawer access option. 3. Large gaps between the drawer and top allow for dust egress and could be a security concern. 4. The oversized latch and handle inspire confidence and provide easy operation, even with gloves. 5.

Heavy-duty roller-bearing slides handle most loads with ease.

6. The ARB system features sturdy construction and flexible mounting options.

5.

Overland Journal Gear 2012

6.

ARB RDRF945US

$828

Pros:

• Smoothest operation (rollers) • Big, strong handles • Heavy-duty construction • Drawer and fridge slide for $828

Cons:

• Doesn’t extend fully • Large gaps make dust and water ingress likely and may be a security concern • Insufficient shipping packaging

A

RB’s Outback Solutions Modular Roller Drawer system, which has been offered for years in Australia, is now available in North America. There are three styles and 11 models in the system, which can be bolted together or stacked in numerous configurations. We tested the RDRF945US, RF indicating a roller floor, which means the top slides for easy fridge access.

Unpacking the drawer we noted the short trim piece along the lower, leading edge of the drawer was damaged and barely hanging on.

It completely separated during our initial handling. Part of the forward plastic side trim on the main drawer was also cracked. Plenty of hardware was included, much of it for connecting two drawers, but the bag had opened in transit.

The instructions are good, with nice color photographs, including details on how to relocate the mounting hats if necessary for your application. Mounting details are provided for wagons and trucks common in Australia, and at 37 inches long, this drawer would only fit in our Jeep JK with the back seat folded forward or removed. The drawer came fully assembled and ready for installation.

The Outback Solutions Roller Drawer is a strong, sturdy structure. The one-inch by twoinch stainless steel runners glide over roller bearings, offering smooth, effortless opening and closing—the nicest feel of all the drawers tested. The slides had no trouble supporting our body weight at the end of the extended drawer. With a 175-pound man standing on it, the drawer remained rock solid, with no visible deflection, and the roller floor still worked perfectly. No lashing points were included, but ARB offers folding anchor points for securing a fridge, and it seems one could mount any reasonable load to the roller floor. We liked the substantial locking Slam Shut handle.

It is easy to operate with a gloved hand, and offers a solid grip to open the drawer.

ARB’s design doesn’t offer complete access to the rear of the drawer, as it only opens to about 75 percent of its total length. But it does have a self-locking, anti-rollback system.

The carpeted top and carpet-lined drawer are nice and help protect gear, but obviously they will soak up water or mud if used to haul dirty gear or in an open vehicle. During our water test the ARB drawer took on approximately four ounces of water, better than expected, with at least two cups soaked up by the UV-

stable, commercial-grade carpet on top. During the direct, driving-rain simulation, only about two ounces entered the drawer. Our off-highway drive test reaffirmed ARB’s solid construction—it was silent. arbusa.com, U.S. 866-293-9083, AU +61-3-9761-6622

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50 3.

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1. The AT Overland system can be customized to suit practically any overland vehicle. 2.

Plastic latches are difficult to operate with heavy loads or with gloved hands. 3. Sturdy 500 pound locking slides. 4. Both suggested mounting options require drilling, and provide sturdy semi-permanent installation. 5.

The new metal latches provide improved strength and feel, but are still difficult to operate with gloves. 6. Fit, finish and attention to detail are excellent.

5.

Overland Journal Gear 2012

6.

AT Overland JK Stage 1 and Stage 2

$715 and $925

Pros:

• Weather resistant composite construction • Attention to detail • Easily customized with common tools • Low base price • Many options available

Cons:

• Small pull latch can be difficult to operate • A complete system can be expensive

W

e had a Jeep at our disposal with AT’s Stage 1 and 2 Habitat Storage already installed. To keep the playing field fair, our testing focused on the construction and features of the basic Stage 1 drawer, but we can’t ignore the options available: 12volt house power, water bladder, water heater, shower, tie-down track, and fridge/stove slides, a complete camping system. AT offers drawers for most applications, though nearly half of their storage systems are custom tailored for the end user.

The unit is constructed from a composite of polyurethane closed-cell foam and glass matting. Each panel is then coated with LineX. All seams lined up well and were tightly screwed together, evidence of careful attention to detail. The drawers can also be built using a poly adhesive, and if customers prefer they can order the drawers as a kit or pre-assembled.

Sitting on the drawer did make the top flex and added some resistance when opening, but this is the nature of the composite material (AT offers Baltic Birch drawers as well). When not sitting on the drawer, the 500-pound rated slide worked well and the drawer opened and closed

easily. When fully extended, all but the rear two inches of the drawer is exposed. A tie-down system was not mounted to our test drawer, but is an available option.

I found AT’s directions to be clear, starting with tools needed, a parts list, and stepby-step instructions accompanied by pictures.

Assembling a box and drawer isn’t difficult, but AT encourages calls or emails if you have questions. Because each vehicle installation will likely be different, the drawer-mounting directions are limited to what size holes to drill for the supplied jack-nut threaded inserts. Also included is a noteworthy caution to know what is on the other side of your bit when drilling holes in the rear floor.

One notable gripe was the plastic pull latch.

The feel of the plastic parts and the small hole (not good if wearing gloves) seemed undersized for opening a fully-loaded drawer. I liked the new stainless steel latch AT will be offering, but I would still prefer a larger handle. During our on-and-off-highway test the AT drawer system was quiet.

Because the AT system was already semipermanently mounted inside a Jeep, we didn’t spray water into the car. However, Overland Jour-

nal’s graphic designer Chazz Layne, who assisted with this project, has spent many hours behind the wheel of an AT outfitted J8 Jeep doing real-world testing. After two hours of driving in the topless J8 during a “monsoon,” and 45 minutes parked in the same driving rain, only a couple ounces of water were found inside the drawer. adventuretrailers.com, 877-661-8097

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Conclusions

I

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started this project with one distinct advantage—I’d never owned a drawer system or used a vehicle equipped with one.

If I had to admit a bias it would be that I’ve avoided installing drawers in my Toyota wagon for fear of loosing the utility of my utility vehicle. This being said, I’ve recently been reconsidering the option of a drawer or camping system, and I welcomed the opportunity to evaluate some of the current offerings.

The Tuffy JK Security drawer’s button latch, combined with a single hoop metal handle, was strong and simple to operate. The tough, unlined metal drawer is easy to wipe clean or vacuum out after a dirty trip off-pavement. The slides felt rock solid with my full 175 pounds hanging on the extended drawer. However, the side and top panels consume extra space in the rear of a Jeep without adding storage. The trim pieces are thin and flexible and we didn’t care for the wiggling or noise during use. Considering its moderate price point, industrial construction, and that it is a dedicated JK application, the Tuffy unit remains a viable option.

I really like Mac’s Black Box, appreciating the design, attention to detail, and quality of fit and finish. This comes at a price, as it was the most expensive unit in our evaluation. Being able to remove the drawer easily, fold the seats down, and load big cargo, is an asset for many who need to use one vehicle for both hauling chores and overlanding. I appreciated the sliding inner lid, but didn’t like that it rattled slightly. This was not a deal breaker though, and it was a contender for our Editor’s Choice award. The fly in the ointment was our open-drawer load test, which compromised the mounting system. My solution to this would be to drill a couple of holes and add a few bolts—a simple fix. I’ll admit I like products that look nice, and this is a beautiful piece.

ARB’s Roller Drawer offered the smoothest operation of all the products tested. Its big stainless steel slides and roller bearings worked perfectly, even when I was literally standing on it. Criticisms included limited access to the back of the drawer, poor packaging on our sample,

and possible ingress of dust (but I’m not sure anything is impervious to dust ingress). Though plastic, I liked the stout locking handles, which were easy to grab and pull open. With the addition of lash points it’s ready to accept a fridge atop the carpeted roller floor, though the carpet essentially requires the ARB to be used in closed vehicles. Like many ARB designs, this drawer is a heavy-duty product, up to taking some abuse. It is also part of a larger system should you need more. Priced near the middle of the pack with the fridge slide included, the ARB Drawer with Roller Floor earned our Value Award.

Warfield Off-Road’s drawer barely arrived in time for our test.

Upon initial inspection we were intrigued by the hybrid aluminum/ composite design. Looking more closely we found loose, missing, and mismatched hardware. Chazz has seen some high-quality, finely-finished products from Warfield Off-Road, all with beautiful attention to detail. We were very surprised by the oversights in our demo unit— perhaps due to a rush to meet our deadline. Regardless, this product didn’t receive Warfield’s typical attention to detail.

AT Overland’s composite storage drawer is a well designed, well executed and tested product. The composite material is lightweight, strong, and nearly weatherproof. We had the opportunity to evaluate two popular AT systems, including the long-term loaner in our J8 Jeep. The attention to detail, construction, finish, and application is top notch. I didn’t care for the small plastic latch, and while it’s being replaced with stainless-steel, I would still prefer something larger to pull on. I also support the form follows function mantra, but admit preferring beautiful products when I can get them. AT’s Line-X covered composite drawers are absolutely functional, though maybe not sexy.

Another plus is AT’s multi-stage approach to this drawer system, offering many standard heights, widths, and lengths for later add-ons.

They will also build a custom system for just about any vehicle—your budget is the only limitation. The AT Overland Stage 1 earned our Editor’s Choice honor.

Team Favorites Scott Brady By the end of the test, the conclusion was clear for me. If you want to install a preconfigured set of drawers, buy the ARB Outback. If you want a custom system with heavy integration of power and water systems, buy the AT Overland. I immediately liked the ARB drawers. Their carpeted tops help prevent cases from sliding and add a factory appearance. The handle is huge and feels robust, making opening a simple operation. Each drawer had a slide, the low-profile unit ARB supplied (not pictured) complimenting a fridge and the taller drawer working as a prep table for meals or camera equipment. The slides on the ARB have massive bearings that would allow a house to slide smoothly. The AT Overland drawers work well with other systems. I have a complete drawer system in the Jeep J8, it removes half of the rear seat and extends all the way to the front. It is easy to sleep on, stow a half-dozen Zarges cases, and also contain all matter of recovery gear, camping kit, and supplies within its confines.

Overland Journal Gear 2012

Chazz Layne Efficient use of space has always been the most important factor for me when choosing a way to organize and secure cargo; with weight and ease of access following closely behind. Another critical factor for me is silence, as there’s nothing I hate more than a rattling vehicle on a long trip. This makes my choice easy, as only the composite material used in the AT and Warfield systems addresses all of these concerns. It is thin, light, durable, and has a natural sound-deadening quality that keeps the drawer quiet and helps to muffle the sound of any shifting cargo stowed within. This material is also easy to cut and drill, making it a simple matter to bolt on equipment and accessories, or customize the system to my specific needs. Personally, I liked the AT drawers best since the entire structure is made out of composite and total weight is kept to a minimum.

Drawer System Comparison ARB

AT Overland

Mac’s

Tuffy Security Products Warfield Off-Road

Model

RDRF945US

Stage 1 JK Storage

Black Box 4-door JK 702010

140 JK Security Cargo Drawer

WOR Gen II JK 30 inch

Retail cost

$828

$715

$999

$679

$625

Country of manufacture

China (exclusively for ARB)

USA

USA

USA

USA

Expandable system

Yes

Yes

No

No

Yes

Tie-down points

Optional

Optional

Included

No

Optional

Weight (lb / kg)

83 / 38

55 / 25

92.5 / 42

101 / 46

47 / 21

30 x 22.25 x 12.0625 in 76.2 x 56.6 x 30.7 cm

28 x 34 x 17.625 in 71.2 x 86.4 x 44.8 cm

28.25 x 37.875 x 15.125 in 30 x 18.5 x 11.375 in 71.8 x 96.3 x 38.5 cm 76.2 x 47 x 28.9 cm (without Jeep JK end caps)

Available Options

Specifications Exterior dimensions: 37 x 20 x 10.8125 in length / width / height 94 x 50.8 x 27.5 cm

Interior dimensions: 33.25 x 17.25 x 7.375 in 27.25 x 17.3125 x 9.25 in 26.875 x 29.625 x 11.5 in 27.625 x 32.125 x 12 in length / width / height 84.4 x 43.8 x 18.7 cm 69.2 x 43.9 x 23.4 cm 68.2 x 75.2 x 29.2 cm 70.1 x 81.5 x 30.4 cm

27 x 16.6875 x 8.5 in 68.5 x 42.3 x 21.5 cm

Drawer load rating (lb / kg)

220 / 100 (floor 165 / 75) 300 / 136

Not specified

300 / 136

500 / 227

Slide / runner load rating (lb / kg)

Not specified

500 / 227

250 / 113.5

300 / 136

500 / 227

Weight efficiency (drawer weight to load rating)

1:1.988

1:5.454

1:2.703

1:2.970

1:10.638

Volumetric efficiency (% interior to exterior volume)

52.9%

54.2%

54.6%

65.8% 60.7% (without Jeep JK end caps)

Construction type

Welded, bolted

Bolted

Riveted, bolted, welded

Welded, bolted

Riveted, bolted

Materials

Steel, plastic

Composite closed-cell foam

Aluminum

Steel

Aluminum, composite closed-cell foam

Coating / paint

Galvanized, carpet

Line-X

Powder coat

Powder coat

Line-X

Installation Clarity of instructions

Good

Good

None provided

Fair

None provided

All hardware included

Yes

Yes

Yes

Yes

Yes

Special tools required No

Provided

No

No

No

Rattles when driving

No

No

Yes

Yes

No

Loaded drawer function test

Pass

Pass

Pass

Pass

Pass

Extended drawer weight test

Pass

Pass

Fail (mounts)

Pass

Pass

Gentle rain test (30 seconds, fl oz / ml)

4 / 118

Dry

Dry

0.25 / 8

4 / 118

Driving rain test (30 seconds, fl oz / ml)

2 / 60

2 / 60

2 / 60 (on inner lid only)

2 / 60

Dry

Field Testing

Overland Journal Gear 2012

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Overland Journal Gear 2012

Phoenix Rising Pardoned from death row, the Overland JK has risen to all occasions and won our respect

Photo by Chris Collard

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We review the Overland JK’s broad range of capability, design, and innovation.

By Scott Brady

Overland Journal Gear 2012

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Good design is honest Unfortunately, most of the products we encounter as consumers today are dishonest—they are faux. From Hummer H2s built on light-duty Chevy Tahoe chassis, to chromed-out Harleys that are neither fast in a curve nor a straight line, many vehicles have favored the appearance of performance over delivery. Fortunately, there are still a few manufacturers that endeavor to make a vehicle look great and work great.

Good design is innovative In 2003, a few rogue engineers at

Jeep spent their off time building the first Rubicon Wrangler concept; and ultimately put their jobs on the line to prove people would buy it.

The Jeep marketing team estimated that only 3,000 Rubicons would be sold, and only for one year of production. When the model was announced, Jeep was overwhelmed with orders, exceeding the entire production estimation with preorders alone. The Rubicon was innovative, but most importantly it worked—really worked.

Good design is useful to the last detail Mark Allen,

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Jeep’s Chief Designer, is responsible for the elegant lines of the new Grand Cherokee and the purposeful nature of the new Wrangler. In 2008, Mark and his Skunkworks team decided on two significant endeavors for their show vehicles. First, was that every vehicle must work on the trail and set a new standard in Jeep performance. Second, to build a legitimate overland vehicle; something that could be packed with a few essentials and driven around the world. The result was the Overland JK. Unveiled at the 2008 Moab Easter Jeep Safari, it was ultimately featured in dozens of print publications and in a prime-time television show.

The Overland JK is based upon the Wrangler Rubicon Unlimited platform and then modified to support longer distance travel. Beginning at the chassis, the Jeep was fitted with an American Expedition Vehicles (AEV) 3.5-inch premium suspension system. This not only improved the ride, load capacity and handling over the stock form, it also allows fitment of 35-inch tires. For tire and wheel selection, a set of BFGoodrich Mud Terrain KM2s were mounted on scrap spares from Grand Cherokees. The final chassis modification was the addition of a larger diameter rear anti-roll bar to accommodate the increased roof loads.

For protection on the trail and road, the Skunkworks team installed AEV front and rear bumpers, both suitable for serious impact (more on that later). Custom rear quarter panel protection was also installed, which feature a rub rail just above the fender flare; this doubles as a handy step for accessing the roof rack or working to stow the roof tent.

The Rubicon package already includes rocker panel protection, which was retained.

What makes this Jeep unique from most other projects, are the overland-specific components sourced from some of the best manufacturers in the industry. The roof rack is a steel unit from ARB, designed to accept a roof tent at the rear and also include a basket for equipment stowage in the front. The rack is through-bolted to the roll cage for additional strength using massive brackets. The roof tent is also from Overland Journal Gear 2012

ARB, a 1.4-meter wide Simpson II model that includes a changing privy below. Deploying on the other side is a 2.2-meter ARB awning that is both lightweight and generous in coverage. For auxiliary lighting, a combination of Lightforce HIDs and Rigid LEDs were used.

Moving to the inside, the rear seats were removed and a flat load floor was constructed. Access panels allowed for additional storage in the rear footwell. The original plastic center console was replaced with a lockable steel unit from Tuffy. This increased security and storage while improving driver comfort with a taller, padded armrest. Mopar covers were installed over the factory seats, along with Mopar rubber footwell liners.

Fortunately for Overland Journal, Mark Allen and his team decided that Prescott should be the home of the Overland JK, and we took delivery of the Jeep in August of 2009. In the nearly three years we have used the vehicle, it has been a constant tool for our team. It’s been across Utah several times, throughout Arizona and across the United States, west to east and south to north…TWICE. The Overland was also used in a prime-time television program (Dangerous Drives) where we busted snowdrifts for three full days. The modifications performed

by Mark’s team have proven to be quite durable, certainly exceeding most expectations of what a show vehicle should do. We did receive an upgraded ARB tent along the way, which addressed several issues in the first version. The suspension was improved slightly with caster correction brackets from AEV. The bumpers have also proven to be exceptionally strong, with the front bumper being backed into and the rear bumper being hit in Phoenix by a cellphone-distracted teenager.

The bumpers suffered no damage, while the other vehicles had thousands of dollars in repairs. Despite the near constant use, the Jeep has never failed to start, run, or get us where we wanted to go—no small feat given this Jeep’s abusive past.

Good design is long lasting It is almost shocking to record the use history of this single Jeep Wrangler and the fact that it has proven to be 100% reliable. That is correct—not a single warranty repair, field repair or warning light. Sure, we have changed the oil a few times and replaced the rear brake pads, but not a single failure has occurred.

Now why this is so impressive is that this particular Jeep is actually a 2007 model and was one of the first 60 vehicles to come off of the new production line in late 2006. It began its career on the Rubicon Trail, where it spent an entire summer shuttling journalists from around the world across this famous route. It is estimated that this Jeep traversed the Rubicon over 14 times in its first few months.

Due to liability issues, early production fleet vehicles are normally crushed after their short but arduous lives as media cars. But somehow, this white Unlimited Rubicon survived the shredder and ended up at Superlift in Louisiana—where it was used as a suspension test mule.

The frame still shows the scars of long-arm kits and welded brackets.

After a year with Superlift, it was brought back to Detroit and placed in the scrap yard, where it sat for a few months awaiting its appointment with death’s final blow.

CHECK RES ON THIS IMAGE

What makes this Jeep unique from most

other projects, are the overland specific

components sourced from some of the

best manufacturers in the industry.

Photo by Chris Collard

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Pardoned from Death Row, Mark Allen’s team reintroduced the new Overland JK—in Moab, Utah at the 2009 Easter Jeep Safari. Opening page: Sunset over Bodie, California. Editor Chris Collard was converted to a Jeep Guy during his 3,000-mile trek from Mexico toJournal Canada.

Overland Gear 2012

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Clockwise: The Overland JK made its prime-time television debut with the Dangerous Drives program on the Speed Channel. Parked overlooking Canyonlands in southern Utah, the JK provided us with access to amazing views. In its final configuration, the Jeep served as a test platform for the new Action Camper built in Austria. Opposite clockwise from top left: As delivered, the Jeep had some systems that worked and others that didn’t. The 2-inch suspension was insufficient for our additional loads and was replaced. The flat floor system greatly improved the utility of the Jeep, making it easy to load and lash equipment or even sleep in the back. Underfloor storage holds the ProCal module, water pump and jack base. The rear bumper provides a strong swing-away for a large spare and holds 5 gallons of water. With the Nth Degree Suspension from AEV installed, ride, handling and trail performance all improved.

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What makes the Jeep Rubicon Unlimited desirable is its broad range of

capability, from the benign to the extreme.

It was about this time when Mark Allen took a stroll down the death row lineup looking for his next project, the Overland. The little white JK was pardoned once again. After being moved to the Skunkworks facility, the humble Rubicon was transformed into the vehicle on these pages; modified and repainted, the chassis and drivetrain would remain original. With modifications completed, the new Overland JK debuted again during Jeep’s gala presentation at the 2009 Easter Jeep Safari in Moab, Utah. Magazine editors from around the globe drove the vehicle hard during the week-long event; landing it in the pages of dozens of publications and even making the cover of Phil Howell’s magazine, 4WD & Sport Utility.

Surviving a thorough beating in Moab, the Overland was sent to Thor from Viking Offroad for product testing and photo shoots with Sinuhe Xavier. Fresh from the makeup artist at Viking, it was then delivered to Chris Collard (before he became our Editor-in-Chief) for the popular Border-to-Border article series featured in Four Wheeler and sev-

eral international publications. During the trip with Chris, it was driven from the Mexican border to the Canadian border, mostly on dirt—again with no failures (save a sensor in the steering column). Chris and I both have tremendous respect for the Toyota brand and the quality of their four-wheel-drives, but the performance and durability of this particular Wrangler had started to win our affection.

Despite our admiration of the Overland, it was not without complaint or criticism; primarily focused on the 3.8-liter V6 and a 4-speed automatic transmission. The 6-speed manual would have been a better fit and more rewarding to the driver. We also found that all of the roof weight affected the Jeep’s ability to climb steep ledges and waterfalls, the rearward bias and light V6 engine causing dramatic wheel lifts from the front tires. This was easily fixed by removing the items from the roof. To make the project vehicle completely useable, we installed an ExtremeAire compressor, a fuse block and AGM battery, 17-inch AEV Savegre wheels, and a two-meter HAM radio.

Overland Journal Gear 2012

Photo by Chris Collard

Good design makes a product useful The Overland JK is useful, and has been driven almost daily for everything from technical trail driving and training military teams, to far more domestic duties. What makes the Jeep Rubicon Unlimited desirable is its broad range of capability, from the benign to the extreme. In a fitting end to its lifecycle, the Overland JK has been put into the service of development once more. The roll bar was cut off, the roof and doors removed, all to allow the fitment of an Austrian expedition camper, the ActionCamper. Then it was off to the SEMA show in Las Vegas, Nevada.

At the end of December, the Overland JK will make its final trip to Detroit. It has proven to be a faithful companion on many adventures.

But most importantly, it is an honest product that performed a job well done.

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Warm Springs, Death Valley, California. Complemented with a full array of AEV body protection, Warn 9.5ti winch and recovery gear, ARB roof rack and tent, the Overland JK was well-equipped for expedition travel. The Overland JK in its final configuration.

Editor’s note: I’ve yet to own a Jeep. But as Scott mentions, we’ve gained a personal affinity for the Overland JK during the past few years. If I were to buy a rig with a seven-slot grille, it would be a JK much like the Overland. It is sad for me to see this iconic representation of American inspiration and overlanding prowess sent to the crusher—it’s like losing an old friend. I feel a better resting place might be the Jeep historical collection managed by Jeep guru Brandt Rosenbusch.

Sources: Design quotes from Dieter Rams, Ten Principles for Good Design

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Overland Journal Gear 2012

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Overland Journal Gear 2012

Portable toilet systems Squeamish about pooping in the woods?

Get over it…everybody does it

Photo by Suzy Collard

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Thanks to our new self-deprecating Editor-in-Chief, we take on possibly our crappiest review ever.

By Graham Jackson Photography by Brian Slobe Illustration by Michele Dallorso

Overland Journal Gear 2012

I

don’t usually do this, but I am going to give you the coordinates of a magnificent campsite: 23.9008°N by 15.7875°W. It is on a beach at the head of a small bay off the Atlantic coast of Western Sahara. The waters are crystal clear, the sand is soft and warm, and the steady breeze is perfect for parasailing (go on, have a look on Google Earth). With a hill to the back of your campsite, fishermen will be trying to sell you their daily catch. Your only other interruption will be the steady stream of campers and overlanders heading south. And therein lies the problem. With no facilities available when nature calls, your natural tendency will be to wander up the hill, with shovel in hand, looking for a quiet spot for some solemn privacy. What you’ll discover is that you are not the first. The flat top of the hill is a sea of little toilet paper flags waving happily in the breeze. In many places, the wind has revealed a little more than toilet paper, and if it directs towards you, the smell will certainly shatter your morale. Few places have turned elation to disgust and despair so quickly for me. We came to dub it Toilet Hill.

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This experience illustrated to me in no uncertain terms, that we, as backcountry travelers, no matter our mode of travel, no matter where we travel, have to have some provision for the responsible disposal of our own waste.

So how to do this? Well, I’m certainly not ruling the cat hole out, but some thought has to be put into the process. In addition, several companies now offer higher tech solutions for packing out waste; in some places, this is now a requirement of travel. We will look at four solutions: the cat hole, the Cleanwaste GO anywhere, the Restop, and the Reliance systems.

What’s so bad about poo (and pee for that matter)?

We all know that human feces and urine are not all that pleasant to be around, but is there an actual danger from leaving crap all over the place? The short answer is, yes. Our excreta not only contains large amounts of bacteria (gut flora, not usually all that harmful), but may also carry pathogens (salmonella, shigella, cysts and viruses), as well as metabolized and non-metabolized pharmaceutical compounds from any medication we might be taking. These things can impact both ground and surface waters, used by wildlife and people for drinking.

Ingesting fecal contaminated water or food can pass severe infectious Overland Journal Gear 2012

agents like cholera and dysentery, and although cholera may not be that common in the overlander population, realize that for every case of cholera there can be up to 100 asymptomatic carriers. Urine from healthy people is sterile, but may contain dissolved salts in concentrations that can be harmful to plants and animals. So while it may seem a great idea to give that desert bush a drink, it can be the last thing it needs. Dispersing urine is best. Pee on gravel, fallen tree waste, or, in my opinion the best idea, pee in the road; it’s already highly impacted.

How we should deal with our waste comes down to several factors: local regulations, available facilities, and the specific environment.

More and more government-managed wild areas, like national parks, are adopting a Leave no Trace (lnt.org/programs/principles_3.php) approach, and require visitors to carry a viable system for packing out their own waste. The more remote parts of Canyonlands in Utah are just one example, and on a recent visit I noticed the Restop Wilderness system for sale at the ranger station. This follows on from rafters, who for years have been packing waste out in ammo cans (the infamous groover). Regulations in foreign countries (no matter where you live) can be harder to assess, so some research should be completed before travel.

An available facility is a pretty easy variable to deal with. If toilets are present at every campsite, then use them. Again, this may take some research prior to travel. When regulations are not explicit, and ablution facilities not available, then it comes down to assessing the local environment and making some judgment calls. On to the cat hole.

The Cat Hole This is the most common waste disposal method. Dig a hole, deposit waste, cover, and walk away. Unfortunately, the devil is in the details. Where to dig the hole, how deep to dig it, how to bury the waste, and what to do with the toilet paper?

Decomposition Let’s figure this out by starting with the end process. The decomposition of fecal matter occurs in one of two ways, aerobic or anaerobic. Basically, that means with oxygen or without oxygen. Anaerobic (without oxygen) happens in septic systems, and the lack of oxygen is usually due to the waste being saturated with water.

Decomposition this way is very slow and requires a large quantity of water to keep the system oxygen free.

Aerobic decomposition occurs in composting toilets, requires little if any additional water, and is much faster. What it does require is oxygen and some moisture, ideally 40 to 70 percent. Just from that, I suspect you can see we will be dealing mostly with aerobic decomposition in the backcountry. Maybe dealing with is too strong; we will be starting an aerobic process and hopefully never be seeing it again.

Why aerobic? To start with, we should never defecate near water.

Water just happens to be one of the best and most mobile media for transmitting pathogens. A good rule of thumb is to dig a hole at least 200 feet (60 meters) from any surface water. This alone will eliminate most anaerobic decomposition options. Also, try to avoid areas where runoff, should it rain, will wash your deposits into a creek, river or lake.

Hole Depth When digging a hole, consider how deep it should

be. If we go too deep we will eliminate oxygen as well as it being a lot of effort. The rule of thumb here is to dig six to eight inches (15 to 20 cm), and the reasons are twofold. First, more oxygen will be available close to the surface for decomposition. Second, there are more natural bacteria close to the surface that will aid in getting the process started.

The Deed Now the act itself: pull down your pants, last quick check for poison ivy or lions, squat and go to town. Reading an Overland Journal helps tremendously at this point. Urinating into the hole will help to keep the moisture content up, unless you are suffering from something dire and loose.

Toilet Paper Article done, try and stand up without toppling over, as your knees will surely have locked and there will be no blood in your feet. Next challenge is toilet paper. Wiping isn’t the issue, disposal is.

Does it go in the hole? Burn it? Throw it at the raccoon who is reclined on a comfortable branch with some popcorn? At this point, standing over the hole with your pants down, you pack the paper out. A Ziploc sandwich bag works very well. Burying it in the hole is not completely evil, so long as it is well buried and not going to come to the surface like those I witnessed in Western Sahara. Burning toilet paper is fine (if regulations permit), but should be done at the campfire, not at the cat hole—playing with fire in the outdoors with your pants down is asking for a massive and expensive conflagration. If campfires are not allowed where you are, then consider that a good first indicator that burning toilet paper may not be best. In Canyonlands, for instance, burning is not allowed.

The Cover-up Next job is to bury the evidence; this is easy since you neatly piled up the soil you took from the hole. It is best to run the shovel blade though the whole lump to mix the feces with the soil. This adds oxygen and distributes moisture, soil and those helpful bacteria.

Clean the shovel by running it into virgin soil a few times. Mixing pine needles, leaves, grass or other organics in will also help promote decomposition. As you head back to camp with your shovel and Ziploc full of used paper, consider how much fun it will be to use the paper in the Kelly Kettle in the morning for making coffee. If that doesn’t sound appealing, then simply put the bag in with your other rubbish and forget about it.

To dig, or not to dig Now we come to the last part of the previous section: assessing the local environment. High-use areas, no matter the regulations, should get a lot of consideration for packing waste out. Likewise, areas where decomposition conditions are not favored, like deserts (too dry), rainforests (too wet for aerobic decomposition in some places), tundra (too wet in summer, too cold in winter), and above tree line (see tundra).

What it comes down to is looking around and thinking. If you are in the middle of the Erg-Occidental, Algeria, and have not seen anyone for days—but this is a desert—a cat hole should be fine. Conversely, if you are on the Mojave Road where lots of people travel, consider packing out. Either way, you should carry the equipment needed for either situation; we’ve covered cat holes, now on to high tech for packing waste out.

The Tbox It’s like a giant Zippo lighter, but only for ladies. The TBox is a tampon storage device that can hold up to eight tampons (if they have applicators) in several sizes. Suction cups allow it to be attached to any smooth surface, though the company recommends attaching it to the side of the toilet tank. It is too large to attach easily to a travel toilet, but with a capacity of only eight tampons, is too small for long trips. If you can get over the marketing pitch, “The Most Perfect Tampon Holder. Period.” and “Stop the Waddle,” it may be a useful device, if a bit bulky for travel.

Overland Journal Gear 2012

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3.

1.

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2.

4.

1. The Go Anywhere Total System all packaged up in the included backpack. Toilet kit, shown for scale, normally resides in one of the pouches. 2. Pee Wee urine containment is the bag on the right. Gelling Poo Powder included with a strong zip-close seal at the top. 3. Go Anywhere toilet kit: the long bag in the foreground holds the business and contains the Poo Powder, while the zip bag is for containment. Paper and hand wipe also included. 4. The PETT toilet, ready for action. Poo Powder can be seen in the bottom of the bag.

Overland Journal Gear 2012

Cleanwaste GO Anywhere Total System Go Anywhere Total System: $369 Go Anywhere Bag: 12 pack $40, single $3 Pee Wee: 3 pack $5

C

leanwaste are the builders of the popular PETT toilet system and originators of the Wag Bag (now only for government/military purchase). As with all the pack-out systems here, the meat is in the packaging of waste for easy transport.

All the other parts of the system are essentially accessories. For the packaging there are two options: the Pee Wee for urine only, and the GO Anywhere Toilet Kit system for feces and urine.

GO Anywhere pack The GO Anywhere pack includes a large plastic bag containing Poo Powder, Cleanwaste’s proprietary gelling, anti-odor and decay agent, a zip-close disposal bag, almost enough toilet paper for the job, and a moist towelette hand wipe. The moist towelette is just that: it has a lemon scent, but no antimicrobial agents. System use is pretty simple.

Defecate and urinate (urinating is important to getting the gel to work and release the antiodor properties) into the large bag with the powder. Place used toilet paper into the bag, roll the top and place it in the zip-close bag. The gel solidifies any liquid while bioactive agents help start decomposition. The odor reducer is a natural compound rather than a chemical perfume, and I have found that after a few days in a hot car, there can be a noticeable reek. On the plus side, Cleanwaste has made a serious effort to reduce the waste created by their own product.

In the toilet kit the only item that is not “biodegradable” is the hand wipe and its foil packet.

I put biodegradable in quotes, because plastics that degrade only do so under very specific conditions, and there is a great deal of controversy over whether your bag will encounter those conditions when disposed of.

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Pee Wee The Pee Wee involves a long plastic bag with a plastic opening and a very secure zip-close seal. The bag contains the same Poo Powder that turns liquid to gel. Use is easy; just open the packaging, unroll the Pee Wee, open the top and relax. On completion, seal the top.

Since it isn’t really required to pack urine out, this is more of a convenience for those stuck in traffic, too shy to drop their pants, or too timid to wander into the bush. I might keep one handy for long lines at some border crossings.

Total System The rest of the Total System includes the PETT, the folding tripod seat

and PUP privacy enclosure. Both items, while not necessary for waste disposal, can make the toilet experience more pleasant in crowded areas. The PETT is very sturdy and the legs lock in both open and closed positions; though they tend to sink in soft sand. I did find that the lid didn’t stay on the PETT very well when open, but this is a small inconvenience. The enclosure is easy to erect, using provided folding poles with locks, and provides a large window and pockets for that critical toilet issue of the Journal. The assembly folds into a stuff sack and includes guy lines and impressively stout tent stakes. One nice accessory that Cleanwaste provides is a backpack that holds everything. The PETT, the enclosure, unused kits and a space for used bags. Very convenient for storage, but large enough that it looks like you will be gone for weeks. cleanwaste.com, 877-520-0999

Overland Journal Gear 2012

3.

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1.

2.

4.

1. Flushable Loo has an onboard water tank for flushing, but will require more cleaning than options with a direct deposit in the bag. 2. Double Doodie bags come in two sizes, the plus shown on the bottom, and are sold with and without bio-gel. 3. Reliance offers an array of seating from the fully flushable to the exceptionally compact. 4. Tri-To-Go has a cover so it can be used as a seat as well as a toilet and is very comfortable in both modes.

Overland Journal Gear 2012

Reliance Products Fold-To-Go: $40 Tri-To-Go: $30 Flushable Loo: $98 Privacy Tent: $127 Double Doodie PLUS bags: 6 pack $31 Double Doodie bags with Bio-Gel: 6 pack $16

R

eliance Products LP, based in Winnipeg, Canada, specializes in plastic products for packaging and transport. They have extended that idea to include offerings for the packaging of human waste—the Double Doodie line of toilet bags. The Double Doodie comes in several incarnations. There are two sizes, regular and plus (large and really large), and each size can be purchased with or without bio-gel, which solidifies liquid and has an anti-odor agent. The bags themselves are very heavy duty; the inner bag has a mouth, while the outer bag has a double zip-close seal. The large Double Doodie even has a carry handle at the top. Smaller bags will fit most camp toilets and buckets, while the large bags will easily fit a standard toilet (if not a 55-gallon drum). Not included with the Double Doodie bags are any toilet paper or hand wipes, so know to supply your own.

Given the heavy-duty nature of the plastics and the double lock, odor containment is good. In a hot car though, the smell was still detectable after a couple of days; but only with nose pressed to plastic, something most people are unlikely to do. After use, the Reliance bags are appropriate for landfill disposal, but the bags are not “biodegradable.”

Reliance has a whole range of toilet accessories. For seating, they have everything from a folding tri-pod stool, to a fully flushable (water tank included) plastic toilet. We tried three of their offerings: the Flushable Loo, the Fold-To-Go folding plastic seat and the unfortunately named Tri-To-Go folding camp tripod.

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The Flushable Loo The Flushable Loo is large and heavy when filled, takes additional water and requires extra cleaning since feces will contact the plastic bowl. But if the lack of a flushing toilet is a deal breaker for travel, then this is your solution. It’s ideal for smaller campers or van conversions that do not have a toilet.

Tri-To-Go Apart from its name, the Tri-To-Go is a breath of fresh air. A compact, folding tripod camp stool, it can double as a very usable chair. It has an included toilet paper holder, is very sturdy and stable, and, above all, is comfortable for extended perching. Magic.

Portable shelter The last Reliance accessory is the portable shelter. It folds into a stuff

sack, and is very easy to erect in calm conditions. The fabric is very thin and stitching was being stressed on the bag with only one use, so care should be taken to make sure things don’t rip.

Included tent stakes are adequate, though not sturdy enough for years of use, and the lack of windows may be an issue for some. relianceproducts.com, 800-665-0258

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1.

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2.

4.

1. The Restop Commode is a sturdy bucket with a secure lid and full-sized seat. It will hold 10 Daily Restroom Kits, as well as provide well-sealed storage for used bags. 2. Restop Wilderness Containment Pouch is perfect for those who are content to squat but still need to pack it out; this is the minimalist approach.

3. Restop 2 toilet kit. The gray inner bag contains the gelling powder and can be folded into the foil zip-close bag. Toilet paper and antimicrobial hand wipe included. 4. Restop commode bucket is surprisingly comfortable and works well for holding used bags.

Overland Journal Gear 2012

Restop Personal Lavatory System Restop Personal Lavatory System: $226 Restop Privacy Tent: $100 Restop 2 Wilderness Containment Pouch: $16 Restop 1 bags: 4 pack $9 Restop 2 bags: $3

A

merican Innotek of San Diego makes the Restop Personal Lavatory System.

Just like the other systems, this involves waste packaging bags and accessories.

Two bag kits are available; the Restop 1 (for urine only), and the Restop 2 for feces and urine.

Restop 2 The Restop 2 kit includes a foil containment bag, a healthy wad of toilet paper

and a sanitary hand wipe. The kit has an outer, zip-close containment pouch and an inner waste bag with a wide mouth and, uniquely, a standard trash bag drawstring. Gelling powder in the inner bag solidifies liquid, includes a lemon scent to contain odor and has a mix of enzymes to contain harmful bacteria. Once closed, even in a hot car after several days, odor was undetectable from the Restop 2. I like the drawstring on the waste bag, both for closure and for securing around a toilet, but feel the access openings for the drawstring should be rotated 90 degrees. When used on the ground it is natural to place the bulk of the foil pouch behind you, and this puts the drawstring opening directly between your legs, giving you a mark to miss.

A nice feature is the benzalkonium chloride on the towelette, making it a true anti-microbial hand wipe. As a California company, it is illegal for American Innotek to make any claims about biodegradation without serious documentation, and they don’t. Once filled the bags can be disposed of in a landfill.

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Restop 1 For urine only, the Restop 1 kit contains a bag with a funnel top and a sturdy

zip-close closure. Powder in the bag gels liquid, and a one-way valve in the neck gives extra security against spillage. It includes the same hand wipe as the Restop 2 and is large enough for several uses.

Wilderness Waste Containment Pouch For those satisfied with just containment (not needing a seat or a privacy shelter), the Restop 2 Wilderness Waste Containment Pouch offers five Restop 2 kits in a mesh bag. If you need a seat, the Restop Commode is a five-gallon bucket with a toilet seat, and makes a surprisingly comfortable and stable perch, rivaled only by the Tri-To-Go. When not in use as a toilet, the bucket doubles as a nice storage container for used bags and has a very secure, gasketed screw-on lid.

Privacy tent To get out of view, the Restop privacy tent affords that luxury in a folding shelter. The poles are identical to those in the Cleanwaste system, with spring-loaded locks.

Burley tent stakes and guy lines are included. Pockets on each wall provide storage for reading material, toilet paper and new Restop bag kits.

Personal Lavatory System The Personal Lavatory System includes the commode, the privacy shelter, five Restop 1 kits, and 10 Restop 2 kits. All parts of the kit can be purchased individually. whennaturecalls.com, 800-366-3941

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Overland Journal Gear 2012

Field Journal 74

Australian Outback

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BMW GS History

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Project Vehicle: Range Rover Classic

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EarthCruiser

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The Land of Overland Journal Gear 2012

We explore an adventurer’s dreamland, chase the sun, and kick up dust on earth’s island continent.

By Scott Brady Images by Ben Edmonson

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Photo by Chris Collard

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Sculpture Park, near Broken Hill, contains a collection of contemporary sandstone art. Opposite: The view from 1,500 meters reveals the weather-worn and rounded tops of the Flinders range.

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Photo by Chris Collard

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Australia is an ancient place

isolated for millennia and weathered by the passage of time.

It is considered the planet’s oldest continent, smoothed by the wind, flattened and worn, most of the fertile soil displaced by sand and dust and rock. As adventurers, we are drawn to this place—the remoteness, the harshness, the dangers, and ultimately the stark beauty. It is because of, not in spite of these challenges that we venture to the great deserts of this world. It is because we know that a desert creates a filter against the masses, lays itself bare, and invites us in for a glimpse of what it feels like to travel in the footsteps of the ancients.

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Australia’s decade-long drought was terminating in violent fashion right before me.

Getting above the tree line was difficult, but rewarded spectacular views when done. Opposite, clockwise: Aboriginal petroglyphs are much like those in the U.S. southwestern desert, though reflective of their unique fauna.The heavy rains brought deep mud to the Gardens of Stone. The heavy Land Cruiser performed better than expected. Trails in New South Wales are beautiful and have their own unique challenge.

My trip started in Brisbane, where I picked up a 200 Series Toyota Land Cruiser belonging to my good mate Robb, from HEMA maps. Robb was gracious in letting me use this near-new, fully-kitted expedition vehicle for the duration of the trip. With that, the adventure started with a bang, quite literally, as the skies let loose their fury of lightning, wind and torrential rain. The eastern coast of Australia was getting hammered and I was nearly caught in its clutches, turning back north and then inland, just hours before the section of the coastal highway I was driving became an island. Australia’s decade-long drought was terminating in violent fashion right before me.

Like any first timer to Australia, I was excited to see kangaroo, their little paws tucked tight to the chest and bounding through the grass. Unfortunately, I did see many “roo,”

but also came to terms with why bull bars are the first accessories Aussies fit to their utes. I never hit one myself, but felt like the evil car in the game Dodger, swerving around all manner of critter on my way south. I was also dodging speed cameras, sleepy drivers and ankle deep water as the storm pushed inland; it is no wonder every 10 meters had some warning sign or another. Some advice for those planning a trip to Australia; it is a BIG place and nearly every road connecting the major cities is only one lane in each direction, and with no divider. The speed limits are also slow as a result, so getting from this dot on the map to the next takes much more time than expected. Fortunately the country is beautiful and the people wonderful (excluding the strange obsession with Vegemite), so the slower pace just seems appropriate.

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From Nilpena, the views to the west were endless.

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Exploring a side track outside of Broken Hill, each vehicle showing its unique approach to the problem. Opposite: The desert tracks can be thousands of kilometers, dust trailsJournal reaching off 2012 into the distance.

Overland Gear

My ultimate destination was the Flinders, the largest range in South Australia, comprising a 270-mile geological fold stretching from Lake Callabonna to Port Pirie. It was first explored by Mathew Flinders, whose team climbed Mt. Brown in 1802. In 1946, the range revealed one of the oldest and most intact Ediacara fossil sites in the world, exposing some of the earliest evidence of multicellular animal life on the planet. This sense of history and biological significance extended into the present-day landscape, old sheepherder cabins defying the passage of time, standing against wind and sun, serving as a reminder of the hearty souls that came before.

As with any adventure, we need the correct vehicle, personnel and equipment to facilitate a safe journey. This started with a stop in Melbourne to pick up Ben Edmonson (staff photographer), Austin Andrews (staff videographer), and Charlie Nordstrom (adventurer and driver), followed by a trip to the ARB headquarters in Kilsyth. The visit to ARB felt like more of a pilgrimage than a destination, and their team was gracious in providing a comprehensive tour. To say I was impressed would be an understatement, and the experience left little doubt as to why ARB has been so successful and makes such highquality and innovative products. However,

the primary reason for our visit was to collect two additional vehicles for the adventure; a 2009 Land Rover Discovery 3, and a 2008 Toyota Hilux. Both were uniquely suited to overland travel and had a nice mix of attributes to compliment the big Land Cruiser 200. The team would also include three additional members: Matt Frost and Lisa Wood from ARB, and Michael Ellem, one of Australia’s most exceptional automotive photographers.

Loaded with Bundaberg (rum), Tim Tams and My Wife’s Bitter, the convoy pushed north to Broken Hill, which is often credited with being the gateway to the Simpson Desert. I had always envisioned Broken Hill to be a dusty, one-street town lined with Land Cruisers and surly outback types—okay, that is pretty much what it is, although more infrastructure and supplies exist than expected.

The town is home to the world’s largest mining company, BHP Billiton, and its economy is based largely on the areas massive silverzinc-lead deposit. The town is home to transients, ranging from salesmen courting mine executives, to station owners visiting once a month for supplies. The region is also occupied by millions of camel, originally imported and herded by Afghan immigrants, a group of which built the nation’s first mosque in 1891. The humpbacked undulate has pros-

pered in Australia’s arid landscape—considered to be one of the healthiest bloodlines in the world—resulting in the export of exceptional examples back to the Middle East for breeding and racing. The pack mules of the Outback, camels, and their Afghan owners, were partially responsible for the construction of the Overland Telegraph and several railroad lines.

For us, Broken Hill was but a gas stop en route to destinations further north and west.

Our first stop was Silverton, a small and wellpreserved outpost town that is reflective of the regions mining history. Wood and stone buildings dot the hillside and make for a perfect backdrop to the modern exploration machines we were driving. We are not the first to consider this. Film director George Miller utilized the location for Mad Max, and several replica cars still collect dust outside of the iconic town hotel. With our establishing photographs and video complete, we turned the trucks west towards Lake Torrens.

Bordering the Flinders and Gammon ranges, Lake Torrens, at 14,762 square kilometers (5,700 square miles), is massive and extends beyond human sight. Mostly a dry salt rift, the lake has only filled once in the past 150 years (1989). Nilpena Station was our destination and provided one of the few access routes to the lake. From Nilpena, the Overland Journal Gear 2012

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Photo by Chris Collard

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Even the local brew reflects Australian humor. A bearded dragon warms itself in the Outback sun. Charlie does his best to make the Toyota brand proud.

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Food in Australia was exceptional, even in the middle of the Outback. Just so there is no ambiguity. Lake Torrens stretches off beyond the horizon.

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SKY TREK The Feral Feast from the Prairie Hotel— the Emu pate was delicious. Opposite: While the type of beer and trucks may SKYTRECK change on various adventures around the globe, as overlanders, we are pretty much the same.

From Nilpena, the views to the west were endless.

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overlander’s paradise;

Skytrek is an a remote 4WD road traversing the canyons and ridgelines of the southern Flinders. views to the west were endless. The property owner does not even use a stock fence along the lake, as cattle will only venture a few hundred yards onto the saltpan before becoming disoriented and turning back. If they did attempt a crossing, it would be over 20 kilometers to the other shore. That night we stayed in Parachilna at the Prairie Hotel, operated by proprietor Jane Fargher; her name also gracing the beer on tap and the local airline, Fargher Air. Given the extremely remote location, it is impressive such luxury can be offered. Delicious Australian wine is available along with their famous Feral Platter, a smörgåsbord of tasty critters, including kangaroo, emu, camel and goat, all perfect with a Fargher Lager.

Our bellies full from the feral feast, the team squeezed into the trucks and lumbered south to a highlight of the trip, Skytrek. Located on the Willow Springs Station (Ranch), Skytrek is an overlander’s paradise; a remote

4WD road traversing the canyons and ridgelines of the southern Flinders. The route is stunning and has little traffic, a filter created by the distance from major cities and the $55 entry fee. Leaving the station house we were immediately rewarded with 20,000-year-old Aboriginal petroglyphs, the outline of an emu print surrounded by circles and other symbols. Continuing up the canyon, we encountered several water crossings and a series of steep climbs, ultimately stopping at the top of Mount Caernarvon (921 meters), the highest through road in the Flinders. All of the vehicles excelled in this environment, each fitted with quality tires and either driver-actuated locking differentials or the factory traction control. Overall, most of the routes are interesting but not too technical. The end of the day brought out all sizes of kangaroo and wallaby bounding about, around and in front of the trucks. I got my fill photographing and watching these iconic and adorable creatures;

the hillsides alive with their hopping.

For the last segment of our journey, we obtained special permission to explore Mount Gipps Station. We were greeted by property owner John Cramp, his wellpatina’d 70 Series Land Cruiser serving as a sentinel by the front gate. There are some beautiful rock obstacles on this property, all providing some fun with the limits of traction, and stunning images with the setting sun. Returning to the station, the hospitality from John and his wife Kym extended to the highest point of the property where we drank local brews and ate pounds of prawns until the sun dipped below the horizon. Australia had enchanted each of us in a different way. For some, it was the endless horizons of the Outback, for others, the quick smile and humor of the locals. The world’s island continent had captivated our imagination and we will most certainly be back.

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Features

2008 Toyota Hilux SR5 Dual Cab Turbo Diesel

The Toyota Hilux is another model that gets added to the North America list of unobtainium vehicles. You’ll occasionally see a Land Rover Defender of questionable legality—but you never see a Hilux. Worldwide, the Hilux is known for its stout, unbreakable chassis and suspension, and its reliable 3.0-liter turbo-diesel. When ARB asked us to choose any vehicles we liked, there was no question that we had to include the Hilux.

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+ ARB Deluxe Bull Bar + IPF 900XS driving lights + Warn XD9000 winch + ARB side rails and steps + ARB rear step bar + ARB under vehicle protection + Safari Snorkel + ARB dual-battery system + Old Man Emu suspension + ARB Air Lockers front and rear + ARB canopy + ARB canopy and roof rack + Long Ranger 140-liter replacement fuel cell + Outback Solutions roller drawer system

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The particular Hilux we used for our trek through the Flinders Range and Outback New South Wales was outfitted with a plethora of ARB accessories. The off-pavement capability of the Hilux is immense. Between the low-end torque of the 1KD-FTV diesel power plant, premium traction provided by front and rear ARB Air Lockers, and the supple Old Man Emu suspension, there aren’t many obstacles this Hilux won’t crawl through. In the Outback, distance between points, or fuel stops, will often outpace an OEM fuel cell. This Hilux, being designed for the demands of the Outback, has been equipped with several items to suit its purpose.

A 140-liter Long Ranger fuel tank handles distances between refueling stations, and a Safari Snorkel helps provide cleaner air for the engine. Armor and protection has been achieved by way of an ARB Deluxe Bull Bar, side rails and steps, as well as under-vehicle skid plates.

2009 Land Rover Discovery 3 SE TDV6

Features

Land Rover is known the world over for being synonymous with the word expedition. Clearly it had to be included in our trip through the Flinders and Outback NSW. While the Land Rover Discovery 3, or as it is known in North America, the LR3, is a common sight, the 2.7-liter TDV6 variant is not. Compared to the V8-powered LR3 we can buy here, we found the performance adequate, but the fuel economy of the turbo-diesel to be outstanding.

Fully loaded with an ARB front bumper, Warn winch, and a Kaymar rear swing out tire carrier, we were getting as good as 10L/100km, or roughly 23 mpg—that is impressive. This, when paired with the Long Ranger 104-liter (27.5 gal) auxiliary fuel tank, provided us with excellent range.

In remote sections of Australia, the only lighting you have is that which is provided by the sun. Therefore it’s important to have a quality auxiliary lighting solution; for night driving a set of IPF 900 series HID driving lights were more than effective in this capacity. Though the Discovery 3 we drove retained the factory air suspension system, it performed well over the technical terrain we encountered. With the additional weight of a Rhino roof rack, awning, and full load, the vehicle cornered flat and remained stable on cambered slopes.

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+ ARB Deluxe Bull Bar + IPF 900XS HID driving lights + Warn 9.5xp winch + ARB dual-battery system + Safari Snorkel + Rhino Pioneer Series roof rack + Rhino Foxwing awning + Kaymar rear bar with swing-out tire carrier + Long Ranger auxiliary 104-liter fuel cell + Milford cargo barrier

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Features

2010 Toyota Land Cruiser 200 Series

The 200 Series represents the most modern interpretation of the original Toyota Land Cruiser, and is by far the most advanced and complex to date. The breed has been the choice of the United Nations, charities, NGOs, and foreign militaries for years. The question posed may be, why? This can be explained in very few words; they are reliable, practical, durable, and they’ll go just about anywhere. This being said, the Land Cruiser is, hands down, the vehicle of Australia; you can’t throw a wallaby without hitting one. If you haven’t noticed, most of the vehicles we’ve been driving have been well outfitted; the HEMA 200 Series falls right in line here. Being a Land Cruiser, our trip would not be complete without one; it was a must on our vehicle wish list.

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+ ARB Deluxe Bull Bar + IPF 900XS driving lights + Warn 12.0 XE winch + ARB side rails and steps + Kaymar rear bumper/dual tire carrier + Safari Snorkel + ARB dual-battery system + Old Man Emu suspension + ARB Air Lockers front and rear + ARB roof top tent + ARB roof rack + Long Ranger 180-liter fuel cell + ARB fridge/freezer

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The Cruiser stood out as the largest vehicle in the fleet. Combined with an Old Man Emu suspension, it provided a luxurious ride. With front and rear ARB Air Lockers, the big Land Cruiser had no problems traversing terrain put before it. In the case that forward progress ceased, the Warn 12.0 XE winch, tucked into an ARB Bull Bar, would have had no issues with self-recoveries. The 4.5L 1VD-FTV Twin-Turbo V8 engine provided more than adequate power for the conditions we encountered, however the fuel economy was not spectacular.

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Gelände Strasse

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Tech Editor and BMW aficionado James Langan reflects on three decades of BMW’s Boxer GS.

By James Langan Images courtesy of BMW Motorrad USA Overland Journal Gear 2012

Iconic.Definitive.

The BMW GS is this and much more, and it’s recognized the world over as the Land Cruiser of the motorcycling world. Travel and exploration are part of the very soul of all motorcycles, but for 30 years the heartbeat of adventure touring on motorbikes has thrived with the rhythmic pulses in every GS cylinder. With over 100,000 miles on boxer BMWs, 40,000 of it on my R1150GS, I still get a thrill from hitting the starter, engaging the clutch, and riding country roads.

The future for BMW motorcycles, however, was not always so bright. The 1950s and 1960s, with declining sales and popularity, were difficult years for the breed. BMW bounced back in 1970 with a major redesign of the horizontally opposed, flat-twin boxer engine in the new Slash-5 series. This series offered many improvements including a 12volt electrical system and an electric starter. But by the latter part of the decade, BMW motorcycle sales were again faltering while sales for the plentiful and less expensive Japanese bikes were soaring.

In the 1970s there were street-legal enduro motorcycles, mostly with smaller engines, and street bikes. While both filled a niche, the bigger street bikes certainly were not the machines of choice for offpavement exploring, and few would enjoy riding the smaller enduros long distances while loaded for world travel.

This review will cover the available U.S. models—there are simply too many variations worldwide to mention them all—focusing mostly on the R bikes. Brian DeArmon’s excellent series of articles in Overland Journal featuring the F650GS and F800GS, detailed the attributes of these capable F platforms.

G/S Prototypes and Testing

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The raw beginnings of the G/S model can be argued, and surely there were many fathers to this legendary series of motorcycles. In 1978, Italian motorcycle manufacturer Laverda made a prototype G/S 800 for BMW. Also in ‘78, changes in the European racing rules for the unlimited class bikes over 500cc, favored big, heavy four-strokes, allowing BMW to dominate the class. BMW testing department engineer and dirt rider Laszlo Peres used a self-built 800cc bike to take second in the German Off-Road Championship. This bike was known as the Six Days prototype, and featured an innovative single-sided swingarm for the rear suspension.

Fueled by Peres’ success and a new management team that took the helm on January 1, 1979, BMW fielded an official factory racing team and took first in the German Championship in 1979 and 1980. In 1980, BMW also took first in the big-engine class during the International Six Day Trial (ISDT), an endurance event that was a feat just to complete.

In January 1980, journalist Hans-Peter Leicht and BMW spokesman Kalli Hufstadt embarked on a 1,240-mile test and adventure through Ecuador. Starting in the hot and humid Amazon basin, they climbed to 16,400 feet in the Andes on their carbureted motorcycles.

The motto for the trip was, From The Rainforest To The Endless Ice.

Enduro Touring: The R 80 G/S

On September 1, 1980, BMW revealed the new R80G/S to the press in Avignon, France, just 21 months after official approval of the concept. With a dry weight of a mere 368 pounds and satisfactory ground clearance and suspension travel for the era, the bike offered good off-pavement performance. The R80G/S was largely a parts-bin bike, using the existing R80 engine, and the same front brake disc and Overland Journal Gear 2012

Top to bottom:The last 2-valve boxer, 1996 R80GS Basic. 1981 Paris to Dakar Rally in a period German G/S ad. R80G/S in a German Forest. Some early R80G/Ss only had one pannier on the right side (bike on left).

Special edition R80G/S ParisDakar. Opening page: Gaston Rahier on a BMW R80G/S prepped by HPN. Mr. Rahier won the Paris to Dakar in 1984, 1985, and the Baja 1000 with Eddy Hau in 1985.

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R100GS Paris-Dakar.

BMW R100GS airhead.

in five BMW motorcycles sold, a G/S. In addition to its obvious adventure-travel credentials, the G/S was often praised as a good road bike, and future versions would be much better touring machines. In the U.S., G/S sales were initially slow. A master BMW technician I know was able to buy a heavily discounted 1983 G/S for about $2,700, when the retail price was north of $4,000.

Without a brace, the flexible forks on the first-generation bikes would make them change direction under hard braking. But, with a short wheelbase, low center of gravity, and low gearing, the bikes were good in the dirt, and both created and filled a niche.

From G/S to GS: The Paralever R 100 GS

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The name of the bike, the G/S, is a combination of German words describing its dual personality. The G stands for Gelände, meaning ground or open country, and the S stands for Strasse, meaning street or road. forks from the R80 road machine—BMW used a spacer to make the forks taller for the G/S platform. It had electronic ignition, new for enduros, and offered 50 horsepower @ 6,500 rpm and 41 lb-ft of torque @ 5,000 rpm.

The name of the bike, the G/S, is a combination of German words describing its dual personality. The G stands for Gelände, meaning ground or open country, and the S stands for Strasse, meaning street or road. Aside from the concept of a large displacement touring enduro, the big innovation was the monolever rear suspension. The monolever—an oil-bath driveshaft, housed in a single-sided swingarm with a single rear shock, all on the right side of the bike—was revolutionary for its time. It offered high torsional rigidity, low weight, and allowed the rear wheel to be unbolted and removed like an automobile, making tire changes and flat repairs much easier.

By the end of 1981, BMW had sold 6,631 G/S bikes, making one Overland Journal Gear 2012

By July 1987, BMW had sold a total of 21,864 G/S bikes. In August they introduced the 980cc R100GS as a 1988 model, and the forward slash was dropped; the name simply became GS. BMW’s new offering, the R100GS, produced an impressive 60 hp and 56 lb-ft of torque.

The low maintenance and reliability of shaft-drive BMWs has always been an asset. However, the negative affects of the monolever design are difficult to ignore. Under acceleration the rear of the motorcycle raises, which extends and stiffens the suspension. When decelerating, the rear of the bike drops. These characteristics are referred to as the shaft-effect or shaft-jacking. But BMW had a solution, the Paralever.

In 1955, BMW received a patent for a double-pivot rear swingarm with a torque-arm support. Designed by Alexander von Falkenhausen for factory racing machines, it was never used for series production, but the concept was revived for the GS bikes in 1988. When the previous monolever swingarm moved up and down, the rear wheel moved in an arc of about 16 degrees. The Paralever design limited this arc to near seven degrees, closer to up/down, limiting some of the negative effects of the single U-joint monolever. The front suspension was also upgraded with a stiffer, 40-millimeter Marzocchi fork with a progressive spring rate.

The Paralever GS also introduced an innovative new cross-spoke wheel design—the spokes terminating near the edge of the rim instead of the center of the wheel—allowing the big GSs to run tubeless tires.

Four studs, instead of three, were used to mount to the swingarm, and the rear tire was changed from 18 inches to 17 inches.

One special edition of this Paralever bike was the R100GS Paris-Dakar, later shortened to just PD. Initially offered as a kit, with a 9.25-gallon gas tank, a solo seat, and new body trim, it later became a 49-state production model: the large tank lacked the evaporative control ventilation system required for sale in California.

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The 4-Valve Boxer, Oilheads, and the Telelever

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The introduction of the R1100GS brought many technological advances. Some opine that this generation, along with the later R1150GS, were too heavy and street-biased—maybe so. However, BMW’s data has shown that 98 percent of the miles traveled by big enduro bikes are on highways or easy unpaved routes, with only the remaining two percent traveled over technical terrain.

A new engine, a 1,085cc boxer, with four valves per cylinder, relied more heavily on oil cooling. For this reason these motors were nicknamed oilheads, and the previous motors naturally became airheads. Controlled by Bosch electronic fuel injection, the 1100GS version of the oilhead produced 80 hp and 71 lb-ft of torque.

The engine was mounted to a new, three-piece stressed-member frame which enhanced torsional rigidity, vibration dissipation, and contributed to the bike’s superior on-road handling. But when heavily loaded, jumped, or ridden fast and hard over rough roads, the rear frame mounts for the transmission (near the foot peg brackets) can fail.

Though uncommon, prevention is better than risking a serious problem in the backcountry. As a corrective measure, Touratech developed the Hard Part GV R1100GS; this also prevents the foot peg support from breaking the transmission case during a fall. BMW fixed this design flaw on the subsequent 1150GS. The 1100GS braking system was a big leap forward. Front wheel braking is managed by two, 12-inch discs, which are squeezed by a pair of four-piston Brembo calipers. In the rear, a 10.9-inch disc is clamped by a single, two-piston caliper. ABS II brakes were an option made possible by the addition of the rear disc, and helping to control the front wheel was BMW’s revolutionary new Telelever.

The Telelever is a different approach to front suspension design compared to the typical telescopic fork. At the front, an A-shaped arm attaches to a ball joint between the forks and in the rear pivots on the engine case: a type of swingarm. While there are still fork tubes, they are not tasked with suspension dampening. The Telelever separates wheel control and suspension duties, employing a single spring/ shock, under and forward of the gas tank. Trail and rake (caster angle) are increased during braking, rather than decreased as with traditional telescopic suspension designs. Brake-dive during maximum deceleration

Globetrotting GSs Making History

Any story about the world-traveling GS motorcycles would not be complete without a mention of the adventurers who have successfully used these great machines. In 1981 Helge Pedersen, a native of Norway, purchased a new R80G/S which he named Olga. During his 10 years on the road, he logged more than 250,000 miles though 77 countries, including Africa and the Americas from south to north. Helge even traveled overland through the infamous Darien Gap. The result of these adventures was his book, 10 Years on 2 Wheels, and his business, GlobeRiders.

While there are several less famous adventurers that deserve our respect, the motorcycle travels of actors Ewan McGregor and Charley Boorman have done much for the popularity of modern adventure motorcycling. In 2004, they, along with their videographer, Claudio Von Planta, shared their BMW “Long Way Round” adventures with the world. I love still photography, but there are some things that are just better, or different, when experienced in a video. Having done my share of riding, I walked out of the movie theater motivated and ready to ride... the long way.

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is almost eliminated—Telelever bikes squat instead of dive, and riders don’t feel they’re being launched over the handlebar.

Early 1100GS models had problems with paint bubbling on the exterior of the plastic gas tanks. A formal recall was never issued, but if the bikes were still under warranty BMW would provide a steel replacement, which held a bit less fuel. At 536 pounds wet, the 1100GSs were big, heavy bikes. Surprisingly, they were very stable and reassuring motorcycles to ride.

R 1150 GS and R 1150 GS Adventure

The appearance of the GS changed again with the 2000 model year; the front beak now shorter and extending from below new differentsized high and low beam headlights. Engine displacement was increased to 1,130cc, offering 75 lb-ft torque and 85 hp.

The clutch cable was replaced with hydraulic actuation, and controlled a new 6-speed transmission. Though still a typical clunky and notchy BMW gearbox, the overdrive sixth cog was a welcome addition for anyone accustomed to riding the previous 5-speed for long distances. However, BMW went overboard with the gearing changes. In addition to the tall sixth and first gears, the final drive was also geared up; now 2.82:1 instead of 3:1. This resulted in terrible gearing for slow, offpavement trail riding; even on-road the ratios were too high. Starting on a steep grade with a full load and/or a passenger could easily become a smelly, clutch-slipping affair if the pilot was not skilled and careful. The 550 pound wet weight didn’t help either.

The 1150GS is known to have some irritating wind turbulence and buffeting between the rider and the windscreen, partially due to the distance between the two. The stock saddle also leaves many wanting a more comfortable seat for cross-country rides; the Adventure’s saddle was better. Aftermarket screens and seats offer big improvements depending on their design and the rider’s preference.

With the introduction of the GS Adventure in 2002, BMW corrected most of the gearing complaints by lowering both first and sixth while maintaining the same rear drive ratio. The new Adventure package also included a 7.9-gallon gas tank, engine crash bars, almost an inch of additional suspension travel at both ends, a one-piece seat, a second 12-volt power outlet, and new colors and graphics.

Late in 2002, electric servo power brakes were introduced, along with a twin spark head. The new head improved tailpipe emissions and helped control the engine surging that plagued these bikes under light-load and small throttle openings. While the twin-spark heads did seem to help the surging issue, many professional riders hated the servo brakes. During critical threshold braking conditions, the brakes were often inconsistent and lacked feel. BMW eliminated the servo brake system in 2006.

The R 1200 GS, Adventure, and HP2 Enduro

For 2005 BMW increased the stroke of the boxer to raise displacement to 1,170cc. The 11:1 compression motor now generated 100 hp and 85 lb-ft of torque, employed a gear-driven counterbalancer to tame engine vibrations, and the first knock sensors used on motorcycles. The sequential fuel-injection engine eliminated the fast-idle lever with automatic warm-up programming (like a car), and the twin-spark engine now offered staggered, phased shift firing of the plugs, improving rideability and fuel-economy. An anti-theft electronic immobilizer and CAN-bus electrical systems were also new, and the engine became known as the hex head because of the shape of the valve covers. When introduced, the new rear drive on the 1200GS was intended to never

R1200GS Adventure with hex head engine

need servicing. After some failures, a drain plug was added to the housing, and BMW said the lube should be changed only once, after the first 600-miles. Eventually, the service interval was increased to every 12,000 miles, the same as previous generations.

As the GS matured it gained weight, and BMW became focused on trimming the fat wherever possible. A lighter Paralever was designed with the torque arm above the swingarm for better ground clearance, and a new forged aluminum Telelever replaced the previous casting.

The 6-speed transmission was lighter, had helical gears, and finally offered smooth shifting similar to Japanese bikes—an overdue compliment. At 438 pounds dry, 495 pounds wet, and carrying a half gallon less gas than the previous 1150, the new 1200 was almost svelte. Popular it was; in just three years BMW sold 100,000 units.

For those wanting more off-pavement performance, in 2005 BMW introduced a more specialized bike, the 105 hp HP2 Enduro. With longtravel telescopic forks (instead of a Telelever), a longer Paralever and an air spring damper for the rear, a smaller tank and trellis tube frame, no ABS and a dry weight of 386 pounds, it was a serious machine for those who could afford the somewhat lofty price tag of $21,000.

The 1200GS Adventure was introduced in 2006 and included a number of enhancements: an 8.7-gallon tank, bigger windscreen, aluminum handlebar, and wider foot pegs. Suspension travel was also improved, along with the alternator (720 watts), a lower first gear, and aluminum protectors over the valve-covers.

BMW continued to increase the performance of the air/oil cooled GS boxers. In 2008, output was increased to 105 hp, and Electronic Suspension Adjustment (ESA) was also offered. With six on-the-fly damping settings, and five preload settings after stopping, ESA was available with the touch of a button. Dual overhead camshafts were added in 2010, besting previous outputs with another five horsepower, now 110 with a redline of 8,500 rpm.

Call it an oversized dual-sport, enduro, or adventure-tourer, the big Gelände Strauss bikes are versatile and have earned their stripes. First with the introduction of the G/S concept and electronic ignition, then the Paralever, Telelever, fuel-injection, and ABS braking systems, BMW has been the constant leader and innovator. Though there are finally a couple of worthy competitors, for long-distance adventure travel on a motorbike, the GS continues to set the bar.

The Bike

In my 30 years of riding I’ve ridden and learned to be comfortable on many motorcycles, from Hondas to Harleys, and it’s always exciting to try something sexy or new. But my GS is a keeper, always ready to deliver more smiles, regardless of the distance, and it’s the bike I would use to ride around the world…the GS is Der Alpenführer.

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Heart of a Range Rover Building a Range Rover Classic for reliable, economical expedition travel

Stage II

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Senior Tech Editor Graham Jackson continues the restoration of his childhood steed.

By Graham Jackson

Overland Journal Gear 2012

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e were on the Mojave Road on the eleventh day of a three-week tour through Utah, Nevada, and California (on as much dirt as possible), when I reflected that we had experienced no vehicle problems so far. Any Land Rover owner knows that such thoughts just beg a major disaster on the following day: timing belt failure, exploding differential, or seizing power steering pump—something major. I’ve set up a lot of vehicles for extended overland travel, mostly Land Rovers of various descriptions. What I have found is that there are key items that need to be addressed to tease greater reliability out of the marque as well as to get the most out of the overland experience in such vehicles (the solid axle versions, as my experience doesn’t extend to the newest independent suspension models).

It’s been a full year since the first installment of my Range Rover Classic build-up, and a lot of changes have been made. Unlike other builds where the project is completed before any trips are undertaken— revisions being made later—I decided to take a different tack. Get the obvious and inevitable modifications out of the way and immediately take the vehicle on a long trip. This, I decided, would allow verification that the modifications should have been made, were done properly, and reveal areas where further changes should be concentrated. If there is one thing I have learned, it is that an expedition vehicle should be as simple as possible, while still getting the needed job done. Obviously, the needed job aspect will be different for everyone, and my wife Connie and I have been slowly finding that the equipment required for us to enjoy a trip is diminishing.

Overland Vanity Mods

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To completely derail myself, I’ll take all that talk of reliability and doing the needed job, and throw it out the window for a minute. An overland vehicle needs to look good. As mentioned in the first article, the Range Rover came into my possession with its paint and clear coat badly damaged from years in the Nevada sun. My options were to leave it, get it repainted the same color (cheaper) or change the color completely (more expensive). I decided early on to change the color—Epsom Green is fine, but not my favorite. Initially I looked at colors that adorned the first Range Rovers in the 1970s. As a subtext, this build pays homage to my family’s overland Range Rover from when I was a child (see Heart of a Range Rover, Overland Journal, Gear 2011). That truck was Massai Red, and though my father loved the color, I was never as much a fan. I considered Bahama Gold or Sahara Dust, but finally settled on a completely non-Rover shade that I was introduced to by Mario at Adventure Trailers. The color…olive grey.

Getting the paint job proved harder than choosing the color. Having never painted a car, I had no idea that the cost was so high; the first estimate was close to $10,000. In order to keep in the spirit of a budget build, I found a low-priced option: a friend of a friend with access to a paint booth. It didn’t lead to the best paint job in the world (call me cheap), but option II, at $700, suited my wallet and overland needs just fine. She looks great from 10 feet away or more, and that’s perfect for this vehicle.

I’ve never been a fan of chrome on vehicles, so an early decision was made to eliminate all the nasty silver stuff from the Range Rover.

(I’ll never understand why Land Rover decided to add chrome to any of their models anyway.) This mainly involved removing and replacing the rear bumper, but I extended it to the door handles as well; Range RovOverland Journal Gear 2012

ers came with silver handles. A call to John at RoverDude was in order to get a set of black Discovery I handles; bling removal, job done.

The last vanity modification is the true nod to the 1973 Range Rover of my childhood. I replaced the stock plastic horizontal-slat grille with the earlier, vertical-slat metal version. While I was at it, I also installed metal headlight surrounds I’d sourced several years ago; though they did show their age. After a quick trip to the powder coater, they added the perfect classic look to the Classic.

Undercarriage and Steering Protection

The most vulnerable section of any overland vehicle (apart from tires) is its underbelly. Different models have their own weaknesses in this department, and Land Rover is certainly no exception. The steering damper, which is behind the front axle and positioned lower than the axle tube, seemed to be inviting every rock on the planet up for a damper-crushing party. The tie rod suffers from the same issue, with significant forward-motion-halting consequences should it contact anything. Luckily, Keith of RovingTracks (formerly RoverTracks) has designed the perfect solution. A steering relocation kit that moves the damper to the front of the axle and elevated to the same position as a stock Defender. They also offer a high-clearance, high-strength tie rod.

A new OME damper from ARB added that familiar yellow slash under the bumper.

Continuing rearwards, I installed rock sliders from Rovers North and a rear crash plate from Columbia Overland. The crash plate replaces the stock fuel tank support while providing full-width protection for the tank. Both of these additions proved invaluable in Nevada when an old mining track paused in a wash at a base of a dry waterfall. Forward progress involved a few low speed crunches that may otherwise have proved damaging.

Protection, in my view, also includes bumpers. The chrome eyesore at the rear had already been discarded, and a heavy-duty metal version from Columbia Overland took its place. At the front, an ARB non-SRS

If there is one thing I have learned it is that an expedition vehicle should be as simple as possible, while still getting the needed job done.

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Overland Journal Gear 2012

Objectives for stage two of the build

• New paint; project vehicles need to look good • Remove as much chrome and silver as possible • Install undercarriage protection: crash plates, sliders and steering components • Install front and rear bumpers • Remove passenger SRS system • Install HD battery and accessory wiring • Set up load bay with tie-downs, cargo boxes, and fridge • Get air conditioning hooked up and charged • Take an extended overland trip to test all systems

Bull Bar bolted right in and provided the required platform for a 2m antenna and two Baja Designs SolTek Pre-Runner HIDs. I’ve always loved the look of the ARB bar on a classic, and it will be further enhanced with a winch later on.

Load Bay and Overlanding Gear

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Those who have listened to my lectures and classes will know that I consider a fridge to be the first and most important living space addition to any overland vehicle larger than a Smart Car (I’m still not convinced on the Smart Car). I decided to follow my own advice—a National Luna Weekender was soon sitting in the back of the Range Rover. This is the same fridge that won Editor’s Choice in our recent fridge review (Overland Journal, Summer 2010) and started its long-term testing life by being abused in a three-week, no re-supply, high-ambient-temperature experiment devised by Connie. No problems to report so far. Placement of the fridge required a few additions to the truck. Aviation track tie-down points, used in load bays of cargo planes, were fitted when the fuel tank was removed for the crash plate installation. The rear carpet was also removed and replaced with rubber mat; the tailgate received the same treatment.

To power the fridge, an Odyssey PC1400 Group 25 AGM battery replaced the old and tired Red Top that came with the truck. I used the ARB 12v/24v wiring harness to run a line directly from the battery to the fridge, fuse included. No need for a dual battery system here as I set the National Luna to cut off at its highest voltage protection setting. We found that we could easily last for two days in Death Valley without running the truck, so long as the fridge was full. At this pace, the Odyssey had plenty of juice left for starting the Rover’s small diesel.

Storage was handled with a couple of Wolffpacks, South African ammo crates. For accommodation on the trail, we used an Enclosed Double Swag from Southern Cross Canvas Products, Australia, kindly given to me by Lisa at ARB USA. My final load bay modification was actually in the dashboard. Since I had already disabled the SRS system there was no point in keeping the airbag assembly on the passenger side. I sourced a grab handle from a British Discovery I, and installed it. The fit isn’t perfect, but it does allow a deep cubby for loose gear stowage as well as a modicum of support for the passenger when high-speed desert shenanigans ensue.

Creature Comforts

“Death Valley? We have no AC; forget it!” Not a direct quote from Connie, but close enough. So began my quest to get the air conditioning Overland Journal Gear 2012

restored. It actually turned out to be very simple since I had already installed the compressor. A few custom hoses and a recharge resulted in exceedingly cold air—matched only by the huge loss in engine power. I didn’t have time to wire up the AC switch before we left, so the solution was an alligator clip on the ground line from the relay; which the passenger could attach to metal under the dash when needed. This, along with the power loss, resulted in some comical times preparing to pull away from stop signs or going up hills. It went something like this.

“Kill the AC; we need power!”

Muffled from under the dash, “I’m trying, I’m trying...stupid wire.”

Needless to say, restoring the AC switch function remains the highest priority for moving forward.

When I installed the 300Tdi for Part I of the build, I decided that renewing the timing belt only made sense. I made the mistake of not replacing the front main crank seal when I did the job; resulting, a few weeks later, in a massive oil leak. Neighbors began to give me foul looks when I parked, so I had to take a day to pull the timing cover and belt to replace the oil seal.

The final modification for this stage of the build was a new set of shoes. I’d been running 265/75R16 BFGoodrich Mud Terrains since the start, as I had a set on hand at build time. But this was not the ideal size; I wanted something skinnier. BFGoodrich came to the rescue with a full set of five 235/85R16 All-Terrains. This truck will see a lot of highway and a lot of variable conditions, so I consider the All-Terrain the perfect tread choice. Going slightly narrower than the 265/75 eliminates some of the fender contact issues, as I have no desire to modify the bodywork on the Range Rover.

Three Weeks on Trail

We got off Interstate 70 in Green River, Utah, and would remain on dirt and secondary routes until we reached Barstow, California. We spent four days in Glen Canyon National Recreation Area (as well as the Maze section of Canyonlands National Park) and another four days crossing Utah and Nevada before dropping into Death Valley via Titus Canyon on the track from Tonopah to Rhyolite. After our final five days trekking through Death Valley and over the Mojave Road, the trip meter read 3,200 miles. The 300Tdi averaged 21 mpg with roughly 45 percent on dirt.

I’m happy to report that all the modifications worked well, if not perfectly. The only issues we had were with the incomplete AC system and the doors. After an amazing dousing with bull dust south of Bonnie Claire, Nevada, the door latch mechanisms decided to rebel, making opening difficult, and locking impossible.

I was very happy with the choice of medium duty OME springs, and found the Nitrocharger Sport shocks provided perfect damping.

The diesel was a joy, so long as the AC was off, and all the steel added for protection proved up to the task (though we certainly didn’t push it). In the load bay we had plenty of space for the three-week-no-resupply experiment; though one of the goals of the next stage will be moving the spare tire out of the rear so we can put the seats back in.

That will involve building a tire rack for the rear bumper. And the major failure…it didn’t arrive. I only opened the hood once on the trip for a fluid check. The Range Rover proved to be comfortable, capable, lots of fun, and quite reliable—door issues notwithstanding.

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l 1. Undercarriage components laid out front to back; heavy-duty drag link and damper relocation components with OME damper, heavyduty high-clearance tie rod, sliders, trailing arms (not installed yet) and crash plate.

2. Columbia Overland rear bumper is simple, strong, and fits the classic lines naturally.

3. Sliders provide sill protection; here the OME medium-duty springs showing their flex on the Mojave Road.

4. Custom cubby in the dash replaces the passenger airbag assembly and uses the panic handle from a Discovery.

5. The ARB Bull Bar protects the front and provides a platform for the Baja Designs HIDs and the 2m antenna. The classic metal grille harkens back to the Range Rover of my childhood.

6. Provisions for three weeks: camping gear and dry goods in the Wolffpacks, a very full National Luna fridge and a double swag for sleeping.

7. Aircraft track tie-down points secure everything in the load bay. Rubber mat replaces carpet for easier cleaning and a more industrial look.

8. Crash plate cradles the fuel tank and provides exceptional protection.

9. The RovingTracks high-clearance tie rod is invaluable on the trail, al-

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lowing significantly more clearance than the stock item.

10. Providing plenty of power for the fridge and accessories, the Odyssey AGM battery sits in the stock location.

Resources

ARB: arbusa.com, 866-293-9083 Baja Designs: bajadesigns.com, 800-422-5292 BFGoodrich: bfgoodrich.com, 877-788-8899 Columbia Overland: columbiaoverland.com, 541-728-0625 Equipt: equipt1.com, 866-703-1026 JC’s Rover & 4x4: jcrover4x4.com, 720-227-9118 Land Rover Las Vegas: lrlv.com, 702-579-0400 RoverDude: roverdude.com, 714-719-7123 RovingTracks: rovingtracks.com, 303-506-9429 Odyssey Battery: odysseybattery.com, 800-538-3627

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Overland Journal Gear 2012

The EarthCruiser

A true global explorer from the land down under

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We pilot one of Australia’s best campers on the world’s largest sand island.

By Scott Brady

Overland Journal Gear 2012

In general, expedition campers must start with a robust four-wheeldrive platform, low gearing and higher-than-average ground clearance.

The reason for all of that hardware is to ensure that the vehicle can traverse road conditions commonly found in the backcountry of developing countries. For the EarthCruiser, the base platform of choice is the Mitsubishi Fuso Canter FG, a factory-built 4WD with a low-range transfer case, solid front axle, and leaf-sprung suspension. The Fuso is a true global platform, proven in the remote and inhospitable places of the world where road conditions change with the season, or may not exist at all. In my travels on six continents, the Fuso is always there; cruising along a highway in Chile or busting through the bushveld of Botswana. For an example of how serious this truck is, take a look at the service interval; an incredible 29,250 km—try this with your ute.

On the Road

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he rain was driving hard against the windscreen, the storm rocking the ferry to starboard, rotating it with the wind and current. The operator was yelling now, his voice barely audible against the squall as the loading ramp slammed into a sand beach on Fraser Island, Australia. A 200 Series Land Cruiser was off the ship first but quickly bogged, blocking my exit. After a few tries, the Cruiser climbed to the tree line and opened my chance at the beach. I locked the front differential and engaged low range. When my tires transitioned to the sand, I rolled into the throttle; the diesel motor providing just enough torque to maintain forward momentum up the slope. In one smooth motion, the truck pulled away from the ferry, through the ruts of the Land Cruiser and up to the high tide line. My truck wasn’t a lightweight ute, but a 4,500-kilogram expedition camper—the EarthCruiser.

Not Your Standard Caravan Overland travel requires a depth of capability and durability that a standard caravan simply cannot deliver. Sure, a wood-framed monster RV can drive down a few hundred meters of corrugations to a caravan park, but would never survive thousands of kilometers of outback punishment. Adventure travel requires a vehicle to perform on soft surfaces, sandy beaches, washouts, mud, and the unexpected.

Overland Journal Gear 2012

Lance Gillies, from EarthCruiser had arranged a lightly-used, short-wheelbase unit for me to test. After a quick vehicle orientation at the factory in Caboolture, Queensland, I was on my way north towards Fraser Island. The trip would expose the truck to hours of carriageway, miles of deep sand, and sections of rocks and mud; a suitable test for the vehicle. The immediate impression was that the Fuso is easy to drive and lacks most of the handling and ergonomic issues associated with a heavy truck. Shifting through the gears was nearly car-like, and acceleration felt adequate for keeping pace with traffic. The steering at low speed was excellent, and the turning radius impressive, besting vehicles with far more civilian underpinnings. As the speeds increased, the Fuso took on a more expected heavy-truck demeanor with a general lack of directness at the wheel. Any sustained speeds over 100 kph would induce too much driver fatigue to be worthwhile. What is the hurry anyway, since you have a house on the back? The brakes are particularly effective, providing predictable modulation at low speeds.

On mountain roads and in city traffic, it is critical that the exhaust brake be utilized, as it significantly reduces stopping distance and brake fade. I enjoyed driving the Fuso on the road, but could never quite cruise with it. This is expected with a heavy-duty truck, and should be a consideration where long highway transits are required. The solution,

Opening page: The EarthCruiser stands guard over the WWII Maheno shipwreck. This page: Deep, rutted sand tracks are the highways of Fraser, testing all the 4WDs that visit.

Opposite: 1. The large side mirrors help with side visibility but take a beating from the brush.

2. The factory where the campers are mounted is clean and organized. This should bode well that installation reflects the same standards.

3. Every design feature favors track performance, even the clearance and construction of the rear bumper.

4. The rear axle is massive and includes a factory limited slip differential. The dual rear wheels are converted to super-singles.

5. Rearward visibility is a challenge, made somewhat better with the wideangle rearview camera.

6. Two key pieces of equipment: the HF antenna and a set of MaxTrax.

7. With the top up, the EarthCruiser is a condo on wheels and lifts with a button push.

8. Hella lights are mounted to the robust front “roo” bar.

9. A full-size spare is both accessible and securely mounted.

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of course, is to slow down and enjoy the view, plug your iPhone into the supplied cradle, and settle into the rhythm of the road. In short, the EarthCruiser is designed for where the pavement ends, rather than tar the road.

On the Trail A stock Fuso is suitable for light exploration and little more. It is delivered from the factory with dual rear wheels (DRW), 7.50R16 tires, and limited clearance under the unprotected transfer case. Fortunately, the team at EarthCruiser identified and addressed these limitations, turning the Fuso from limited to legitimate. The most critical modification is the conversion from DRW to single rear wheel (SRW). This is essential in soft terrain, as a DRW is forced to travel outside of the compacted track of the front tires, greatly increasing resistance and the chance of getting stuck. However, this modification does put some serious stress on the rear tire load capacity; care must be given to specifying the correct tire and keeping it properly inflated and cool. In addition to the SRW conversion, new leaf springs are fitted to provide additional ground clearance and room for larger tires—much larger.

The model I tested came equipped with brand new Hankook MT 37x12.50R17 tires, nearly 150 millimeters taller than the factory rubber. The increased clearance moves the vulnerable transfer case higher Overland Journal Gear 2012

The steering at low speed was excellent, and the turning radius impressive, besting vehicles with far more civilian underpinnings.

Rocks line the shores of Fraser at several headways making for low-range work; all were easy, given the 37-inch tires.

Opposite: 1. The bed looks cramped but is far from it. A good nights sleep is easy.

2. On the SWB version, the cooktop is adjacent to the shower and dinette.

It needs an exhaust fan in the roof.

3. The dinette works well for two and served as my mobile office. The configuration facilitates a usable crawl through.

4. I have the opinion that if I am going to drive a camper, it must have a shower and toilet. This has both.

5. It was clear that the EarthCruiser was designed by someone that favors simplicity. All electronic systems are on one panel.

6. A large backup screen helped with the poor rearward visibility.

7. A deep sink and a diesel cooktop occupy the galley surface. Both are high quality.

8. The galley is compact but efficient, and centralized in the cabin.

9. The HEMA navigator made travel in Australia possible. I would have been hopelessly lost without it.

10. Loaded with electronics, most of these systems were installed at the request of the customer.

11. Switches abound on the dash, operating everything from lights to the front locking differential.

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and improves approach and departure angles. Fortunately, I have also driven stock Fusos, so I was able to compare overall stability on cambered obstacles. I found that the taller EarthCruiser was still predictable and balanced when things start to tilt. The dynamic side slope limitations of this vehicle is likely to be in the 25- to 28-degree range, but this is far more than most drivers’ nerves will allow.

For tractive performance, the factory rear limited-slip differential can be augmented with a driver-selectable front locking differential, keeping at least three of the four tires turning in extreme terrain. On Fraser Island, the EarthCruiser had an easy time in the sand; particularly once the tires had been deflated to 20 psi, the lower limits for a 4,500-kilogram vehicle without bead lock rims. Where the vehicle struggled was on steep sand slopes; the overall power-to-weight ratio resulting in several failed climbs. Compounding the issue was the limited suspension travel and effective damping, causing the chassis to bounce in the sand ruts, losing momentum and inducing wheel hop. Lest we forget, I’m comparing the performance of a camper with built-in hot water shower to that of a Land Cruiser of half its weight.

On muddy tracks, the Hankooks did most of the work, aided by the limited-slip and torque of the 4-cylinder diesel. By maintaining steady momentum and keeping the engine just above the first third of the RPM range, the truck climbed over roots, out of deep ruts, and through axle-deep bogs with little drama. While there are few rocks on Fraser, I was able to test the articulation and boulder-crawling capacity on several large outcroppings that were exposed during low tide. Lowrange is compulsory for this kind of work, although I found the front locking differential unnecessary. Clutch modulation was better than expected and the large-diameter tires improved leverage over the sandy transitions, some ledges being a half-meter tall. Care must be taken to preserve the clutch, as the overall weight of the truck would show little mercy to the driver that favors the skinny pedal over finesse.

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In Camp The reason why an adventurer would buy an EarthCruiser is the ability to transport camping comfort and all-weather accommodation to the Outback. For this requirement, it delivers in spades, yet forgoes the pretentious impression some other campers impart. Simple and clean in design, its sheer practicality reduces the clinical feel of the white and grey gel coat finish. Access to the camper is possible through a side door and cabin pass-through, an important safety consideration where exiting the vehicle to drive away could be hazardous. Configured as an aisle, the port side features the galley while the starboard houses the wet head. At the back of the camper is a double bed with ample cushioning, reading lights, and good ventilation. Just aft of the pass-through is the dinette, perfectly sized for two, allowing comfortable dining and a suitable workspace.

The galley is spacious and efficient, with a diesel cooktop and a deep sink. Hot water comes quickly, as does filtered drinking water, and storage is more than adequate for two people. The fridge is an upright unit, which makes access convenient, however will never match the capacity and low power consumption of a chest-style unit. Above the countertop is the electronics command center, complete with solar charge controller, battery monitor system, Webasto water/air heater controller and complete fuse panel.

Overland Journal Gear 2012

EarthCruiser Specifications Engine

4M50-3AT7 (ADR 80/2)

Size

4.9-liter, 4-cylinder, 16-valve, common-rail turbo-diesel

Power/torque

110KW @ 2,700 RPM. 471 Nm @1,600 RPM

Gearbox

Manual 5-speed

Transfer case

Two-speed, 1.987:1 low range

Front axle

Full-floating, hypoid constant-velocity joints, manual hubs, driver-selectable locker

Rear axle

Full-floating, limited-slip differential

Wheels/tires

Custom welded super singles, Hankook Dynapro MT 37x12.50R17

Suspension

EarthCruiser long-travel, multi-pack leaf springs front and rear

Damping

Long-travel heavy-duty shock absorbers

Wheel track

1,750 mm (front and rear)

Wheel base

LWB: 3,460 mm, SWB: 2,860 mm

Overall length

LWB: 6,250 mm, SWB: 5,650 mm

Overall width

2,100 mm (not including mirrors)

Overall height

2,510 mm (without optional roof rack)

Ground clearance

260 mm

Angles

45-degree approach, 22-degree breakover, 40-degree departure

Turning radius

13,600 mm

Tare weight

LWB: 4,200 kg, SWB: 4,000 kg

Gross weight

LWB: 5,500 kg, SWB: 4,500 kg

Electrical

12V, all systems

Suspension seats

Both driver and passenger (leather trim)

Without question, the most impressive function of the camper is the lifting roof, which is both brilliantly simple and ultimately reliable. All four corners use the same electric lifting ram (reducing the required spares), which are operated by a two-position switch just inside the camper door. The roof lifts with no drama, time-consuming preparation, unlatching, or additional steps—it really is a class-leading pop-top. You can utilize nearly all systems of the camper with the roof down; with it up, 198 cm of stand-up height is afforded. Most critically, you can sleep in the camper with the top down should the weather be severe or you do not want to advertise, “I am camping here.” The only issue I encountered with the top was a small leak in the back corner seam. It dripped the equivalent of a few deciliters through a night of serious rain.

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If you’ve ever dreamed of doing a beach landing from the loading ramp of a barge, Frasier Island is the place. The only way to access this 100-mile-long bit of paradise is to ease your tires off the ramp and into the South Pacific–and yes, four-wheel-drive is required. Fraser Island is a magical place.

To Venture Further

This vehicle appeals to all of my sensibilities as a traveler, but more importantly it appeals to the message I wish to outwardly portray while traveling.

Overland Journal Gear 2012

With customers having traveled to all corners of the world, the EarthCruiser has become a legitimate and proven global exploration option. This vehicle appeals to all of my sensibilities as a traveler, but more importantly it appeals to the message I wish to outwardly portray while traveling. The truck is simple and understated, nearly lorry-like, and easily confused for a delivery vehicle. It does not scream out “I have lots of money, please rob me,” but “I could be a delivery driver, an NGO, or even something more clandestine…do you really want to try to rob me?”

With my long weekend on Fraser Island complete, I rolled up the ferry loading ramp, the Fuso and I now working as one. As the ship rocked in the waves I closed my eyes and let my mind wander to distant lands, parking under a baobab tree in the Kalahari, or on the shore of a glacial lake in Patagonia. The EarthCruiser was certainly ready… and by the way, it will even fit in a shipping container.

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SKILLS

Åsa Björklund

Lo siento, no hablo español Don’t speak Spanish (or any second language)? No problema.

Photo by Chris Collard

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We explore the various methods of learning a foreign language for your next overseas trip.

Overland Journal Gear 2012

“Está cerrado, señora,” said a teenager sitting

on the ground next to the immigration shack.

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In English, his words translated to “It is closed, ma’am” and the “it” was the Honduran border. We had arrived five minutes late; the border official had punched out and was already sitting in the local bar, downing his first beer. It appeared that we were now stranded in Guatemala for the night.

It was dark and quiet, save for a few dogs howling and the rustle of the banana plants blowing in the warm breeze. Nice, but not where I wanted to sleep. We left our Land Rover Defender 90 on the Guatemalan side and walked across the border to Honduras. A few simple houses cluttered around a cantina with a bare dirt floor and white plastic chairs. The immigration official, a bottle of Salva Vida beer in his hand, was looking increasingly content with life. I smiled and started pleading in my best Spanish, strongly colored by a Central American accent and vocabulary.

He looked surprised. “De dónde es?” he asked. “De Suecia.” “I’m from Sweden,” I replied. He raised his eyebrows and asked to see my passport. “Habla muy bien el español.” “You speak Spanish very well,” he said, and got up. “Come on, I’ll help you out.” Half an hour later, passports stamped, we were zigzagging potholes on the route south, Honduras’ lush tropical forest on our right, and to our left, the inky night waters of the Caribbean Sea. Overland Journal Gear 2012

Born and raised in Sweden, I have dedicated most of my adult life to getting away from there. Not that there is anything wrong with my country (well, maybe the weather), but the world appeared like an endless dessert tray, simply too tempting not to taste. Any Swede who wants to escape the dark winter days and horizontal rain that sweeps in from the Atlantic, needs to communicate in a foreign language. Aside from the nine million Swedes and a small Finnish minority, nobody speaks our language. I now speak five languages: Swedish, English, Spanish, French, and German. Considering the number of intriguing places I would like to explore, I feel this is still not enough. However, adding just one foreign language to your resumé will take you far.

When traveling, nothing can replace the personal touch of oneto-one communication—despite innovations such as online translations. It’s quicker (usually) and, at the risk of sounding awfully cheesy, it lends itself to something much more important than words: friendship. Personally, I think the ultimate overland experience is when I leave a country and find myself missing somebody I’ve left behind.

Suddenly, it was worth the months of stuttering and not getting the locals’ jokes. On a more basic level, being able to communicate the local language might make the difference between spending a night in jail or in a warm bed; or getting to the restroom in time…or not.

Which language to learn first?

So you have decided to learn a new language. The question now becomes, which one should you pick? Obviously, this depends on what your travel plans might be. Most non-native speakers choose English since it is the most widely spoken language in the world. If you are already in control of the “th” sound and the plural of “calf,” it may be time to add a new language to your repertoire. When traveling in a non-English speaking country, it’s a matter of courtesy to at least learn common greeting phrases: hello, please, thank you, very nice to meet you, and where is the bathroom? With minimal effort, the outcome is very rewarding and the locals will appreciate your attempt. If nothing else, your accent may invoke an ice-breaking giggle...

If you are traveling through several countries, learning the most strategic language in the region will save you time and energy; you can add basic phrases for each place you visit. Russian, for example, is valuable through all of the former USSR. You should, however, pick up some of the local tongues, as Russian may be associated with the oppressive colonizing power. This can be the case with many other languages. As a rule of thumb, if you research who the colonizing power was, you will know which language to choose. However, this is changing in countries where English is growing in popularity. For example, in Vietnam and Eastern Europe, which were previously dominated by France and Russia respectively, English is becoming the medium of communication.

For trips to Latin America, Spanish is your best bet, possibly adding Portuguese if a side trip into Brazil is on the agenda. Spanish is the second most spoken language on the planet (in terms of numbers of first-language speakers), and has the advantage of being a reasonably easy language to learn. Many Spanish words are similar to their English counterparts, and pronunciation and spelling are fairly straightforward.

As with other languages, differences in dialect and vocabulary change from region to region. An Argentinean, for example, may sound more Italian and will eat his beloved steaks a la parrilla; whereas a Spaniard will lisp all “z’s” and eat barbacoa.

When traveling in a non-English speaking country, it’s a matter of courtesy to at least learn common greeting phrases: hello, please, thank you, very nice to meet you, and where is the bathroom?

Though many people have been put off from learning French after unpleasant encounters with Parisian waiters or the sleazy Jean-Jacques at the Riviera, it is another widely spoken language: thanks to the endeavors of power-hungry colonizers. Just as with Spanish and Portuguese, it has many words in common with English. When the Normans, who invaded England in 1066, had finished clubbing people and setting villages on fire, they taught the locals everything from cuisine to theatre. As a traveler, French will help you fix your car anywhere from North Africa and Western Sub-Saharan Africa, to Vietnam and Quebec. It will also be handy when buying sunscreen on a range of Pacific and Caribbean islands—not to mention the ability to snap back at that rude waiter.

Once you’ve learned an additional language, there are typically some great side benefits to expect. As with the Romance languages, most lingual families have much in common. For example, Serbo-Croatian and Bulgarian overlap by 70 percent, and all the Slavic languages are related, including Russian, Belarusian, Polish, Ukrainian, Czech, Slovak, Slovenian, and Macedonian. Hindi and Urdu, the main languages of India and Pakistan, are virtually the same. The list goes on.

Learning Methods

Total immersion Now the question begs, what method is the

best way to learn. If you have the luxury of time, total immersion is by far your best bet. Select a country where they speak your language of choice, buy a plane ticket and immerse yourself. Take local classes, but don’t stop here. I used to live in the picturesque town of Antigua, Guatemala, a place where many foreigners gather to learn Spanish. They would take private classes and live with a Guatemalan family. However, they would be surrounded by other English-speaking foreigners and fall from their bilingual graces. Let’s face it—it can feel weird to stutter along in Spanish while an American or German nearby is speaking fluent English. For a more cultural education, try this instead: Choose a less touristy place or immerse yourself by working or volunteering with the locals. If you can get a local job, it will expedite the process and does not have to empty your savings account. However, it is often hard to get a job without actually being in-country. You will probably have to pay for a few nights at a humble hostel to sort things out. Another option is this: Native English speakers have a huge advantage of being wanted as teachers in all corners of the globe. With a TEFL (Teaching English as a Foreign Language) certification, you can land many positions from home.

However, teaching is not the only option. Your edification to new languages can be colorful and exciting to boot. Just a few of my own experiences to mention here: I’ve worked 12-hour days serving drinks and sweeping floors in London pubs, built car engines on an assembly line in Germany, cleaned apartments in Australia, and prepared screwdrivers (the drink) to party-going tourists in Greece for $15 a night. In addition to improving my language skills, these experiences have certainly made life more interesting.

Another great opportunity to immerse yourself in a new language, and do something good for humanity, is to be a volunteer—as opposed to mixing screwdrivers on a Greek beach. Traveling-minded students in particular can look into educational scholarship opportunities to help finance the experience.

While these methods of total immersion can be very effective, the reality is that not everyone can spend months abroad. The good news is that there are numerous language-learning opportunities in your home country.

Self-immersion One fairly effective option to practice at home is to imitate the immersion experience, what I call self-immersion. With hundreds of cable and satellite television stations, you can probably find one for your intended language. Listening to music and spending time among people who speak the language is also effective. As a bonus, you will learn about the culture, better preparing you for a visit to Overland Journal Gear 2012

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the country. A drawback is that immersion works best when you are forced to speak the foreign language all day. Also, it will require more effort on your part, particularly regarding smaller languages. Try to find a TV or radio show in Serbo-Croatian, or to stalk a Kazakh…

After you master a 3rd grade level in your new language, pocket guides are a great refresher when on the street.

{ TIP

Language classes Taking classes is still the staple food of lan-

guage learning. With a variety of options in terms of methodology, teacher-student ratio, and price tags, it’s important to check out what the language schools and local community college offer. When in class, it’s absolutely crucial that everyone speaks only the language you are learning. Don’t worry about making a fool out of yourself; believe me, you will. Learning a new language is like learning to ride a bike; you’re going to fall a few times. The teaching style is also important. Hardcore grammar can make anyone throw the books in the garbage— make sure the class is combined with conversation exercises and interactive activities.

Audio-visual methods If classroom teaching is not your cup of tea, there are a range of audio-visual methods. What they lack in human interaction, they compensate for in practicality. Advertised in clichés, you can practice in the car, in the kitchen, or at any time or place you prefer. One of the most well known products is Rosetta Stone.

Photo by Cyril Mischler

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Being able to speak a foreign language is useful when asking for directions.

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{ Photos by Chris Collard

Dynamic Emersion®, the use of images linked to the correlating word, is the method Rosetta Stone utilizes to accelerate the learning process.

Rosetta Stone is one of the most widely-know language programs on the market, and is available in 31 dialects. Learning-in-your-car CD courses are an economical option for practicing on your own schedule.

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Offered in 28 languages, Rosetta Stone provides a software program where the student connects words with images, then confirms their meaning. It simply skips the traditional step of explaining grammar. Instead, sentence construction is conveyed through a sequence of images and according to the logic of the language you are learning; rather than comparing it to your native tongue. You are forced to start thinking in that language, which renders Rosetta Stone an innovative method. The program’s speech-recognition technology is another useful feature. It will ‘dis’ your pronunciation more than your most patronizing French teacher ever could. Rosetta Stone will have you repeat the word until you get it right—without any Parisian air of condescension. Prices start at $179.

Audio CDs If this sticker price puts your personal economic plan

in a tailspin, audio CDs can also provide the basics of a foreign language. One of many companies in the industry is The Pimsleur Approach, which promises that you will learn any language in just 10 days.

I’m not sure what their definition of speaking a language may be, but the Pimsleur programs are economical at $20 per course.

Online methods A Pandora’s box of language-learning schemes, the Internet offers everything from online courses, to chat-room sites where you meet foreigners to practice your linguistic skills. Online methods are convenient, provided you have computer and Internet Overland Journal Gear 2012

access. Compared to audio-visual material, online courses are generally more interactive; though this depends on how the program is designed.

Some are formal and linked to a university or a language school, while others are limited to quizzes and common tourist phrases.

Though the formal courses can be pricey, the sample sites are usually free. At the learning community edufire.com you can sign up for online language classes. Costs and quality depend on the tutor. One of the more serious methods is the Berlitz Virtual Classroom, which offers instructor-led live learning, either in a virtual classroom or private setting.

There are a number of language exchange sites where you can pair up with, say, a Costa Rican to practice Spanish, and then teach him or her English. One such site is: studentforexchange.com. Despite the grammar limitations, the exchange may ease the fear of talking. And a new friend may provide you with a good reason to go traveling…

Translation apps Though not qualifying as a learning method, Lonely Planet has released an offline translation app (no Internet or cell signal needed) that may come handy. You simply speak into your phone, and out come your words in the language of choice. It also works by simply typing in a word on the keypad. The app is available for both Apple (iOS) and Android mobile devices.

Long gone are the days of old-school German teachers punishing the students who failed to identify the direct object. Finding the method that best suits you will make your language-learning experience more effective and fun. Jump in with both ears, your brain, and a willing pair of lips. Then put your new talent to the test: go traveling and speak to the locals—in their tongue. They are generally friendly, open, and talkative if you extend the effort. No matter how well you know a language, it’s useless unless you dare to open your mouth and speak. There is no shortcut.

Just laugh at yourself, and keep practicing.

Resources

Rosetta Stone: rosettastone.com, 800-767-3882 Lonely Planet: lonelyplanet.com, 800-275-8555 Student for Exchange: studentforexchange.com EduFire: eduFire.com Berlitz: www.berlitzvirtualclassroom.com, 888-723-7548 TEFL: tefl.com, +44(0) 131 464 0301 Pimsleur: pimsleur.com, 800-831-5497

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Classic Kit

Christophe Noel

Tale of the Tiffin Tote today’s lunch in a 3,000-year-old pail

A

s long as man has been on the move, he has had a need to pack a lunch. Okay, this may not be a profound epiphany, but it is nonetheless true. It’s not a stretch to presume the earliest of nomads may have traveled with little more than a few berries clutched in each hand, or the leg of a recently slain beast thrown over their shoulder. It is also fair to say some modern day sophisticates bring along a private chef and let him worry about the banal logistics of food transport. Then or now, food is still part of our travels: at some point during the day we have to stop for a bite.

Over the centuries, the moveable feast has been packed in a variety of containers from the hand carved Japanese bento box, to the homely and pedestrian brown bag. Recently, the world’s most expensive lunch box sold for a whopping quarter of a million dollars. That less-thanpaltry sum is enough to thwart even the most rapacious of appetites.

There are iconic meal haulers like the Stanley lunch box, or the highly coveted vintage Roy Rogers lunch pail with matching thermos. Those vessels will get your crustless PB&J from point A to B, but the king of the traveling lunch containers is without question or peer, the tiffin.

The modern tiffin is very simple. It consists of multiple small pans, neatly stacked and latched together with a metal buckle. The most commonly used tiffins are comprised of two or three layered stainless steel pans. They’re inexpensive, durable, and keep your various food items sequestered from one another so your peas don’t get inadvertently mingled with your rice. A tiffin is, in short, a clever little device.

Not impressed? Keep reading.

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It should be no surprise that the ultimate lunchbox would be more than

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three millennia in the making.

The tale of the tiffin reaches back a mind-staggering 30 centuries, to the age of Mahabharat mythology in what is now modern day India. Within those ancient stories are frequent references to stacked mud pots, bound together with coconut fibers for easy transport. This is the humble life-spring of the tiffin as we know it today. Over the millennia, the tiffin evolved in unison with the introduction of new materials. Brass, in particular, became the ideal material and is said to have the unique ability to accent the flavors, aromas, and colors of classic Indian cuisine. Unfortunately it was too costly for widespread use, and brass tiffins faded into obscurity. Aluminum had a brief run as the metal of choice until the more food-safe and durable stainless steel tiffins became available to the masses at a reasonable price. Today, the stainless steel tiffin reigns supreme.

The namesake of the tiffin is not nearly as old as the item itself. It was in the late 1800s, during the time of the British Raj in India, when the word tiffin came to be.

British slang for a light lunch or snack was “tiffing.” Because most British transplants in India worked far from their living quarters, they made arrangements to have their favorite mid-day edibles brought to them.

For this duty they employed the age-old tiffin, and India’s lunch scene has never been the same since. Although the tiffin can be found throughout much of India and various parts of Asia, it is perhaps most central to the lunchtime landscape of modern day Mumbai, where it is referred to as the dabba, or box. This is also where one of the most amazing lunchtime sequences in the world unfolds each day.

As has been the daily custom in Mumbai for over a century, scores of wives, sisters,

Overland Journal Gear 2012

and mothers, dutifully pack their working man’s hot lunch neatly into tiffins. Those tiffins, marked with a rudimentary color-coded address, are picked up by deliverymen, or dabbawallas, and hurried off to their hungry recipients by lunchtime. Sounds simple enough, but let’s review the numbers. Every day, 5,000 unionized dabbawallas deliver more than 200,000 tiffins between 9 a.m. and noon. Their delivery proficiency is nearly impossible to fathom with 99.99966% of their tiffins reaching their destinations on time. This is an astounding achievement given a large portion the work force is illiterate; not to mention the fact that the average tiffin might be moved by train, bicycle, donkey cart, boat, or bare feet through the choked and chaotic streets of Mumbai. Still not impressed? Their failure rate is one in 16 million. It is a staggering feat of organization, all in the name of a hot lunch.

So what does any of this have to do with overlanding? It’s probably safe to say many overlanders will never have a dabbawalla bring them a hot, high-noon serving of Butter Chicken or Tikka Masala. However, that doesn’t mean the tiffin isn’t a useful tool on expedition in the world’s most remote destinations. The tiffin is, if nothing else, a very practical and utilitarian piece of kit. Many of the high-mountain guide services in the Nepalese and Tibetan Himalayas include tiffins as required equipment within their extensive gear lists. Because these groups rely on the efforts of a single cook, tiffins provide a handy way of dispensing rations of food that their clients can consume at their convenience.

The tiffin has also become a popular kitchen asset far away from the Indian sub continent, and has been known to pop up

where least expected. When Overland Journal’s publisher and president went on safari in Southern Africa, part of their daily routine was the highly anticipated sundowner. This evening ritual, dating back to the golden era of safari in the 1920s, is a time for relaxation and contemplation under the waning rays of last light. The typical sundowner, intended to be a soothing finish to a day of adventure, is accompanied by a full compliment of cocktails and light bites. To their delight, they found those snacks were a mix of dried meats, fruits, and nuts, tidily served in… tiffins. There is surely nothing better than a bit of light tiffing as the sun dips beneath the African horizon.

In the end, it should be no surprise that the ultimate lunchbox would be more than three millennia in the making. That’s also not to say everyone needs to pack their lunch in a dabba. On his famous flight across the Atlantic, Charles Lindbergh packed five sandwiches in a grease-stained brown bag; to each his own. Maybe, if he had a tiffin rather than the aforementioned greasy brown bag, he would have been able to enjoy more than egg sandwiches.

We can all agree that travel is a wonderful thing, and so too is a good lunch. The next time your overland journey takes you past breakfast and on towards dinner, be sure to pack something for tiffing—and pack it in a tiffin. Don’t have a tiffin in your travel kitchen? See grandtrunkgoods.com

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Continued from page 128

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In the early morning, the three of us were stuffed into an ancient Dodge Coronet sedan and taken to the Dirección de Identificación y Extranjería (DIEX) in the nearby town of Guanare. Our fingerprints were taken, along with names and other relevant information. When I explained once again that my employer had my passport, the Colombians chimed in with the same story. At this point, my credibility seemed to have disappeared with my bus ride home. The stern-faced DIEX director was not amused, and she informed us we would be detained for up to 72 hours while our identities were confirmed. This meant more police, and more distance between me and the safety of Caracas, where my friends unknowingly went about their daily routines.

I was starting to lose it, and demanded to be allowed to call my employer. With my first attempt at bribery, waving 40,000 Bolivars (about US $65) in the face of the police officer, I told him I needed to purchase a phone card, to call my employer, and that I must get back to Caracas.

He didn’t take the bait. I was stuffed into the back of a 70 Series Troopie with the Colombians and hauled away.

We arrived at the station and were instructed to empty our pockets.

All of our belongings, including socks and shoelaces, were taken. The police proceeded to count our money, jotted down the amounts and owner’s name on a piece of paper, and stapled it together. We were never actually searched, leaving me wondering what sort of weapons had previously found their way into the crowded jail cells. As I was prodded down the hall, through two padlocked and barred doors, skinny kids with bad skin and jailhouse tattoos reached through the bars yelling “Dame el catire! Dame el gringo!” (Give me the blond guy! Give me the American!) Keeping a low profile would be impossible here and I shuddered to think about what fate awaited me. I did my best “prison tough guy” impression, but I was not fooling anyone. Inside, I was scared to death.

The two Colombian border jumpers and I were put into a bare cell.

Our new roommates consisted of one other Colombian and a Venezuelan named El Jefe. El Jefe was old, scruffy, missing his front teeth, and of questionable mental stability. The cell itself was about 9 feet by 12 feet, and made entirely of cement. It had a small partition at the back shielding a hole in the ground—the toilet. Next to that stood a cement sink and a faucet that occasionally produced water. On the open rebar roof, guards armed with automatic weapons walked overhead and peered into our cell.

My Colombian cellmates tried to assure me that I would be back in Caracas soon. The DIEX would never let a gringo sit in jail for very long. Besides, the Colombians reasoned, it was only 72 hours. But in 72 hours it would be Saturday, when the woman from the DIEX who controlled my fate would be far from the office. I would have to wait until at least Monday morning before being released. This scenario humored the quiet Colombian who had been there when we arrived. “They told me 72 hours too,” he chuckled, “and that was eleven days ago.” Another rung up the concern ladder. With each minute seeming like an eternity, the 72 hours maximum would surely never come. The thought of being imprisoned indefinitely was too much for me to bear.

In the afternoon, all cellblocks were opened, allowing the inmates to move out into the courtyard. I remained in a corner of my cell. Prisoners strolled by, one or two at a time, to check out the American in distress. Some spoke to me in broken Spanish, encouraging me to come out into the courtyard. I was hesitant, but did not want to protest too much—I followed. I chose to sit against the wall in the courtyard; my eyes darted back and forth in a meek attempt at situational awareness.

Overland Journal Gear 2012

The other inmates exercised and played simple games with pebbles on the ground. A few peppered me with questions instead of rocks or shanks, which helped me to feel better about my personal security. The guards were no threat, either. They enjoyed the novelty of a gringo prisoner under their control and chuckled every time they passed the cell.

For them, this was all just a big joke, and I was the punch line.

Supper in the Guanare jail, which came at dusk, was anything but a culinary delight. A large galvanized bucket of slop, the contents semiresembling chicken soup, was hauled around from cell to cell. Inmates grabbed old milk jugs, or whatever crucible they happened to have, to scoop out a meal from between the bars. Although I had not eaten in twenty-four hours, I had no appetite; not to mention the fear of having Montezuma as a cellmate. I declined the food. A larger concern was the lack of clean water. As time wore by, I eventually had to capitulate and accept a drink of dingy water from El Jefe’s old Coke bottle.

Thursday morning, 28 hours into this adventure, the police captain came by and told me that the DIEX had contacted the U.S. Embassy, and that he would have me out soon. If not, he would see to it that I could make a phone call on Friday. In an attempt to reassure me, he informed me the maximum amount of time that I could be held was only three months. Three months...I am not a workaholic by any stretch of the imagination, but nearly every minute of my waking hours is spent writing, tinkering on trucks, talking on the phone, or reading. Sitting in that cell, with nothing but a head full of frightening thoughts, each second seemed frozen in time.

By afternoon, during the daily courtyard time, I began seeking the advice of other inmates. Is there someone here I can bribe to get out?

Is there any way I can make a phone call? I managed to scribble my office number and name on a scrap of paper and pass it to another inmate who told me that he was allowed to call his mother once a week.

The seconds slowly ticked by—Friday morning eventually arrived and passed. I watched the sun cross the sky; somehow simultaneously standing still while setting on another lost day. Doubt crept in like never before. If each day took this long just how long could I go on living here before I wasted away or was completely forgotten about?

This was when a guard opened the door. “Libre?” I wearily asked.

He nodded in agreement. Freedom. Beyond the series of barred doors, my savior waited. He was a stalky retired military officer named Jony, hired from my employer’s security agency. Jony told me to collect my things and make sure that everything was there. He had been in Guanare all day bouncing back and forth from the DIEX office and the jail. With my passport in hand, he had cut through the bureaucratic red tape necessary to secure my freedom. In a feat that still amazes me, my fellow prisoner had accurately relayed my office phone number to his mother, who notified my employer of my whereabouts, who then sent Jony to the rescue with my passport.

Unable to return to Caracas until the next morning—no more flights that evening—I spent the night in Guanare. I couldn’t manage an appetite, but I was happy to take a hot shower and return worried phone calls. The next morning I was back home in Caracas, surrounded by friends and with one hell of a story to tell. This experience hasn’t kept me locked away at home, but it certainly taught me the importance that one little piece of paper provides when traveling abroad—no matter how native I may think I am.

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Tail Lamp

Harry Wagner

Going Native

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N

o one plans on going to jail. It is a universal rule that transcends cultural, social, and geographic barriers.

But this doesn’t stop it from happening, even to experienced travelers. Sometimes, finding yourself in a third-world holding cell is as easy as not having your passport during a routine search—did I mention the part about jumping South American borders at three in the morning? Passports, visas, military checkpoints, and grungy third-world jail cells; I received my edification of the aforementioned traveler’s blues the hard way.

Let me set the scene. Arriving in Venezuela about the time Hugo Chavez came to power, I had been living and working in Caracas for over a year. I’d become comfortable in the country, but was growing increasingly interested in going native. My resolve...to take an extended holiday weekend in the Andes and climb the highest peaks in Venezuela. My transportation methods would vary: a dodgy bus to the town of Mérida, an FJ45 Troop Carrier, a gondola ride, some mountain biking, one ornery burro, and my own two feet. All this to bag the Andean peaks of Pico Espejo and Pico Bolivar, both at about 15,000 feet elevation. As exceptional as my summits were, it was not until the bus back to Caracas that the real adventure would begin.

It was about 3 a.m. on a Wednesday morning when our bus came to a stop at a remote military outpost. A young soldier boarded, wak-

Illustration by Jacob Lichner

Of border jumping, passports, and Venezuelan jail cells

ing passengers in an abrupt manner and asking for cédulas (Venezuelan social security cards) and passports. When he came to me, I could only hand him a photocopy of my passport. After a moment’s hesitation, he asked me to step off the bus. I then found myself explaining to a commanding officer that my employer had my actual passport, and that my work visa was expiring shortly and currently being renewed. The officer’s blasé expression never altered during our exchange, as if wayward Americans found their way to his remote checkpoint on a daily basis. I was then asked to fetch my bags from the bus. Due to our close proximity to the Columbia border, I assumed that he was just looking for drugs. But moments after I grabbed my bags, the bus drove off into the night—my concern level went into previously uncharted territory.

I have been in a handful of situations in my life that have gone bad.

In my experience, bad can go to worse very quickly: like not bringing your cell phone while backpacking, or traveling alone because friends had other plans. Thoughts flooded my mind as I sat for the night in a bare, 60-square-foot cinder-block room with a green corrugated roof.

There was no lock on the door; hell, there wasn’t even a door. But I was not alone in my predicament. Two Colombians, pulled off of various buses throughout the course of the night, became my cellmates; none of us spoke a word. I wondered what fate awaited us when I heard one of them sobbing softly in the darkness.

Continued on page 126

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