4x4 Magazine - September 2019

4x4

NEWS • PRODUCTS • TRAIL GUIDES • WORKSHOP • CALENDAR • OFF-ROAD SCENE DRIVEN Barmy laughs in Ford’s new Ranger Raptor

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RAREST DEFENDER Original V8s have long since become collectors’ cars. But you can still have an exciting petrol-powered Defender – if you don’t mind looking a bit further afield…

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Suzuki SJ: still the most fun you Summer Roadbook can have with your clothes on! exploring the

SEPT 2019

heart of England

Uyuni… among the greatest overland destinations of all 4x4 Cover Sep WITH SARAH • POSS ADD RAPTOR?.indd 1

30/07/2019 18:37

Untitled-1 1

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September 2019

T H IS M O N T H 26

30

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TOTAL OF F-ROAD

2 | SEPTEMBER 2019

2-3 Contents.indd 2

22 6.45

ROADBOOK S

Total Off-Road’ s roadbooks guide you through the English and Welsh countryside on a mixture of surfaced and unsurface d roads.The tracks we use are publ ic rights of way, either Byways Open to All Traffi or Unclassified c County Road s, all commonly refer red to as gree n lanes.

NAVIGATION

watchword.The do-and-don’t list below should always be in your mind, but keep your speed down, be ready to pull over for othe your aim to show rs and make it the world that 4x4 drivers aren ’t the hooligans think we are. they

ANTIS

We’ve deliberate Anti-4x4 bigot ly ry does exist possible to follo made it as easy as , but it’s less com w the route, mon than you’d using a mixture of instr think. By and uctions, tulip large, it’s limit diagrams and grid refer ed to organisations ences.We norm who just want ally only include to get the countrysi junctions at whic de all to them h you have to make selve s.

These organisat a turning or don’t have right of way, being reasoned ions are beyond so just stay on with, but it’s the main road or take rare to encounter real the most strai hostility even ght-ahead option unless from their rank-and we tell you othe -file members rwise.

If you’re unfam . If you’re friendly towa iliar with six-fi rds the peop grid reference gure le with whom you share s, you’ll find a guide to the countrysi using them on de, the vast majo the legend of rity will respond any OS map. Our aim Mel;ton 1 in kind.

There are alwa 2 is for you to Cranoe 181 1 Church La ys bad apples, be able to do the route ngto on 14 2 4 but no more so than Gloostn without map anywhere else. s, but we do recomme nd having them Likewise, mos t local residents .

SP 717 972 will accept your presence if you’r SAFETY driving sensibly. e What suspicion The symbols do encounte you on the first page r is likely to be of the roadbook from people worried advise you of that you’re there how suitable it is for steal to your vehicle. from them, so These be ready to offer are just guide a word of reass lines, however. urance. Once We’ll warn you of satisfied that you’re not 112 any hazards or Field Roa Sla d ston after their quad difficult sections, but 214

Glooston allaton their mood will bikes, the nature of 2 14 any green lighten. lane can chan ge quickly.Wet It only takes one vandal to weather can make a huge tarnish a person’s view Your track is Inn differ Fox ence the te of to opposi the all 4x4 drivers, the left obvio conditions unde Turnless two as you appro us of the once the dam and rfoot, and what ach age is done it wide open in ’s tends to be permanen winter can be t. But if enou tight enclosed and gh of us resolve to be scratchy in summ ly ambassadors, responsibility er.The it might make a differ is yours! ence to the way Our roadbook we’re perceived by s are designed society in gene be safe to drive to ral. in a solo vehic le, and R are largely suita DO AND DO ble for stand ard 4x4s on road tyres . We do reco • Keep your speedN’T mmend right down trave ford to lling in tandem whe Pull this • over for to let walkers, rever If it’s wet enough poss the ible, how It’s not a big bikers and horse riders ever.The risk have any water over have ford, but actually pass there’s a , you’ll probably stuck of getting sharpish drop surface s can be greater into itroad • Don’t travel in large conv as washed than it appears roundaway in the previou the corner – and if you brea beenyou oys: into smaller k down, havin two by now groups to avoid split g help at hand can make hassling others the difference between it bein g inconvenient • Leave gates as you and downright dang erous.

• Don’t drop litter found them • Don’t go back to drive RESPONSIBI the fun bits, such as mud LITY or fords Irresponsible driving is a mass • Scrupulously obey all, again ive prob-ROA closure and lem onD voluntary restr green lanes. In TOTAL OFF When did you aint notices particular, you must alwa ys stay on the • Don’t cause a noise sign like this last see a road right at of way. Neve nuisance, unsurfaced righta junction on an particularly after r drive off it to play on of way? the verges or surrounding • Ensure you havedark land, even a right to be if you can see there.We rese that someone arch the rout else has; doing so es on our roadbook is illegal and s very carefully, can be tremendously but the status of damaging, both any route can to the land and to 4x4 change without notic drivers’ repu e tatio n.

The fact that Stonton W yville • Be prepared to turn back you can see whe it’s happened re if the route is bloc shows how muc ked, even illega h harm it does. It’s no excuse to say • If you find an illegal obst lly you’re just following ruction, notify the local where another authority driver has already been • If someone challenge . Most green laners have taken to s you, be firm but polite. Stay videoing anyo calm and don’ ne they see behaving t get into a slagging like this and match passing the evidence to the • Stick absolutely scru police, which shows how much ange pulously to the right of way r there is towa rds the criminal elem You have as muc ent.

• h of a right to Elsewhere, simp there as ever be yone else.Whi sense and cour le common ch of course means tesy should be they have as your much right as you

Step 11: The ZERO TRIP When did youy take their field roads serious last see a roa d sign like this ly in Leicestershire.

11.85 on a green lane?

13

50 | NOVEMBER

10

NOVEMBER 201

6 | 51

4x4 30/07/2019 20:11

93 12 ISSUES OF 4X4 – FOR JUST £12!

This has got to be the best value offer in the history of publishing… subscribe to 4x4 for a year and it’ll only cost a quid an issue!

News 10 14 15 16

62

Land Rover Defender Leak reveals extensive pre-launch details Nissan Navara Tech details emerge of heavily revised new model Coming soon Trucks, SUVs and off-roaders on the way 4x4 sales Off-roaders buck the trend in a stagnant new car market

Tested 26 30 34 40

Ford Ranger Raptor First drive of the much-vaunted super-truck Jeep Compass Trailhawk Off-road model for the smallest Jeep Isuzu D-Max Workman+ No-nonsense special edition driven VW Amarok Aventura Right at the top of the pick-up market

Every Month 4 6 8 20 80 96

Alan Kidd Simplicity is the key to success in all things off-road Gallery Desert action from around the world Destinations 4x4 paradise on a little-known Siberian island Products Parts, accessories, tools and much more for your 4x4 life Roadbook Summer-only laning in the heart of England Next Month Classic winching, epic laning and hot new 4x4s tested

52

Features 44 48 52 58

Jeep Scrambler Thowback homage to a classic Jeep pick-up Arkonik Drogo Restored 110 named after a Game of Thrones savage Old-school Sammy uzuki’s finest still doing it, still going strong Rarest Defender The story of an OE-spec BMW-engined 90

Travel 62

Peru and Bolivia Surprise discoveries on and off the tourist trail

Our 4x4s 64

Defender 90 The strange tale of a at tyre that fixed itself

44

Off-Road Scene 72 74 76

Suffolk Victory at last in the battle against illegal obstructions BXCC Birchall battles through to take the spoils at Forrest Estate Odyssey Challenge eep car ooding off-road warfare

Off-Road Calendar 73 75 78

UK Convoy Tours Tag-along runs on public rights of way Pay-and-Play Events Go in as hard as you want Overland Travel Long-range adventures in your 4x4

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SEPTEMBER 2019 | 3

30/07/2019 20:12

Alan Kidd Editor

I

t was ery early on in my first job as a Staff Writer, on this very magazine back in the days when it was called Off Road and 4 Wheel Drive. It might even have been my ery first issue. I was going through an article by the wonderful Brian artley, who at the time ran Club Off Road and put on playdays which were known to pull in a hundred trucks or more, and I came across a reference to what he called the K.I.S.S. principle.

Those were the days when, if you needed to ask a uestion, you didn’t send an email. On account of email hadn’t been in ented yet. ou picked up the phone.

The one on your desk, with a wire running to the wall, because back then they only people with mobiles were all Tony Parrott. o there I am sat at my desk in a rubbish office in Croydon, talking to Brian on the phone some of you will ha e had the pleasure too, I’m sure , and I can hear his splendid Yorkshire accent intone the words: eep It imple, tupid.

It was, and still is, the best advice anyone in the x business has e er gi en me.

Not that he was actually gi ing it to me in the context of this con ersation, but I’ e ne er forgotten it. And the number of times it’s come back to me while I’ e been looking in bemusement at needlessly o ercomplicated ehicles well, it must be into the thousands by now.

I could of course now set off into a rant about new ehicle manufacturers relying on complex electronics, creating vehicles with more things to go wrong than ever before and abandoning the principles that made them great in the first place. E ery single one of you would make an assumption about which manufacturer I’d ha e in mind, and you may or may not be right. But when I see perfectly good, solid trucks with years left in their main components being scrapped because the electronic handbrake actuator would cost so much to replace, I can’t help but feel that complexity is trumping commonsense.

My Dad, who was a brilliant engineer and inno ator, treated himself to a second-hand Alfa Romeo iulietta when he retired. One day, its speedo stopped working.

We all remember our first K.I.S.S. Dad took it in to a garage, where they uoted him 120 for a replacement unit. o he took the Alfa home, fetched out its dash and got a volt meter on the case, and half an hour later he had traced the fault to a diode which he replaced for 10p.

Anyway, I said I wasn’t going to set off into a rant about ehicle makers. hat prompted all of this was an incident a few months ago when I was heading home from watching Swindon Town and I decided to do a bit of laning on the way. hich is how I ended up bumping into a e earson, whose uzuki amurai is featured in this issue. Back when I started, if you didn’t use a and Ro er for off-roading you almost certainly used a ammy instead there aren’t many of them left now, so it was a wonderful throwback to see a e’s in action, in all its leaf-sprung glory.

I’ e seen a whole lot of modified x s in the time I’ e been doing this. Most are uite modest, some ha e been stunning, but the absolute rule has always been that the simpler they are, the less showy-offy their builders ha e tried to be, the better they are at doing their job.

It’s a sub ect I’ e been o er many times. ou always want to start a pro ect with the best ehicle you can afford, but more and more now the only suitable ehicles are old models which means finding a good one can be like the labours of ercules. appily, a few manufacturers do still recognise that complexity is a bad thing.

And guess what One of them is uzuki, whose latest imny is a truly worthy descendant of the old amurai. e’re so used to saying things like the Range Ro er is lo ely, but people won’t be using them in uarries in twenty years’ time they way they used to.’ ith the imny, though, that’s exactly what they’ll be doing.

Because Brian knew what he was on about. And following the principle always works. eep It imple, tupid.

4 | E TEMBER 201

4 Edline Sep AK CHECK PAGE NO AND FLANNEL PANNEL [BEEN DONE NEEDS FINAL].indd 4

Tel 012 2 Email: en uiries assignment-media.co.uk Web: www.totaloffroad.co.uk www.4x4i.com Online Shop: www.toronline.co.uk Facebook: www.facebook.com/totaloffroad www.facebook.com/4x4Mag Editor Alan idd Assistant Editor eorge o e Art Editor amantha ’ ouza Contributors Mike Trott, an enn, azuyoshi asazaki, ip E ans, ary impson Photographers Vic eel, te e Taylor, enny Bright, a in owrie, Tomasz arecki, tu itzhugh Group Advertising Manager Ian Argent Tel: 012 2 2 Advertising Manager Colin Ashworth Tel: 012 2 Advertising Sales Manager ary impkins Tel: 012 2 Advertising and Exhibition Sales Executive Abigail Cooper Tel: 012 2 6 Advertising Production Sarah Moss Tel: 012 2 2 Subscriptions Manager Catherine Martin Subscriptions Assistants Emma Emery, ay Tunnicliffe, Abi

utton

Publisher and Head of Marketing Sarah Moss Email: sarah.moss assignment-media.co.uk To subscribe to 4x4, or renew a subscription, call 012 2 0. rices for 12 issues U 2 2 issues 6 Europe Airmail RO urface RO Airmail Distributed by Marketforce; www.marketforce.co.uk Every effort is made to ensure the contents of 4x4 are accurate, but Assignment Media accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these. When responding to any advert in 4x4, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable care to ensure advertisers’ probity, but will not be liable for loss or damage incurred from responding to adverts Where a photo credit includes the note ‘CC BY 2.0’ or similar, the image is made available under that Creative Commons licence: details at www.creativecommons.org 4x4 is published by Assignment Media td, Repton ouse 11, Bretby Business ark, Ashby Road, Bretby, erbyshire E1 0

Assignment Media td, 201

4x4 30/07/2019 18:51

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GALLERY

In pictures: 4x4s and off-road stories from around the world

Deserts and 4x4s go together hand-in-hand. We regularly feature stories of hardcore expeditions through the world’s most remote places, indeed, such as last month’s tale of following the Anne Beadell Highway through the Outback from Coober Pedy to Laverton, but you don’t need to go all the way to Australia to find the sort of landscape in which off-road vehicles truly thrive.

Many of these pictures were taken in the Middle East, where the combination of sandy wilderness and extensive wealth means there’s never any shortage of Toyota Landcruisers to be found conquering the dunes.

Other makes of 4x4 do exist out there, of course, but you could put them all together and they’d still be outnumbered by Cruisers.

Also pictured here are deserts in Asia, Africa and the Americas. To us, the classic image of a desert is probably that of rolling sand dunes for as far as the eye can see, but they can be mountainous, ooded, scrubby even frozen. Whatever they are, though, the best way to visit them, and come home again, is most definitely aboard a x Main picture: Desert Safari, by Robert Haandrikman @ flickr.com, CC BY 2.0 Above right: Descent at Fossil Rock, by Hindol Bhattacharya @ flickr.com, CC BY-SA 2.0 Right: Raptor in the Wild, by Ryan Hallock @ flickr.com, CC BY 2.0 Below: My trip to Desert (Edge of The World), by Maher Najm

6 | SEPTEMBER 2019

2.5pp Gallery + Sep AWAITING AD.indd 6

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Top: Land Rover’s in action on a Biosphere Expedition in Oman, by Land Rover ur lanet @ flickr.com, CC BY-ND 2.0 Above: Desert Trip, by hang Yu @ flickr.com, CC BY-SA 2.0 Below: Namibia 20 Bottom: lder Toyota CC BY 2.0

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4x4 2.5pp Gallery + Sep AWAITING AD.indd 7

SEPTEMBER 2019 | 7

30/07/2019 15:18

DESTINATIONS

The world’s greatest 4x4 travel adventures caught on camera. This month, 4x4 heaven on an island in a Siberian lake…

Olkhon Island One of the world’s biggest lacustrine islands, Olkhon sits within Lake Baikal in eastern Siberia. Despite its size (it’s about 44 miles long and 13 miles wide), it only has about 1500 inhabitants, and with a spectacular variety of terrain types it attracts visitors from far and wide. Having taken the ferry to the island, you’ll find it’s home to a network of sandy tracks, many of which lead into the forested mountains on its eastern ank. These are used mainly for unauthorised logging, so approach with care – but with so much space and so little tarmac, it’s an off-road paradise.

Main picture:

lkhon sland, by ason Rogers @ flickr.com, CC BY 2.0

Right, from top: Fire, by Simon Mat inger @ flickr.com, CC By 2.0 Ryan Albrey @ flickr.com, CC By 2.0 ictoria Abrosimova @ flickr.com, CC By 2.0 Seba Delle y Sole Bossio @ flickr.com, CC BY 2.0 Below: horin rgi penninsula of the flickr.com, CC By 2.0

lkhon sland, by Sergio Tittarini @

Bottom: neverbutterfly @ flickr.com, CC By 2.0

8 | SEPTEMBER 2019

2.5pp Gallery + Sep AWAITING AD.indd 8

4x4 30/07/2019 15:18

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23/11/2017 11:15

4x4 NEWS

LEAKED PRODUCT BRIEFING ENGINES, EQUIPMENT LISTS,

Three heel ases including first e er e ender Three diesel and three etrol engines gear o as standard no anual ersion to e a aila le irst odels on sale cto er

D

etails of the new Land Rover Defender have emerged ahead of the ehicle’s official launch, after pictures from a product presentation, apparently taken during an internal presentation, were shared online.

The pictures, which are grainy and in places hard to read, appear to show a set of Powerpoint slides displayed on a pro ection screen during a product seminar.

They suggest that after a phased

12 | SEPTEMBER 2019

News Sept.indd 10

launch, the ehicle will be a ailable in three forms – as with the old model, called the 0, 110 and 1 0. owe er the biggest news for traditional Land Rover fans is that at long, long last, the company is going to build a 100 efender.

This is the model which will be called the 0, whose wheelbase will measure 101. . The shortest efender will also be the tallest, albeit only by half an inch.

The 110 will ride on a 11 wheelbase. According to one of

4x4 30/07/2019 15:32

L

,

4x4 NEWS

LIFTS LID ON NEW DEFENDER MODEL LINE-UP AND MORE ut uts ro h and l . t to ntry le el odels e ected to cost ro

the leaked slides, so too will the 130 – however another shows side-on drawings of the three vehicles together, with the 130 depicted as having a much longer wheelbase than the 110 and only a moderately greater rear overhang.

This is not the only area in which the information presented in the slides is inconsistent; it appears that the 130’s overall length is 13.5” greater than that of the 110, and a rear overhang of this size would certainly be out of keeping with

4x4 News Sept.indd 11

the vehicle’s mission to set new standards of off-road ability, so a longer wheelbase does sound like the most likely answer.

The 130’s appearance in showrooms is also unclear based on the information contained in the leaked images. One says that it will appear in time for the 2022 model year, while another says it will go on sale in August 2020.

What appears clear is that the era of the new Defender will be ushered in by the 110, which will

h and

l .t ll heel dri e and auto in standard or

go on sale in October this year – presumably after a global unveiling at the Frankfurt motor show. The 90 will then follow in March.

Beyond that, it appears that there will be a fairly staggering array of options and choices within the Defender range. The vehicle will be a ailable in fi e different spec levels – Standard, S, SE, HSE and X, with the latter being a special high-end launch model. These will be augmented by a long list of options, as well as Capability,

Interior, Exterior and Convenience option packs, and Land Rover dealers will also offer accessories split into four separate ranges under the Explorer, Adventure, Urban and Country headings.

Thus the new Defender will offer almost limitless opportunities for personalisation. But what it won’t offer is a manual gearbox.

Leaked information on the vehicle’s powertrain options shows that all models will come with an automatic gearbox as standard. This is sure to

SEPTEMBER 2019 | 11

30/07/2019 15:33

4x4 NEWS

disappoint traditionalists, though it mimics entirely the path taken by Jeep with the new Wrangler, which suggests both companies’ research into their customers’ demand profiles must ha e come to the same conclusion. i en and Ro er’s direction o er the last decade, those same traditionalists will at least be comforted to hear that the Defender will come with fourwheel dri e as standard. At the top of the powertrain, howe er, is

something that harks back to the days before the old ehicle was e en called the efender a choice of engines.

Not only that, the Defender will be a ailable with different fuel options, too. Once the launch phase is o er and the range is complete, it will be a ailable with three diesel and three petrol units among them mild and plug-in hybrids.

The olume seller in the U is sure to be the D200 diesel, a 2.0-litre unit de eloping 200bhp

and 317lbf.ft. There will also be a 2 0bhp ersion of the same engine, named the D240.

At the top of the diesel range is and Ro er’s six-cylinder 00 unit, whose ou puts of 300bhp and lbf.ft promise what ha e been unheard-of le els of performance for a efender. An indicati e 0-62 time of 7.4 seconds is quoted, though it’s not clear whether this is for the 90, 110 or 130.

Yet more of a culture shock is set to come from the petrol range.

This starts with the 300bhp, 295lbf. ft P300, which displaces 2.0 litres as does the internal combustion part of the P400e plug-in hybrid.

The latter, which is already familiar from the Range Ro er and Range Ro er port, is uoted as de eloping 0 bhp and 2 lbf.ft, though a tor ue boost is a ailable to 6lbf.ft. ith these figures, it appears that some ersions of the efender will be able to achie e a 0-62 time of 5.9 seconds. Thus you could show up at Santa Pod with a standard and Ro er efender and a standard amborghini Miura from the first couple of years of production, and you’d get the biggest shock since the English turned up at Bannockburn expecting an away win.

The same le el of acceleration will also be a ailable from the 3.0-litre P400. This mild hybrid engine, which was recently introduced in the Range Ro er and Range Ro er port, dishes out 00bhp and 06lbf.ft.

As these engine options indicate, howe er, the efender will in no way follow in its predecessor’s footsteps by being a simple, affordable work tool, e en at the

‘You could show up at Santa Pod with a standard Defender and a standard Lamborghini Miura, and you’d get the biggest shock since the English turned up at Bannockburn expecting an away win’

12 | SEPTEMBER 2019

News Sept.indd 12

4x4 30/07/2019 15:35

4x4 NEWS So what will it look like?

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Something the leaked product slides don’t shed any light on is how the new Defender will look. This has remained a closely guarded secret, even through Land Rover has for some time now been flaunting the vehicle in disguised form.

To shed some light on the Defender’s styling, we spoke to a senior figure in a supply-chain company who was needed access to its styling in order to design his parts for the vehicle. His verdict? ‘If you want to know what it looks like, the closest you’ll get is the box for the new Lego model. That’s it.’ bottom of the range. Even the entry-level Standard model will feature 18” alloys, LED headlamps, power-folding mirrors, eight-way powered seats and a 10” touchscreen, as well as a wide range of advanced safety features. The wheels grow to 20” as you climb the range, the headlamps become matrix LED units with autodimming, the seats gain internal climate control as well as premium leather and 18-way adjustment and the audio options peak with a 740W Meridian surround system.

One way in which the Defender will remain faithful to the original is that it will be available with threeabreast front seating. Thus the 90 will be offered in 5 or 6-seat form and the 110 with 5, 6 or 7 seats.

The 130 will come as standard as an 8-seater.

What will all this mean for the Defender’s price? There’s no indication of this in the leaked information – unless you count the description it includes of the typical 90 buyer as a ‘young, af uent fun-seeking indi idual.’ The 90 is described as the ‘halo, image icon’ of the range, whereas the 110 is the definiti e efender. It will sell to ‘couples, self-employed adventurers,’ while the ‘premium

4x4 News Sept.indd 13

explorer’ 130 is for ‘families, active lifestyle and travel.’

No mention of farmers or utility companies there, then. Land Rover dealers we’ve spoken to say they have been told to expect an entry-level price of around £50,000 for the base vehicle, placing it somewhat higher than the Wrangler and rather further beyond a comparable Toyota Landcruiser.

This is despite Land Rover’s decision to base Defender production in Slovakia, where labour costs are much lower than those in the UK. The company communicated the news at the end of April by mentioning it in the second-last paragraph of a press release about something else, making it look more like a confession than an announcement, though the Nitra factory is a brand new, state-of-the-art facility whose output should make up for in build quality what it loses in Solihullmade authenticity. The Defender’s engines will still come from the West Midlands, too, thanks to the massive investment JLR has put in over several years to its EMC engine plant near Wolverhampton, and the vehicle has been developed with the help of suppliers based principally in the Birmingham area.

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SEPTEMBER 2019 | 13

30/07/2019 15:35

4x4 NEWS

IMPROVED ENGINE, TRANSMISSION, BRAKES, SUSPENSION AND MORE AS REVISED NAVARA GOES ON SALE

N

issan’s revised Navara is now on sale. Unusually for a facelifted vehicle, this looks almost identical to the one it replaces – however beneath the skin, there are major differences in terms of technology and specification.

Starting with the Navara’s 2.3-litre diesel engine, this continues to be available in two forms with outputs of 163 and 190bhp. The former, however, now adopts twin-turbocharging as previously used only on the higher-powered version, boosting its torque output to 313lbf.ft. This compares to the 331lbf.ft developed by the 190bhp engine.

Elsewhere, the engine adopts steel pistons and carbon-coated

14 | SEPTEMBER 2019

News Sept.indd 14

rings. Its compression ratio has dropped from 15.4 to 15.1:1, while a revised fuel injector pump increases pressures from 2000 to 2200bar. Nissan says this leads to greater precision and efficiency as if to prove the point, the lowerpowered engine now returns 40.9mpg combined and emits 182g/ km of CO2. With enhancements to the engine’s cooling system and exhaust, Nissan promises a reduction in NOx emissions, too.

Beyond the engine, the new Na ara becomes the first ehicle to be fitted with Nissan’s all-new six-speed manual transmission.

The Europe-made unit promises ‘a major improvement in ease of shifting and refinement thanks to cable operation, adoption of a shorter gear lever, enhanced

synchronisation and reduced vibration.’ Its ratios have been chosen for greater fuel efficiency and lower noise levels at speed, and its reverse gear is located next to first far better than beyond sixth when you need to rock the vehicle back and forth to escape from mud.

A good proportion of Navaras will nonetheless continue to be ordered with the existing sevenspeed automatic box. In this case, the unit has been reworked for improvements in comfort, response and refinement.

Another major change compared to the old Navara sees KingCab models adopt a coil-sprung suspension set-up for its back axle.

This brings the vehicle into line with the fi e-link suspension used on the Double-Cab Navara since

the NP300 model’s launch in 2015.

The suspension itself has been revised, with Nissan promising ‘improved comfort and control without compromising on load hauling ability.’ King-Cab models gain an increase in payload of 55kg, depending on specification, while the Double-Cab gains 54114kg. New payload ratings for the two body types are now 1165kg and 1115-1180kg respectively, while permissible total weights are 3200kg and 3250kg.

Another consequence of these revisions, which see the adoption of two-stage coil springs, is that the vehicle gains a 25mm rear suspension lift. Tyre sizes stay the same, so under-axle ground clearance hasn’t improved, however the rear overhang should now be

4x4 30/07/2019 15:35

4x4 NEWS

C O M IN G S O O N Forthcoming 4x4s due later this year and beyond

that bit less vulnerable in severe off-road situations.

The vehicle’s front suspension has also been revised, allowing lighter and easier steering at low speeds. In addition, it gains disc brakes all-round, as well as enlarged rotors up front – these now measure 320mm in diameter, up from 296mm before, while the units at the back are a touch smaller at 308mm. Nissan says that as well as leading to an improvement in stopping distances, this has led to better pedal feel and fade resistance, less noise under braking and as a reduction of as much as 40% in required pedal force.

One consequence of this is that the Navara can no longer accommodate 16” wheels. Thus the base fitment becomes 1 , which rules out certain off-road tyre options – though in this day and age, you’ll still find plenty of allterrains and mud-terrains to fit.

Further enhancements on the revised Navara include the addition of Intelligent Trailer Sway Assist.

This monitors side-to-side vehicle body movements when towing and makes anticipatory adjustments at

4x4 News Sept.indd 15

each wheel, reducing torque and applying the brakes as necessary, to prevent the trailer from snaking.

Also on the high-tech front, albeit of the sexier kind, is a new 8.0” high-res multimedia screen with multi-touch controls and, says Nissan. faster response times. It operates a new NissanConnect infotainment system allowing phone mirroring, data sharing and telematic control via the NissanConnect Services app.

Among other things, this allows over-the-air updates to the vehicle’s own sat-na and traffic information systems. You can also use the app to help you find the ehicle if you’ e lost it in a car park full of everyone else’ Navaras, whether by sounding the horn and ashing the lights remotely or just using the mapping facility to navigate you there.

Nissan has also announced that following the success of its recent N-Guard special edition, this will continue to be offered as part of its model line-up going forward. The Na ara continues to offer a fi eyear, 100,000-mile pan-European warranty, and revised models are available now.

Aiways U5 Alfa Romeo Alfa Romeo Aston Martin DBX Audi Q4 Bentley Bentayga Hybrid BMW X6 Bollinger B1 Bollinger B2 DS 3 Crossback E-Tense Ford Ranger facelift Ford Ranger Raptor Ford Ranger Hyundai Hyundai Kona Hybrid INEOS Grenadier Jeep Jeep Cherokee Desert Hawk Jeep Gladiator Jeep Grand Commander Jeep Wagoneer Land Rover Defender 90 Land Rover Defender 110 Land Rover Defender 130 Land Rover Discovery SVX Maserati Maserati Levante V8 Mercedes EQB Mercedes GLB Mercedes GLS Mercedes-AMG G-Class Mitsubishi ASX Mitsubishi L200 Mitsubishi Shogun Sport SVP Nissan Juke Renault Alaskan Renault Koleos Rivian R1T Rivian R1s Seat Ateca X-Perience Skoda Kamiq Skoda Kodiaq Coupe Ssangyong XAVL Ssangyong Korando Subaru XV e-Boxer Subaru Forester e-Boxer Tesla Model Y Volkswagen T-Roc R Volkswagen Tarok Volkswagen Amarok Volvo XC40 Twin-Engine

Electric SUV Small SUV Large SUV Performance SUV Coupe SUV Luxury SUV Large SUV Electric off-roader Electric pick-up Small SUV Pick-up Pick-up Pick-up Fuel-call SUV Small SUV Off-roader Small SUV Performance Off-Roader Pick-up Large SUV Luxury SUV Off-roader Off-roader Off-roader Large SUV Medium SUV Performance SUV Electric SUV Small SUV Luxury SUV Performance off-roader Small SUV Pick-up Off-Roader Small SUV Pick-up Medium SUV Electric pick-up Electric large SUV Medium SUV Crossover Medium SUV Medium SUV Small SUV Small SUV Medium SUV Medium SUV Performance SUV Pick-up Pick-up Medium SUV

2020 2019 2019 Late 2019 Late 2019 2019 December 2019 2020 2021 January 2020 Mid-2019 Summer 2019 2022 2019 August 2019 2020 2021 Spring 2020 Spring 2020 2020 2021 October 2019 March 2020 August 2020 2019 2019/20 Autumn 2019 2019 Late 2019 Autumn 2019 Early 2019 September 2019 August 2019 Late 2019 Summer 2019 2019 October 2019 Spring 2022 Summer 2022 2019 Autumn 2019 Autumn 2019 2019 Summer 2019 Autumn 2019 Autumn 2019 Autumn 2020 Autumn 2019 2020 2022 Early 2020

SEPTEMBER 2019 | 15

30/07/2019 15:35

4x4 NEWS

SUVS BUCK THE TREND AS NEW CAR SALES SLUMP

New car registrations fall 4.9% year-on-year – but 4x4 sector grows 7.3% • Dual-Purpose Vehicles now account for 22.6% of entire market • Plug-in sales collapse – but Mitsubishi Outlander bucks the trend

T

There wasn’t a lot for the car industry to celebrate when the Society of Motor Manufacturers and Traders released its half-year figures for 201 . But against a year-on-year decline of - . in the market as a whole, UV sales posted strong growth with . more new registrations than in the same period last year. ual- urpose Vehicles, as the MMT refers to x s, now account for 22.6 of the entire new car market. That compares to 1 for superminis, which remain the most popular segment among U buyers.

This continued demand demonstrates the public’s thirst for UVs, crossovers and other ‘off-road’ vehicles – and contrasts sharply with a collapse in registrations of new plug-in ehicles during the same period.

While all-electric vehicles continue to grow in popularity, with an in-

16 | SEPTEMBER 2019

News Sept.indd 16

crease of 61. on last year, sales of plug-in hybrids fell by a huge - 0. . elf-contained hybrids dropped too, albeit only by - . . iesel sales continue to drop, too une 201 was their 2 th consecuti e month of falling sales.

Commenting on the figures, MMT Chief Executi e Mike Hawes said: ‘The fact that sales of alternati ely fuelled cars are going into re erse is a gra e concern.

Manufacturers have invested billions to bring these ehicles to market but their efforts are now being undermined by confusing policies and the premature remo al of purchase incenti es.

‘If we are to see widespread uptake of these ehicles, which are an essential part of a smooth transition to zero-emission transport, we need world-class, long-term incenti es and substantial in estment in infrastructure. leet renewal remains the uickest way

to address en ironmental concerns today and consumers should ha e the confidence and support to choose the new car that best meets their dri ing needs, whate er the technology, secure in the knowledge that it is safer and cleaner than e er before.’

Echoing these comments, Mitsubishi’s U boss Rob indley said hile the epartment for Transport has incentivised the purchase of ust o er 1 , 00 plugin ehicles in total, this is o er the course of four years and it’s a tiny drop compared to the 10 million petrol and diesel vehicles sold in that time. Instead of growing, the market share of plug-in ehicles is now shrinking which makes it difficult to understand how this can be considered progress. e are calling on the go ernment to work with the industry to put together a package of incenti es to encourage the adoption

of all progressi e technologies and outline how this plan would mo e drivers to a pure EV future over the course of the next decade, for example. Recent sales figures pro e, howe er, that while customers want to do the right thing and buy a more en ironmentally friendly ehicle, they need incenti es, both financial and social, along with assurances that their in estment will retain its value down the line – both of which could be provided with a clear go ernmental timetable and framework.’ espite being one of the leading makers of plug-in hybrids, howe er, Mitsubishi had something to celebrate when sales figures showed that sales of its Outlander EV ha e held firm, maintaining similar numbers to last year. The Outlander continues to be Britain’s highest-selling plug-in ehicle of any kind, with 6 units sold in the first half of the year.

4x4 30/07/2019 15:35

PRODUCTS

RAM MOUNT APPOINTS MUD - UK AS BRITISH DISTRIBUTOR TO OFF - ROAD MARKET

RAM MOUNT IS A very well known name in the wide and varied world of in-vehicle mounting solutions. And it’s set to get better known than ever – because the company has just appointed MudU as its official British distributor for the 4x4 market.

‘As the world’s leading manufacturer of rugged and versatile mounting solutions,’ says the company, ‘there’s a RAM Mount for almost every device of phone, tablet, camera, GPS, laptop, marine electronics, printers, radios and much more. As the most innovative product line of its kind, RAM Mounts offers approximately 5000 modular components built around their interchangeable ball and socket system.’

RAM Mount’s products are already in use by utility companies and the emergency services, as well as the aviation sector, and they’re perfectly suited to off-road applications. Most of us know what it’s like to hit a bump on a green lane and suddenly be wearing a satnav unit on our groins courtesy of a cheap suction mount – and when

the unit in question is big and heavy, this has the potential to be very painful or very expensive. Which in turn is very painful.

The good news, then, is that in Mud-U ’s words, the infinitely customisable RAM Mount system means there’s a RAM Mount to fit

any device to anything!’ Quite a claim that, and you might want to put it to the test. To do so, head for www.mudstuff.co.uk.

PROTECTION FOR YOUR WELDING CABLES THE WORDS ‘WELDING ACCIDENT’ are enough to make most of us wince and imagine the worst. But while the really hideous stuff is thankfully rare, the most common accidents are more likely to be the sort of stuff that happens when corners get cut because the consequences are more inconvenient than life-changing.

Damaged TIG welding cables, for example. Less likely to kill you than doing it while standing in a pool of water, but certain to cost you money you really didn’t want, or need, to be spending.

And you really don’t need to be spending it now, thanks to DEI’s new TIG Torch Cable Covers. These are made from a combination of lightweight and exible ET monofilament and multifilament materials and promise ‘exceptional abrasion and chemical resistance.’

The covers have a self-closing split-sleeve design for easy installation, and they come with self-binding silicone tape to secure their ends once in place. DEI says they can withstand temperatures of up to 175° and have a 260° melting point (centigrade in each case).

They’re physically tough, too, with abrasion ratings of AE AR 1 6A and I O 6 22. Their ammability rating, meanwhile, is SAE J 369, which means they’re classed as self-extinguishing.

All ery well, but will they fit ell, a 1 .0 mm inside diameter and o erlap says that in most cases, yes they probably will. ou can get them in lengths of 11’ and 22’; to order in the UK, the place to go is demon-tweeks.com.

18 | SEPTEMBER 2019

3pp Products Sep.indd 18

4x4 30/07/2019 16:32

The PWD-X5 features an 8-inch subwoofer, amplifier and DSP in a small underseat form.

Wired Remote Control The remote control unit is connected with the DSP amplifier by USB. Use the rotary encoder to select input sources (including Bluetooth audio streaming), sound settings and more.

Bluetooth Audio Streaming

-----

May 19 ads.indd 43

If your original car stereo does not feature Bluetooth audio streaming, the PWD-X5 is yet again a great solution for you. With the included Bluetooth dongle that can be plugged in to one of the USB ports on the DSP amp you can stream music from your smartphone to the PWD-X5.

02/04/2019 22:38

PRODUCTS

RUGGED RUDGE LAUNCHES HIGH-CLEARANCE WINCH BUMPER FOR JL WRANGLER IF YOU’VE GOT a new Jeep Wrangler on order and are wondering what to do about the front bumper, the new Arcus unit from Rugged Ridge may be the answer. Designed for high clearance in the sort of terrain the Wrangler was designed to conquer, this is the first fitment in a new range whose stubby proportions minimise the potential for fouling on rocks.

The Arcus ualifies as a budget bumper howe er, says Rugged Ridge, unlike many of its price-pointed competitors it’s made using high-strength 11-gauge stamped steel rather than cheaper fold-and-weld construction. The bumper’s design incorporates a pair of inch-thick reco ery hooks, each dual cross-drilled to accept both and -shackles, as well as a 1 thick steel winch tray capable of mounting winches of up to 12,500lb in capacity.

The bumper also has mounts for the rangler’s factory-fit fog lights, and you can also get an optional bracket for fixing E s. As you’d expect, it’s jackable, with recesses in its face to allow access for your high-lift’s toe to the ehicle’s dumb irons.

As normal with Rugged Ridge, the Arcus Series Front Stubby Bumper comes with a fi e-year limited warranty. It’s priced at . for the U market by the time you get one on to your workshop oor in the U , you can expect it to owe you at least that many pounds. To find out more, isit www.ruggedridge.com.

Storage solutions to suit your requirements Extra storage | Extra security | Maximum load utilisation Compatible with all pick up trucks and a variety of SUV’s info@gearmate.co.uk | gearmate.co.uk | 01789595200 Partner with: Unit 15, Kinwarton Farm Road, Arden Forest Industrial Estate, Alcester, Warwickshire, B49 6EH

20 | SEPTEMBER 2019

3pp Products Sep.indd 20

4x4 30/07/2019 16:32

PRODUCTS

NEW RIVIERA XTREME RX900 ALLOYS LOOK RUGGED – AND CAN WALK THE WALK, TOO

Est. 1981

TUX AUTO DESIGN is now stocking a variety of new 20” alloy wheels for SUVs and pickups. Part of the company’s Riviera Xtreme range, these include the RX900 – an angular 8-spoke design which features a pronounced centre cap to add extra punch to its already striking appearance.

The RX900 is available in a choice of colours – either black, or black with a bronze face and rivets. Tux Auto describes it as ‘a striking, robust design (with) a real impact out on the road’; it comes in a 20” x 9.5 size with a PCD of 6 x 139, ET 15 offset and 110mm centre bore.

Tux Auto says its Riviera Xtreme wheels are ‘built to withstand anything you throw at them’ – so while these are lookers, they come on like more than just show ponies.

From what we’ve been able to find by shopping around, you’ll pay around a grand for a set, which is nowhere near as expensive as alloys can get. To find out more, and track down your nearest dealer, pay a visit to www.tuxauto.com.

MILNER

www.milneroffroad.com TEL: 01629 734411

EST. 1981

M.O.T & Service Parts Suspension Lift Kits Snorkels & Winches Wheels &Tyres Air Suspension Skid Plates Roll Bars Heavy Duty Clutches

** GENUINE & NON-GENUINE PARTS ** Mon-Fri: 8am - 5:30pm Sat: 8am - 12:30pm Old Road, Darley Dale, Matlock, Derbyshire, DE4 2ER

4x4 3pp Products Sep.indd 21

SEPTEMBER 2019 | 21

30/07/2019 16:32

PRODUCTS

RLG Tyres

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Workshop: 01435 830664 Mobile: 07710 372672 Email: chris@rlgtyres.co.uk

www.rlgtyres.co.uk

THE COSMO DUAL LED is one of several new lights recently brought to the market by Ironman. The 20W unit works as a spotlight on main beam and a floodlight on dip using a pair of high lu output reeXPL LEDs to create a spread of 6000K white light. This imitates natural daylight ma ing it as rela ing as possible on the eyes he L s are contained in a heavy-duty die-cast alloy housing which ronman says is designed to withstand hours of corrugations and e treme conditions’. Also known as a normal day in the Outback. The unit also has a shoc proof polycarbonate lens and stainless steel mounting brac et and it s rated to and meaning it has a dust-proof seal and can stand full submersion as well as blasts of water at high pressure. here s a wide range of other new L s on the way from ronman too including various si es of driving lights RLs and wor lamps e ll focus on some of these in future issues in the meantime as always with ronman the place to go to find out more is the company s importer est oast ff-Road entre which is at westcoastoffroad co u

PIPE BEADING TOOL FROM AEROFLOW IF YOU’RE TRYING to attach rubber or silicon hoses to rigid aluminium tubing, you need it to be secure. And for it to be secure, you need the ally bit to be beaded.

This may turn out to be easier said than done if the tube you’re trying to bead has already been installed in the vehicle. Step forward this new Pipe Beading

22 | SEPTEMBER 2019

3pp Products Sep.indd 22

Tool from Aero ow erformance, which promises to be compact enough for use in tight locations.

The tool is designed for use on 3/8” ID pipe with a wall thickness of 0.035” to 0.065”. Thus applied, says Aero ow erformance, it ‘produces a properly positioned and perfectly radiused bead.’

Sounds like the kind you want.

The Aero ow erformance 3/8” Pipe Beading Tool is priced at £35.99 including VAT. You can get it from Essexbased motorsport specialist Brown and Geeson by visiting www.b-gdirect.com.

4x4 30/07/2019 16:32

PRODUCTS

PB CUSTOMS BRINGS ROTOPAX STORAGE CONTAINERS TO UK

SPECIALIST 4X4 VEHICLE DISMANTERS JEEP - LAND ROVER AND MOST MAKES AND MODELS QUALITY GUARANTEED USED PARTS

RECENTLY ADDED TO PB Customs’ line of top off-road equipment is the Rotopax range of fuel and water storage containers. Designed to be mounted on any at surface, these come in a ariety of sizes and capacities and can be mounted interchangeably in a ariety of ways. howing a remarkable candour for a company trying to sell you stuff, Rotopax says that many of its customers prefer to design and fabricate mounting brackets to suit their own ehicles. This option is best for custom applications and aftermarket set-ups,’ it says.

If you’re simply wanting to mount the company’s containers on a standard ehicle, on the other hand, its own wide range of brackets is likely to be the answer. e ha e arious mounting brackets for most applications,’ it says. The ingenious pax mount design enables you to use any mount with any of our containers. The pax mounts are all made of hardened anodised aluminium and B7 thread for maximum strength.’

The containers themsel es are a ailable in 1, 1. , 2, , and -gallon sizes for fuel storage, and 1, 1. and 2-gallon for water. The former are made using a three-layer moulding design which Rotopax says makes them the only containers of their kind to comply to U En ironmental rotection Agency and California Air and Research Board requirements.

The water carriers, meanwhile, are rotationally moulded using foodgrade plastic and can be frozen in ad ance so as to keep drinking water cold throughout a hot day’s off-roading. Possibly more of a result in the deserts of Ne ada than it would be on your a erage weekend in ales, but for expedition use you can see why PB Customs reckons these things are going to be a hit.

Could they be a hit with you? Visit rotopax.com and you’ll soon know – then to get your hands on a set, mo e on to www.pb-customs.co.uk.

SOME OF THE VEHICLES WE HAVE RECENTLY DISMANTLED:

2015 JEEP 1996 WRANGLER JK TJ 2.52.8CRD PETROL

2007 2016 2006DODGE JEEP 2006RANGE JEEP NITRO 2.8CRD GRAND ROVERCHEROKEE EVOQUE COMMANDER 3.0 3.0 CRD 2.0 CRD TD4

1996RANGE RANGE 2007 2010 2014 2016NISSAN ISUZU 2014FORD JEEP ROVER SPORT PATHFINDER 2.5 CHEROKEE RANGERMK5 ROVER SPORT 4.4 D-MAX 2.5 DIESEL L320 2.7 TDV6 DCI 2.5 MULTIJET TDCI V8 DIESEL KL 2.0

2011 CHEVROLET 2012LAND DISCOVERY MITSUBISHI 2010 JEEP 2007 ROVER 2012 2008 HONDA CAPTIVA 4 3.0 TDV6 OUTLANDER CHEROKEE MK4 DISCOVERY 3 2.7 CRV 2.2 CDTI 2.2 VCDI COMMERCIAL 2.2 DI-D KK 2.8 CRD TDV6

20152006 JEEP JEEP GRAND 2016 RANGE 2017 RANGE 2006 NISSAN WRANGLER JK ROVER ROVER CHEROKEE WK EVOQUE PATHFINDER 2.5 SPORT 2.8 CRD 5.7 V8 HEMI2.0 TD4 DCI L494 3.0 SDV6

Charlton Recycled Auto Parts Vehicle Recycling Centre, Gravel Pit Hill, Thriplow, Cambridge, SG8 7HZ Tel 01223 832656 Email parts@charltonautoparts.co.uk PLEASE VISIT WWW.CHARLTONAUTOPARTS.CO.UK

4x4 3pp Products Sep.indd 23

SEPTEMBER 2019 | 23

30/07/2019 16:32

10% off for 4x4 customers Use discount code 4x4RAM Deal Expires 06/09/2019

The world’s leading manufacturer of rugged and versatile mounting systems for phones, tablets, GPS units, cameras, laptops and other mobile devices.

RAM Mount. Fit Any Device. Fit Anywhere.

UK distributor mudstuff.co.uk

MUD-UK Unit 4B Craggs Country Business Park, Cragg Vale, Hebden Bridge HX7 5TT

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Midlands Truck & Van. New & Used Van Sales & Fleet Management Solutions.

We are the approved Mercedes-Benz commercial vehicle Dealership representing the West Midlands with locations at Birmingham, Coventry and Wolverhampton. We are proud to offer New & Used Sales and After Sales solutions including 24hr servicing and parts availability.

Please check our website for new X-Class promotions. Alternatively please contact one of the below Van Sales Managers.

Rob Cotton - Van Sales manager Birmingham - 07990 674 899 Gez O’Reilly - Van Sales Manger Coventry - 07826 950152 Adrian Sewell - Van Sales Manager Wolverhampton - 07500 857198

T&C’s apply. Official fuel consumption figures for the Mercedes-Benz Van range in mpg (l/100km): urban 26.9 - 60.1 (10.5 - 4.7), extra urban 31.7 67.3 (8.9 - 4.2), combined 29.7 - 65.7 (9.5 - 4.3). Combined CO₂ emissions: 112 - 249 g/km.

The indicated values were determined according to the prescribed measurement method. These are the “NEDC CO2 values” according to New European Driving Cycle (NEDC). For more information on these values and how they have been calculated please see www.mercedes-benz.co.uk/vans/en/WLTP Official EU-regulated test data are provided for comparison purposes and actual performance will depend on driving style, road conditions, chosen optional extras and other non-technical factors.

Midlands Truck & Van Ltd, Wheler Road, Off Humber Road, Whitley, Coventry, CV3 4LA, Tel: 02476 217266, Birmingham, Coventry, Wolverhampton, www.midlandstruckvan.com, info@midlandstruckvan.com. © Daimler 2019.

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SEPTEMBER 2019 | 25

30/07/2019 19:16

THE TRUCK FOR TRACKDAYS

Behind the wheel of the scorching new Ford Ranger Raptor – the double-cab that’s more WORDS: GEORGE DOVE PICTURES: FORD

F

or years, Ford’s Raptor nomenclature has referred exclusively to the too-bigfor-Britain F150 truck. But last year it was announced that the company was getting ready to give the Raptor treatment to the smashhit Ranger, too.

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e

like an alternative sports car

‘Don’t view the Raptor as a workhorse. View it as an alternative sports car –one you take to the Sahara rather than the Nurburgring'

And now we’ve driven it.

With uprated Fox shocks and a dedicated Baja mode for dunebashing and high-speed off-road exploits, the Ranger Raptor is a certified thrill seeker. afe to say that on an introductory test dri e in the genteel surroundings of

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West Sussex, we didn’t come close to exploiting its full skill set.

One of the key factors in the Raptor’s character is its engine.

Ford has introduced a 2.0-litre four-pot diesel across the whole of the Ranger line-up; this is smaller than either the 2.2 or 3.2-litre units

which have been available on the current model since its launch in 2012, which was met with groans – but if any manufacturer knows how to get more from less, Ford’s recent record suggests it’s the one.

Under the Raptor’s bonnet, you’ll find the range-topping bi-turbo version of the 2.0-litre engine. This has 210bhp and 6 lbf.ft figures that surpass those of the revered 3.2-litre from the previous Wildtrak.

You’re gain access to the engine’s tor ue slightly later, with max shove coming between 1750 and 2000rpm. Peak power is reached further up, too, at 3750rpm (3000 for the 3.2). We like stuff to happen at low revs, but we like torque and power where er we find them so ord’s downsizing may not be a case of doom and gloom after all.

And it isn’t.

But it’s not uite an un ualified success either. adly, we didn’t ha e any dunes off of which to launch our Raptor.

The track we were given to drive on was more like a green lane, with a few rough straights to y down – and it was here that the power plant felt most at home.

Up and down various climbs, it felt like the unit was being worked hard. To us, certainly, it doesn’t ha e the same easy-going nature as the

3.2. With a 10-speed automatic gearbox as standard, it takes a bit of a stamp on the pedal to eke any urgency out of the motor it does respond with some decent poke, but you do need a hea y foot with which to extract it.

The 10-speed automatic is, howe er, surprisingly seamless.

More cogs doesn’t always mean a smoother shift, but it works ery well. It can be controlled via the really smart, metallic paddles, but the changes are a tad umpy in this case and seeing as they’re so frequent, we’d just leave it to the computers.

The engine’s character translates on to the road too. The twin-turbo unit is more than comfortable at a cruise and is actually remarkably quiet, but the power still doesn’t feel forthcoming from low down.

The suspension on the Raptor, howe er, is wholly impressi e.

The set-up is independent at the front, with a multilink solid axle at the back and truly wonderful ox 2. internal bypass shocks on all four corners. These do result in a ride that is on the firm side, but the control and adaptability they offer is immense – and ride-wise, it refrains from ever crashing about and always keeps on the good side of your spine.

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The Raptor's cabin is very similar to that of the Wildtrak, but that model’s orange stitching makes way for a blue colourway and there's a very motorsportsy red marker to show the straight-ahead position on the steering wheel. A sixway palette of driving modes includes a Baja setting, which is probably the pick-up equivalent of the fabled Drift mode on the legendary Focus RS. The standard auto box can be controlled with classy looking paddles, but with ten speeds to deal with in practice you’re as well to leave it in Drive – where you soon learn that it knows exactly what it’s doing This is the case both on and off-road, where it’s particularly impressive is when you’re battering down a trail at the sort of pace you just wouldn’t use on a green lane.

You’re well aware of the obstacles beneath you, but the Fox shocks revel in suppressing the impacts they create.

You’re also treated to a comfortable time on the road, which is good because the cabin is a nice place to be. You’ve got well sculpted suede and leather seats; Ford’s SYNC3 multimedia system, complete with an 8.0”-inch touchscreen, adaptive cruise and a FordPass Connect Wi-Fi modem.

The dash itself is very similar to that in the Wildtrak, except the finish of the panels is closer to matte than gloss. The main differences between them are that the Wildtrak retains its signature orange theme with the bright stitching on its seats and so on, while the Raptor mirrors this in blue. There’s also an extremely cool red strip around the top of the steering wheel, which is a simple way of making anything feel like a racing car.

Elsewhere on the wheel, the controls (and there’s no shortage of them) are well organised and intuitive to use, while the leather

in which it’s clad is of good quality.

Naturally, it comes loaded with equipment – including road sign recognition, active cruise control and lane keeping assists, all of which combine with the rear parking sensors and reversing camera to make it as manageable as any truck out there.

Talking of manageability, the tailgate features a new Easy-lift/ lower torsion beam system. This means you can genuinely close the tailgate with a single finger, which is very neat, and the bed comes fitted with a liner and tie down hooks. Ours was also fitted with a Mountain Top Lockable

Cover – which has its own load bars, too. There’s a power socket in the back and, very handily, all Raptors come as standard with a detachable tow bar.

Which brings us on to the elephant in the room. The Raptor is not a pick-up truck. Not in the eyes of the tax man, at any rate.

Its payload falls short of the magic tonne re uired for classification as a commercial vehicle – by some way, too, at 620kg. And just because it comes with a towbar doesn’t mean it’s a towing monster, with a 2500kg rating unlikely to stir the souls of anyone who hauls trailers for a living.

Don’t be in any doubt that the 3.2-litre diesel engine available since 2012 is one of the main reasons why the current Ranger has become Britain’s leading pick-up. Not that there was anything wrong with the smaller 2.2 option, either – but now the only engine you can get is smaller than either of them. Still, in its top state of tune the new unit is more powerful than either, giving the Raptor a respectable 210bhp and 369lbf.ft. This comes at higher revs than it used to o r our first impression of the truck is indeed that it feels harderworked than the bigger unit

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285/70R17 BFGoodrich All-Terrains tell a tale of serious intent. It’s still a practical enough vehicle, too, certainly by the standards of your average sports car – the pick-up bed comes with a lockable Mountain Top roll cover, and the tailgate r so tors o s st o t to r s o r t o fi r So this is a 100% lifestyle doublecab. But to use that as a stick with which to beat the Raptor is a fool’s errand. The rest of the Ranger range is still as good as ever at what’s made it the market leader.

And do you think the Raptor cares that it won’t be able to put in a shift with Bob on the building site?

Not at all. The Raptor is a performance car. It’s made by Ford Performance, the division behind the Mustang and the GT – not to mention the 350bhp F150 Raptor.

So, despite it starting in the same place as the Rangers that will go on to graft for a living, the Raptor is here for one thing only – to have

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fun. Okay, to look badass too, but mainly to have fun. That’s why the Fox shocks don’t enable you to transport a literal tonne of bricks, but they enable you to hit bumps at speed and freaking jump. a ing said that, it’s difficult to make a conclusion on the Raptor as a dune-basher, as we didn’t get chance to, well, bash any dunes.

What we can say, though, is that with its strengthened chassis, and in particular those Fox shockers, it feels ready for anything.

You can tell, even at low speeds, that you’re riding on a sophisticated yet heavy-duty suspension set-up – which of course just makes you

want to push it harder. Given that it rides on 285/70R17 BFGoodrich KO2s and has six modes on the Terrain Management System – Normal, Sport, Grass/Gravel, Snow, Mud/Sand and Baja – we’d be inclined to say that it could cope with the majority of off-roading you’d come across in the UK, or indeed anywhere.

The Raptor’s suspension is outstanding, for sure – so much so that it goes a long way to making up for its somewhat hot and cold engine. We do feel a bit harsh to be criticising the latter, however, as it does a good job overall. Certainly, had the old 3.2 unit not have been

viewed so fondly for so long, there would be no complaints.

As it is the Raptor is a different kind of truck to anything we’ve seen before. And it will be bought for different reasons, too. Those who do so will pay £48,784 for the privilege, and remember they won’t be getting their VAT back, so this is destined to be a second or third car for wealthy owners who love toys. But it’s clearly a truck for those who want, rather than need it, so if they can afford it those buyers will buy it. And no, we can’t think of a legit reason to need a jumpable pick-up either…

For what it is, and what it costs, the fact that the Raptor is a pick-up at all is almost irrelevant. Its body shape is what makes it so cool, but that’s about all. Mainly, it’s a battleready performance truck.

Don’t view this Ranger as a workhorse, then. View it as an alternative sports car – buying one is like buying a VW Golf R or a Porsche Cayman to use as a trackday weapon.

The difference is that when you get off the ferry in Calais, you don’t head east for the Nurburgring – you head south for the Sahara. And when you put it like that, maybe the world has been crying out for a jumpable pick-up after all…

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COMPLETING THE COLLECTION

The arrival of the Compass Trailhawk means Jeep now has a Trail Rated option in every

WORDS: GEORGE DOVE PICTURES: JEEP

J

eep’s vehicles always tend to be at the right end of their class when it comes to offroad ability – if not out on their own at the top. That shouldn’t be a surprise, given not only the brand’s heritage but the care with which the company protects it.

Even in this era of soft-roaders and Fiat ownership, every Jeep model is available with four-wheel

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drive. And not just that, either.

With the arrival of the Compass Trailhawk, every Jeep model is now available in Trail Rated form – meaning it has reached the off-road standards Jeep requires of its more extreme vehicles.

The Trailhawk is the poster boy for the 2019 model year Compass 2019. But there’s a lot more going on besides. The vehicle gains new, cleaner engines, a 7.0” touchscreens

becomes standard from Longitude trim upwards and 17” alloys and dual-zone climate is now featured on all models, too.

But obviously, the top-dog Compass Trailhawk has more than that as standard. Its nine-speed automatic gearbox is available elsewhere in the range – but, with this being the Trailhawk model, it’s also equipped with Jeep Active Drive Low 4x4 – aka low-range.

Once engaged, the system is highly automated, deciding for itself which of its many settings is best for the terrain you’re driving on.

With Rock mode selected, it has a crawl ratio of 20:1, and it can give all of the engine’s torque to one individual wheel if required.

You can manually select one of the modes (Auto, Snow, Sand and Rock) on the Selec-Terrain box with a simple set of buttons around

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one of its model line-ups

‘The Trailhawk is yet another example of Jeep looking after its precious brand values – while creating a genuinely interesting vehicle that’s full of potential’

the base of the gear selector. The off-road focused transmission also has Selec-Speed Control with hill descent, too. Jeep does have a problem spelling the word ‘select.’

For propulsion, the transmission is paired with the Compass’ rangetopping 2.0-litre Multijet II diesel, tuned here for 170bhp and 280lbf.ft.

In Trailhawk form, the Compass also gains a disconnecting rear sway bar, as well as increased ground

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clearance of 216mm (about 8.5” in proper money). It also has skid plates and all-terrain tyres, in addition to unique front and rear bumpers which tailor its approach and departure angles to 30 and 33.6 degrees respectively. To complete the set of figures, breako er angle is 24.4 degrees.

In the confines of the cabin, with it being a range topper you get a high level of kit on the Trailhawk.

Its seating is clad in a combination of black techno-leather and cloth with contrasting red stitching and electric lumbar support for those in the front. An extensive standard e uipment list means you’ll find an 8.4” Uconnect infotainment system featuring navigation, Apple CarPlay and Android Auto. There’s also a 7.0” TFT colour instrument panel.

Out of the box, Trailhawk models ride on 17” alloys wrapped in 225/60 all-season tyres. To further differentiate it from other models, there are signature LED headlight bezels, a chrome exhaust and a black bonnet-top decal.

Pair all of this together, and how different does the Compass feel in Trailhawk guise? On the road, the uprated suspension is impressively composed. It doesn’t feel harsh or fidgety and the increased ride height does nothing to unsettle the vehicle’s on-road behaviour – although it only sits about an inch higher, which isn’t drastic.

The Trailhawk retains the polished chunkiness to its controls and handling that is present in all

current Jeep models – another positive. The interior feels much the same, which is to say that it feels both functional and comfortable.

The 2.0-litre diesel engine does its thing without a fuss, and there’s no sign of breathlessness. These days, 170bhp is actually quite a modest output from a diesel of this size, so you can let its torque do the work and it’ll never feel stressed. The nine-speed gearbox is fine, too, with no sign of sluggish or abrupt changes – occasionally on other vehicles, we’ve found nine speeds to feel like too many, but there was no such problem here.

Before taking on the off-road course, our launch route snaked up a set of tight, hilly roads in the rain. Here, the front end would understeer without too much prompting – often the case when you combine wet roads with more aggressive tyres, of course, and you soon learn to moderate your driving to take account of such foibles, but we did feel that a standard Compass would have been more sure-footed here.

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We were certainly glad to be in the Trailhawk when we got to the off-road course, though. This was in a quarry, and of course the ground was wet – and extremely muddy.

We’d have used it anyway, but this gave us particular reason to engage Active Drive Low. With the Selec-Terrain system in Mud setting, the transmission had its work cut out – but it did what it was meant to and kept us moving, even though the claggy top layer was doing its best to turn the tyres into slicks.

The Trailhawk remained steadyfooted throughout climbs and descents alike, too – and when the vehicle did start to slide, Jeep’s traction management systems quickly prevented things from becoming drastic. Having said that, there wasn’t anything here to really put the vehicle under pressure – a

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few ruts, some uneven bits and the odd puddle were still more than most buyers will ever tackle, but not the stuff of a Trail Rated Jeep.

All the same, we did find the Compass bottoming out a lot. This certainly wasn’t helped by the fact that we were sharing the site with a eet of ranglers and rand Cherokee Trailhawks – but where it was possible to avoid following in the exact same route as these bigger vehicles, the Compass held its own. or sure, we’re confident that the Compass Trailhawk can do much more than we saw from it on this occasion. What was the most impressive take-away from this introductory outing, however, was how it was just as ci ilised when fighting for grip as it is when cruising on smooth

tarmac. Comfort, rugged appeal and off-road know-how make up a wellrounded and compelling package.

Throw in a price of £36,680, and this is a lot of Jeep for your money.

It’s nowhere near as good off-road as a Wrangler, of course, but that’s a spurious comparison. We don’t yet know just how able it is here – but

if you want a medium-sized SUV with genuine skills, the Trailhawk clearly does go far beyond what almost any of its competitors can offer. This is yet another example of Jeep looking after its precious brand values – while creating a genuinely interesting vehicle that’s full of potential.

30/07/2019 16:41

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DRIVEN

ISUZU D-MAX WORKMAN+

New limited-edition model aimed at agricultural and professional users adds style and functionality to base-spec Utility model ON TEST D-Max Workman+

I

n the beginning, pick-up trucks were made for work.

They were beasts of burden, with a storage bed behind a basic two-door cab and an agricultural motor hauling them along on simple cart springs.

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But as time went on, pickups became cool. It happened in America and elsewhere long before the double-cab revolution that happened in Britain in the 1990s; ever since then, anyway, as with every kind of vehicle in the modern

era, manufacturers have been trying to add more strings to their trucks’ bows.

The result? Some fantastic 4x4s that could put in impressive shifts both on the work site and the open road, around town and in serious off-road conditions.

With these glitzy one-tonners, however, while you know they could put their money where their mouth is, there’s often a reluctance to dri e them into the firing line.

The vast majority of pick-up sales in this country do go to high-spec ‘lifestyle’ models. But most manufacturers do still offer basic-spec trucks built for work rather than play. Few, however, do it as imaginatively as Isuzu.

Take this new version of the D-Max, for example. A special edition with a limited run of 150 units, the Workman+ is designed to be a usable everyday truck with a bit more excitement than the Utility model on which it’s based.

Isuzu says it’s aimed at ’farmers and urban trade customers.’

The D-Max Utility is already a good, honest truck. The aim of the Workman+ is to be even better but still just as honest.

What this means is that for £21,495 plus VAT, which is a modest £700 more than the Utility, you get a generous slew of extra kit. The radio has been upgraded to an RDS digital job, while a bed liner (over or under-rail), side steps,

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The cabin of the Workman+ is to all intents and purposes that of the Utility model. It’s tough and built for work, but that doesn’t make it short on comfort or quality. Equipment upgrades include an RDS digital radio and reversing camera in the rear-view mirror. Rear-seat legroom remains good by the standards of the pick-up market in general. On the outside, one of the work focused additions that make the vehicle such good u or o s fi towbar with a 13-pin electrical socket

tow bar, 13-pin socket, 18-inch alloys (including a full-size spare) and re ersing camera are all fitted as standard.

That’s in addition to what you get from the Utility: features such as electric windows, remote central locking, height adjustable steering, a pair of 12-volt sockets and manual air-con. There was a time when that would ha e ualified as luxury by pick-up standards, which says something about the way the market has gone.

On the safety front, the Utility comes with stability control, Trailer Sway Control, ABS, Hill Start Assist and Hill Descent Control. The latter is a thing that shouldn’t be necessary on a 4x4 with a manual gearbox and dual-range transfer case (both of which this model has , but many manufacturers fit it anyway. In the back, just to remind you that the D-Max is a capable

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family steed, it also has child locks and I O I fittings.

You’ll also have noticed that the Workman+ in our photos is finished in a rather striking apphire Blue paint colour. This is normally reserved for vehicles towards the top of the D-Max range, so this is the only way of getting it on a work-spec model. Other colours are available (grey, silver, white and black), but this is the one that stands out as being something out of the ordinary.

CABIN AND PRACTICALITY Very little inside the Workman+ differs from the Utility models. ou get tough inyl ooring, cloth seating, the same plethora of stowage pockets and the same dash

and steering wheel. This means there’s still a double glovebox, a shelf beneath the radio unit and a steering wheel that’s completely free of controls.

Out on the road, there’s a little more tyre noise coming in as a result of losing rubber in the move from 16-inch steelies to the bigger alloys. But the le el of refinement is still commendable for a pick-up – and an intentionally rudimentary one at that. The D-Max doesn’t have the quietest of engines, but this feels like less of an issue here than it does in blingier models.

The side steps you get as part of the Workman+ package mean clambering in and out of the truck is made that bit easier, which is welcome – especially if you are indeed using it as a family car. As with the rest of the range, legroom in the rear is better than average for a double-cab – obviously the

engineering required to do anything in this area would be way beyond the scope of a special-edition model, but Isuzu already does well here so that’s fine.

DRIVING As with all D-Max models, there are a few idiosyncrasies to the driving experience that are all part of what gives the truck its charm.

These include a fairly chunky gear change, steering that keeps you busy and a deep first gear which never lets you forget that the -Max is a commercial ehicle first and foremost.

But despite how that sounds, the Workman+ is, like all D-Max models, an enjoyable truck to drive.

There’s a nice, raw honesty about its purpose that many can and will find endearing.

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Side steps are a reminder, perhaps, that working trucks tend to double up as family vehicles too. A choice of load liners is available for the pick-up bed, helping this D-Max come out of the showroom in work-ready form

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vehicle’s 18” alloys don’t take the edge off what suppleness there is in the D-Max’s suspension. As we’ve mentioned, they seemed a trace noisier on the road than the Utility’s 16” rubber, but you’d be doing well to notice any appreciable difference in comfort levels.

The choice of more aggressive tread patterns isn’t as great for an 18” rim, but in this size you’ll still be able to spec the Workman+ for proper off-road use if you need to.

If you’re minded to be putting your truck on mud-terrains, however, chances are you’d either stick with the Utility model or source a set of 16” rims and chuck Isuzu’s 18-inchers on eBay. However possibly the most important part of the Workman+ package for many prospective buyers – particularly the more

urban cohort – will be the reversing camera. This is displayed in a window on the rear-view mirror, which is rather clever and makes it quite intuitive to use. Certainly,

given the sheer length of the thing, some form of reversing aid will always be a worthwhile addition if you’re going to spend much time around town.

HHHHI

VERDICT

Much of this is down to the 1.9-litre turbo-diesel engine. It’s the smallest on the pick-up market, which suggests that it should seem breathless – but once you’ve got past the short first gear which can often be bypassed, especially when running unladen), power delivery is pretty smooth and very prompt.

The engine has 164bhp and 226lbf.ft, so driving the D-Max will always be an exercise in making the most of its torque. Even then, though, you can get it spinning pretty briskly – and though it’s a bit clattery at low speeds, the payoff is that it settles better than you expect when you open it up. Ultimately, performance and refinement alike are as good as can be expected from such a tool.

In terms of ride, the lowerprofile 2 60 tyres fitted to the

Isuzu D-Max Workman+ A perfectly focused working tool – at a sensational price The Workman+ is perfectly judged for its target market. It’s about ease of use, not overindulgence and we re confident that if you use this truck on a daily grind, you’ll have no ualms with it whatsoever e re also confident that at just £700 more than the Utility model, it represents outstanding value for money. Yes, it’s prettier than a Utility, but it’s no show pony – this is a proper working tool and, at £21,495 CVOTR, pretty much everything about it is spot-on.

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DRIVEN

VW AMAROK AVENTURA

Highest-spec version of the most popular premium double-cab gets best-of-everything trim and an engine to match ON TEST Amarok 3.0 TDI 258 Aventura

T

he Amarok has always been towards the top end of the pick-up market, and Volkswagen shifted it further in that direction when it introduced the new 3.0 TDI engine a couple of years or so back as part of a major mid-life upgrade. The facelifted double-cab

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was initially introduced with just one high-spec launch model, called the Aventura, which came with a 224bhp version of the engine and cost £39,381 plus VAT. Since then, the range has expanded downwards to include a variety of drivetrains and spec levels designed for work as well as

play. The original Aventura came with an automatic gearbox, which in the Amarok’s world means full-time four-wheel drive but no dual-ratio transfer case. You can now get low range if you opt for a manual model with the entry-level 204bhp version of the engine (a 163bhp unit came and went), but it would appear that for Volkswagen’s target audience, making the most of the vehicle’s prodigious off-road potential matters less than not having to change gear yourself.

Make no mistake, this is a premium pick-up. And now it’s more premium than ever. As well as expanding downwards from that original 224bhp model, the engine range also grew up the way to

include a high-performance 258bhp unit – which was initially available on the everyday range-topping Highline model.

More recently, however, the Amarok has gained a new topspeccer. And it’s called… yes, Aventura again. Like the launch model, it chucks in pretty much everything Volkswagen has to offer, though as well as the higher-output engine it goes further still. Perhaps goaded by the Mercedes-Benz X-Class, which arrived in between times, Volkswagen has made this Aventura more luxurious than ever – and now it comes with a price tag of £47,931.

That’s after VAT, but still. Not cheap. We’ve become enormous

4x4 30/07/2019 16:46

Cabin materials are excellent, and construction is top-class – there’s nothing to the Amarok’s build that feels anything less than rock-solid. That’s the case whatever model you look at, however – even the enty-level model feels premium.

The Aventura’s seats (below) are especially good, however, with loads of adjustability and very nice leather trim, though legroom in the rear is as disappointing as ever fans of the Amarok thanks to the uality and fitness-for-purpose of its lower-spec models so does this new pinnacle of pick-up premiumness ring as true as those more modest trucks

CABIN AND PRACTICALITY Inside, the A entura is set apart from the rest of the Amarok range by 1 -way electrically ad usted ErgoComfort front seats and allround nappa leather upholstery.

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e’ e pre iously criticised the mid-range ighline model, which itself is not cheap, saying that for so much money you’ e got a right to expect ad ustable lumbar support as standard; well, this is even more money, so you have even more of a right, but at least this time you do get it.

Volkswagen says that with these seats in the Aventura, ‘even the longest of ourneys can be completed in total comfort.’

We’ve no reason to doubt that, despite not ha ing dri en it on the actual longest of ourneys it’s certainly ery plush and extremely

comfortable, and the leather does feel like a cut abo e the rest of the range. hich is commendable, because the rest of the range is pretty good too.

There’s more leather on the steering wheel, which comes as standard with paddle shifts for controlling the eight-speed auto box. It has many more functions besides, needless to say and, as you’d expect, you get an extensi e list of standard kit. Not that you don’t on other Amaroks too (all models ha e climate and cruise control, and the ighline adds heated seats trimmed in very

stylish leather), but here you get the top-spec isco er Media na system with a 6. touch screen and premium colour multifunction display.

Not that it takes any of this to make the Amarok’s cabin feel classy, stylish and extremely well made. O erall uality is top-notch, with good materials and a totally con incing le el of build, and the seating position is nothing short of excellent. There’s plenty of space in all directions and a commanding iew all around.

In the rear, on the other hand, it’s pretty cramped. egroom in

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The 3.0 V6 TDI engine is superb in every state of tune, and with the 258bhp and 428lbf.ft in this model it gives the Amarok a turn of pace which, not very long ago, you’d never have believed possible from a pick-up truck. The only drawback is that this version of the engine is only available with an automatic gearbox; it’s a very smooth, responsive unit, but in the Amarok’s model line-up the presence of an auto box means you don’t get dual-range transfer gears, which is a deal-breaker if you want to be able to use it properly off-road particular is very limited if you’re any bigger than a child – certainly, trying to fit a crew of fi e strapping six-footers on board will pro oke a lot of swearing. ou could probably do it, just about, for short-hop journeys, but for anything more than that the back if for kids only.

There are worse pick-ups in this area, but at this money you’d expect the Amarok to be one of the best and it’s not.

Another area in which it’s a bit less than generous is in oddment stowage. This is okay, but there’s not a lot of surprise and delight to it – unless you count some under-seat

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stowage up front, or a rear bench which drops at for carrying items you wouldn’t want to put into the rear bed. The cubby, glo ebox and door pockets are all rather small and awkward to get into, so you’re likely to end up lea ing things like your phone, wallet and house keys in the bin and cup holders in the oor console.

None of this changes the fact that climbing aboard the Aventura makes you feel special. This is definitely the most sumptuous and elegant example of a ehicle which already had a premium feel to it.

The Ford Ranger gives it a bloody

nose for interior space, but not a lot else in the pick-up market can li e with the A entura as the sort of truck you’d order because the taxman will break your face if you get a con entional UV.

DRIVING e’re talking about a double-cab with 2 bhp at 2 0rpm and 2 lbf.ft from a barely-past-ticko er 1 00rpm. It doesn’t matter what you put on board or lash to the back of it the A entura is going to pull.

That’s in spite of its towing weight being limited to 100kg.

Almost all the Amarok’s ri als can haul the legal maximum of 00kg, and there are plenty of pick-up buyers (many of them Land Rover refugees who won’t e en look at a vehicle if it doesn’t have that golden ticket in its spec sheet. ith so much power and tor ue at its arm, the Aventura surely ought to be able to monster the opposition for the sake of 00kg, Volkswagen is missing a trick by not doing whate er is necessary to bring the ehicle up to standard.

Unladen, no surprise, it’s epic.

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cool looks) you get from a lowerprofile tyre.

It’s still a nice, quiet cruiser, however, soaking up the worst of the thumps from the road and sitting in its lane without needing constant adjustments to its steering.

At the other end of the scale, it’s easy to drive around town, steering with reassuring ease and ne er feeling its size. The auto box is seamless at all speeds, hardly e er interrupting the steady ow of torque whether you’re taking it steady or pressing on.

conditions, on wet grass or over uneven ground in general. The Amarok can be a genuinely athletic performer, but by stripping away the tall rubber and low-range box you get on entry-level models, Volkswagen has shorn this one of its best weapons.

It’s still capable enough, with VW’s usual Off-Road button there to engage a special drive mode which makes it easier to handle in the rough.

With this engaged, the Amarok’s steering lightens up nicely and hill

descent control comes in to keep on top of things on long descents.

It still doesn’t allow you to crawl over the terrain the way you want to be able to in tight or technical situations, however, and even with the box kept in first it still runs away too easily to be considered a proper off-road machine.

Constantly using your brakes to hold back an eager, high-powered diesel engine is not what off-roading is all about – if you want that from an Amarok, the .0 T I 20 manual model is the only answer.

OFF-ROAD

HHHHI

ow-profile tyres on big alloys are not the way to make an impression off-road. Unless it’s the impression of a newborn foal on ice.

Nonetheless, the Amarok has one of the most agile designs in the pick-up market. And this allows it to look after itself, even in this form with an auto box and no low range.

For some people, the transmission will be an instant dealbreaker. The aforementioned Land Ro er refugees, for example, ha e grown up on the efender, so e en the kind of low range you engage with a switch rather than a lever is anathema to them.

Those tyres, too, are not what you want in rocky or muddy

Not our favourite Amarok – but probably the definiti e one

VW Amarok 3.0 TDI 258 Aventura

VERDICT

There’s no such thing as a slow Amarok, but in this form it surges up to speed without any apparent effort. It hardly raises its voice at all in the process, and there’s not even a hint of harshness or vibration as it whisks the vehicle forward. It leaps ahead when kicked down and pulls in gear with amazing exibility, and in terms of outright pace it’s on a different level to any other pick-up we’ve driven.

The eight-speed auto box is lovely and smooth, and with so much power and torque going through it it’s reassuring to know you’re being looked after by full-time four-wheel drive. The Amarok grips superbly even on wet roads and stays stable and planted in corners, with body control that’s excellent by x standards in general – and particularly considering its rear springs have to be able to hold up a tonne of cargo in addition to the vehicle’s own weight.

Ride-wise, all things considered it’s very good – though the 255/50R20 tyres that are standard on this model add a fussiness that’s not present in Highline models with their 2 60R1 s. The first .0 T I 258 we tested was on the smaller alloys, and we found it beautifully composed, whereas this one trades a bit of that for the extra handling bite (and, far more to the point,

With loads of styling kit on the outside and a few well chosen upgrades inside, this version of the Amarok can put on a show. But it’s got plenty of go, too, thanks to the most powerful version of an engine whose torque output in this form is overwhelming. With this engine on board, the Amarok feels more like a true SUV than any other truck we’ve driven – and in Aventura form, it has the luxuries and equipment to match. It’s not as settled on the road as models with higherprofile tyres and the lac of low-range strips it of the off-road ability that’s a highlight of lower-spec manual models, but despite this it’s as convincing a premium pick-up as we’ve ever driven

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THE WEIGHT OF HISTORY…

Sensational JT Scrambler concept shows once again that Jeep knows how to trade on its WORDS: KAZUYOSHI SASAZAKI PICTURES: JEEP

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hen Jeep builds concept vehicles for the Easter Safari, it knows all about how to use its heritage.

The all-American 4x4 legend has been building iconic trucks for three quarters of a century – and

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Pick-ups from Jeep’s history heritage – while also building on it

WILLYS JEEP TRUCK (1947-1965) Following the end of WWII, Willys-Overland wanted to move beyond the CJ models which by then were already well established. Based on the same engineering platform as the CJ-2A, the 118” Jeep Truck was its answer – and a highly successful one, with production continuing for almost two decades. The vehicle was available with two and fourwheel drive, the former mainly on half-ton models, and came with a variety of engines during its long lifespan – all of them petrol, and all mated to the same three-speed manual gearbox.

GLADIATOR (1963-1987) Based on the Wagoneer station wagon, the Gladiator rode on first-generation ana axles and offered a choice of 120 and 126 wheelbases. These two versions were known simply as the J-200 and J-300 from 1972 onwards, with the Gladiator name being dropped – which didn’t seem to be a problem, as sales continued for another decade and a half after that.

CJ-8 SCRAMBLER (1981-1985) for the latter part of that, the annual Moab event has been graced by a series of jaw-dropping show vehicles, many of which have harked back to those stellar vehicles of old.

With the stunning new Gladiator double-cab at the heart of the action at this year’s Easter Safari,

4x4 3pp Jeep Gravity.indd 45

it’s no surprise that one of the six concepts Jeep unveiled at the event was based on the appearance of its best known historical pick-up – the CJ8 Scrambler. Based on the Gladiator Rubicon, the vehicle is ‘a heritage-inspired remix, carrying the throwback colour palette and

The vehicle from which the JT Scrambler draws its inspiration was based on a stretched versoin of the enormously popular CJ-7 – the immediate forerunner of the first eep to carry the rangler name.

One reason why it has become a Jeep icon is that by American standards, ery few were sold, with less than 0,000 finding homes during its four years on sale. One reason for this may be that it had stiff competition from within, as it was sold alongside the J-200 and J-300 Gladiator.

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graphics of the iconic CJ Scrambler crossed with a combination of available Jeep Performance Parts and conceptual touches.’

The CJ8 wasn’t only available in white, but that’s the colour with which it’s most commonly associated now – complete with red, yellow and orange side stripes. For the concept, Jeep used prototype stripes in Punk’N Metallic Orange and Nacho – both of which are available as body colours on customer cars. Finishing it off, the vehicle’s Freedom Top roof was painted in vintage amber to continue the retro feel, and even the 17” Jeep Performance Parts alloy wheels are painted bronze to fit in with the o erall look.

These are shod with 37” BFGoodrich Mud-Terrain tyres, with

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a 2” lift making room for the extra height of the rubber. They’re turned by a more or less standard 3.6-litre six-pot petrol engine, whose only modifications are a Mopar cold-air intake and cat-back exhaust.

Up top, in went a spray-in bedliner, to be followed by a prototype sports bar in 2” tube.

This is mounted to the vehicle’s body rather than its chassis, but it’s not all just for looks – a set of lashing hoops along its length provides no less than eight tiedown points for securing cargo.

There’s no such thing as a concept off-roader without LED lights any more, of course, and the sports bar is also home to six of these. Two of them point into the rear bed to operate as work lamps; these have diffused beam patterns

so as to help you with what you’re doing, as opposed to blowing your eyes out at short range.

The other four lights mounted to the sports bar are 5” LED spots, which aid the Scrambler’s own headlamps in showing you what you’re about to scramble over. Another two of these are mounted on the vehicle’s A-posts, then there’s also a pair of 7” LEDs up front on the bumper. Jeep says these deliver 8000 lumens each, and it’s safe to say that with no separate light sources blazing away in the direction of travel, there’s not a lot you’ll fail to spot when wheeling this thing at night.

Inside, the colour theme continues with Katzkin Amaretto Brown leather trim on the seats, complete with contrasting orange

stitching. This trim extends to the dash panel and armrests, too, and there’s a single auxiliary switch bank to control all those various E s. A set of all-weather oor mats might sound like a bit of an anticlimax after all that, but if you were to use a vehicle like this in wet and muddy conditions it would probably be the most important accessory of the lot.

As is often the case with Jeep’s Moab builds, the JT Scrambler is one you could pretty much recreate yourself. You’d mainly do so by giving money to Jeep’s own accessories operations, of course, but since when was there anything wrong with that? Individual creativity can go a long way… and trucks like this can provide all the inspiration in the world.

4x4 30/07/2019 14:54

land rover defender upgrades & accessories

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Visit: www.tbruk.com or call: 0800 16 999 47 or 01832 275396 SEPTEMBER 2019 | 47 30/05/2017 09:49

25/07/2019 13:15

throne of games

When Arkonik names one of its trucks after a Dothraki warlord from Game of Thrones, should you expect it to be large, brutal and murderous?

Happily not. Insted, the Drogo 110 is like every other Arkonik Defender: the perfect throne from which to enjoy off-road games WORDS: DAN FENN PICTURES: ARKONIK

T

here’s an outside chance that you may have heard of a thing called Game of Thrones. If you possess a TV, or ears, it’s been quite hard to avoid over the last decade or so.

And now here it is rearing its ugly head in the until-now sacred pages of this here magazine.

The culprits are the people at Arkonik, the Somerset-based restorer of left-hand drive

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Defenders, whose high-end refurbishments continue to find an eager market on the far side of the Atlantic.

For reasons we don’t pretend to understand, and let’s face it nor do we really need to, the 110 you see here was named the Drogo. After Khal Drogo, fearsome Dothraki warlord and serial rodgerer of Daenerys Targaryen (you know, her, the one who everybody named their daughters

after but then whoops, she turned out to be a genocidal psychopath). And there endeth the history lesson.

The real history says that this 110 started off, as they so often do, in southern Europe. It was brought back to the company’s base in Frome and turned into the top-notch expedition wagon you see here, complete with Coniston Green paintwork and 18” alloy wheels.

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Arkonik’s Defenders are lovely, lovely things – and no small part of that is due to the detailing in its interiors. Here, this is highlighted by the superb Chestnut Brown leather trim on the 110’s seats, gaiters and cubby lid; combine this with o fi tur s r t or t oor u oo r st r ou ot t so t s u ss r u Yes, 18”. You won’t ever need to look far before you come across someone who thinks Defenders only look right with more sidewall and less rim, but the Kahn Defend 1983 black alloys are certainly in keeping with the chequer plating along the 110’s lower body. The tyres wrapped around them are BFGoodrich AllTerrain KO2s, which says a great deal about the vehicle’s intent.

Underneath, the 110 rides on Terrafirma 2 suspension, and the same company is responsible for its uprated steering damper. Not that you can see it, because there’s a brushed alloy guard in the way.

Further good off-road kit includes a Safari snorkel with full wading kit, Optimill wing-top air intakes, a NAS rear step with 2” square hitch receiver and a Warn Zeon 12-S winch. Arkonik’s own A-bar protects the front, where there’s a KBX Signature grille and steel headlight guards.

The headlights themselves are Trucklite TwinCat LEDs, and they’re by no means the only source of eyeball-burning brightness on board the 110 Drogo. Baja Designs’ LED spotlights are mounted on the A-bar, there are fi e slimline driving lamps mounted to the roof rack and at

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the back there’s an LED work light. Also at the back, the tail lights are encased in plastic guards, and a Front Runner ladder gives access to the same company’s Slimline II roof rack.

Inside, the vehicle follows the normal rule – where there’s an Arkonik, there’s a spectacular interior. And that’s never anything less than a very good thing. All nine seats, as well as the cubby lid and gear gaiters, are trimmed in a gorgeous Chestnut Brown leather – which, combined with black carpeting, an Evander 15” wood-rimmed steering wheel and alloy gear knobs and door furniture, creates a beautifully comfortable cabin ambience. There’s a sunroof, too, for when it’s warm, and the front seats are heated for when it’s the other thing.

Finishing things off inside is a premium Pioneer multimedia system with a touch-screen display. This runs

Apple CarPlay, making iPhone pairing as easy as just plugging it in, and also operates as a reversing camera.

Arkonik, which builds its Land Rovers individually to customer order, says the Drogo 110 is destined to ‘cross the sea to conquer the rocky mountain trails and canyon lands of western USA.’ It should certainly last a lot longer than the Khal of Khals after whom it’s named, assuming of course it doesn’t end up being struck down by a witch’s curse. Though we doubt even that would be able to stop this Landy in its tracks…

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All Seasons.

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29/11/2016 16:08

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STRONGER THAN

Dave Pearson’s Suzuki SJ413 Samurai is a quarter of a century old. But it’s still on its original chassis, still free of rust and still showing the orld hat a giant killer it is off road nd ith the modifi ations hes made, it’s not just still going strong – it’s going stronger than ever WORDS AND PICTURES: DAN FENN 52 | SEPTEMBER 2019

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EVER T

here was a time when almost every vehicle you saw at an off-road playday, if it wasn’t a Land Rover, would be a Suzuki SJ. The forerunner of the Jimny was a tough little thing, and it was unbelievably agile straight out of the box.

Time has taken its toll, however, and there aren’t as many SJs and Samurais around anymore.

They rust, for one thing – and for another, an awful lot of those old playday toys have simply been beaten to death by now. But those you do still see around tend to be rock solid. Not a lot to look at, maybe, but when they last, they really last. And of course they’re still absolute giantkillers off-road.

For evidence of the SJ’s longevity, look no further than the SJ413 Samurai Sport which Dave earson has built for himself. It li ed the first 1 years of its life on a farm, ‘most likely doing the work while the Defender was broken down.’

In this way, its early life mirrors that of Dave himself. ‘I grew up on a farm,’ he says, ‘playing in tractors. I must have done thousands of hours in the fields and yards for free. The idea someone would pay you to thrash tractors around never occurred to me at the time.’

That was then, though, and this is now. The Samurai is a quarter of a century old, give or take a few months, and it’s still a lot more original than it looks.

Admittedly, it could be jet engined and amphibious and it would still probably be more original than it looks. But you get the point.

Despite having has its body hacked about in every direction you can think of, it’s still sitting on the same chassis that rolled out of the factory back when John Major was Prime Minister.

Let’s look at that body (the truck’s, thanks, not Dave’s). It’s been bobtailed and traybacked, with a new fuel tank remounted where the back seats would have been and a custom rear bumper and crossmember fabricated out of steel tube.

The rear arches are from a 7.5-tonne truck and there’s a (very) high-level exhaust pipe exiting like a chimney behind a custom soft-top.

Up front, the original arches have been cut and re-welded to achieve a virtual lift, and the

4x4 4pp Pearson Samurai.indd 53

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sills have been remanufactured using 3mm steel box. So it’s lean, it’s strong – and you can fit bigger tyres under it without needing to go spring over axle. o what has a e done e’s gone spring o er axle. Because while bigger tyres are good, even bigger tyres are better. And he rates it as one of the best things he’s done, too: ’Everyone badmouths this mod, but I’ve had it on there eight years and never considered reversing it.

Under-rated, under-appreciated!’

Between the irtual lift, a OA con ersion and +2” leaf springs, the SJ has enough space under it to accommodate 31x10.50R15 Maxxis Trepadors on its 10Jx15R banded steel rims.

These run on standard amurai axles, whose mounts were re-welded to bring their pitch back in line following the suspension work. They’re turned by a 1.6-litre Vitara engine, which went in fi e years ago and spins the wheels ia a standard clutch, SJ413 gearbox and SJ410 transfer box.

The rear prop is mounted with a 20mm spacer

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and the brake lines ha e been extended, but that apart it all hangs together without ha ing needed any major adaptations.

Talking of the brakes, howe er, those on the back axle ha e been con erted to discs. o too has the handbrake on the transfer box, and an ad ustable brake bias al e has been fitted.

All good, sensible stuff; a Z-bar has replaced the original drag link to take care of the much greater drop on the steering, some earth cables have been remounted for a better connection and the head gasket was replaced when the engine went in, but hero-le el mods are not what a e is about. As he puts it, I’m ery much a home-grown make-do-and-mend kinda guy.’ imilarly, the interior is easier on the pressure washing.’ hich means it’s been completely stripped out other than the dash and fitted with a couple of generic bucket seats. And both ends carry shackle winch mounts, because unless you’re a recovery marshal there’s no need to shell out grand after grand on fancy twin-top kit.

t r t to t s u to o o t

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a ing said that, a e tells us that a proper winch bumper is on his list. o too is a diesel con ersion to help with the swimming’, using the tried and trusted combination of a 1.7-litre Isuzu engine, as used in about a billion light vans, and Vauxhall Carlton gearbox.

That apart, a e’s main plan for the future is to cause yet more mayhem.’ ounds like there might be a story in that… ure enough, there is. here we play, there’s a track either side of a small lake. It was a hot day. A Vitara to one side, a Shogun to the other.

I ploughed through a tree and nailed it into the lake. I displaced so much water that the Vitara, which was four feet higher, had two feet of water in it The owner was so impressed with the execution, he wasn’t e en upset. The four guys looked like wet dogs and smelt about the same.

Also, the Vitara was a con ertible and the wa e was so big it broke through the can as roof.’ Told you it was a play truck

t o sr o t ss s s ut o fi s o with a brutally strong tubular bumper-cum-crossember. The wheels were o r r s ro to r u t s ou t o the main rails

54 | SEPTEMBER 2019

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Above left: Replacement leaf springs with a +2” lift combine with the SPOA conversion and virtual lift to make was for 31” Trepadors. There’s a 20mm spacer in the rear prop and the sills have been replaced with steel box. Note also the disc brake conversion on the rear axle Above right: All the extra space beneath the vehicle means the steering has to drop down a lot further to reach the axle line. Hence this Z-bar, which replaces the original drag link in a bid to eliminate bump steer and keep the ball joint angles within the realms of common sense And as always with the best off-road projects, it’s a social thing. Even if Dave sometimes keeps unsocial hours. ‘Quite often it’s a 2am job. You start at 8pm and then next thing you know its the small hours and it’s still in bits. Those are great nights!’

‘The thank-you list would be too long to include. With the number of people who’ve helped me out with the vehicle, it would be endless. Everyone loves the SJ, and they rope themselves into it. Honest! I have never paid for an entire job in ten years.

4pp Pearson Samurai.indd 55

‘That being said, I do a lot of maintenance myself. It’s a hobby and a girlfriend.’ Crikey.

What would he have done differently? ‘I would have never met any of my ex-girlfriends, and spent more time on the SJ. It’s always a great day out. Even when you break down during a live firing e ent at the tank range on alisbury lain.’

Again, crikey.

He doesn’t come across as one to be troubled by the small stuff, though, does Dave. Though he certainly is one to embrace opportunities. The SJ itself is evidence of that – it started out as just a

lift kit and new clutch job, but ended up turning into a monster.

‘You never intend these things,’ he shrugs.

‘The best days of your life are never planned.’ hich could indeed be a good re ection on the way the Suzuki SJ started out as a cheap, fun little motor and ended up as the 4x4 that broke Land Rover drivers’ hearts in a thousand RTV trials.

The time when you saw them all over the place has passed – but those that are still around are set to be here forever. And Dave’s is a perfect example of that.

30/07/2019 14:56

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OUT OF AFRICA

58 | SEPTEMBER 2019

4pp South Africa 90.indd 58

4x4 30/07/2019 14:43

Almost all Land Rover Defenders are diesel-engined, but back in the day you used to be able to get them with petrol motors too. Original V8s have long since become prized by collectors, but olihull made another etrol unit too t s ust that to find one you ha e to look further afield…

WORDS AND PICTURES: MIKE TROTT

A

sk any group of off-roaders to name the ideal Land Rover for their hobby and you’ll start a debate about the relative merits of the Tdi and TD5 engines. Everyone will sneer at the later Puma models, and there’ll always be

4x4 4pp South Africa 90.indd 59

some smart-alec who’ll say ‘the best Land Rover is a Land Cruiser’ or something like that, but mainly it’ll be Tdi or TD5.

If there’s someone there with a long memory, they might say something about the good old days of the V8. After everyone’s stopped wincing

and saying things about fuel consumption, you might even hear from somebody who’s been in one. But everyone will end up shrugging their shoulders and saying that’s all very well, but original factory V8s have been making collector money for twenty years now. Which, indeed,

SEPTEMBER 2019 | 59

30/07/2019 14:43

‘It drives very well and goes like a train for a Defender, and that engine sounds absolutely fantastic with the stainless exhaust!’ they have. And with that, the debate will go back to which diesel is best.

But what if there was a Defender with a nice petrol engine that didn’t have classic car fans crawling all over it and dealers battling to see who could get away with the barmiest mark-up?

No, I’m not talking about the old 2.25 and 2.5 you used to be able to get in early ones. I said a ‘nice’ petrol engine…

BMW is known for making nice petrol engines. And it’s also known as a former owner of Land Rover. Solihull was Bavarian property from 1 to 2000, which fits in pretty nicely

tt

r s or t t o r s st

60 | SEPTEMBER 2019

4pp South Africa 90.indd 60

ust t t r s

s t

r s

with the period of time during which the Defender was built with a petrol-powered 2.8-litre BMW six-pot.

There’s a twist, of course. There’s always a twist. In this case, the twist is that the Defender 2.8i was only available in southern Africa.

Introduced in 1996, this little known model was shipped in CKD kit form and assembled at Land Rover’s Rosslyn factory near Pretoria.

Around 1400 units were built, of which some 650 were 90s.

So it’s a rarity. And the one you’re looking at here is a rarity among rarities, because it’s one

to t s o

ts r o

t r or fit out s t t o to r s t out s

of the very, very few such Landies that have come home to the UK. It’s owned by Alistair Fearnehough, and has been for just under thirteen years. ‘It was first registered by the orsdicks dealer in South Africa on 2 September 1998,’ he tells us. The efender’s first owner imported it here through Rogers of Bedford, sometime between May and September 1999, before it was sold to its second owner, a captain, in the August of 2000.’

The captain (we’re assuming of a plane, or a ship, as opposed to of Chelsea), who owned the

t o st tut so t

r u r r r

r

4x4 30/07/2019 14:43

90 before Alistair, clearly travelled well, with service records pinpointing appointments in Surrey, Somerset, North Yorkshire and even Madrid. And then in October 2006, after 133,934 kilometres (or 83,222 miles), it settled in Derbyshire with Alistair.

‘I reverted the registration back to original,’ says Alistair, who had bought it with the always-classy L90 MUD showing on each end.

‘It hasn’t gone as far under my watch either, as it’s a second vehicle and I tend to work from home a fair bit. So apart from a couple of trips to the French Alps, it’s had to make do with Derbyshire!’

It shows, with the odometer revealing that Alistair has added less than 3000 miles a year since he bought it. Not that he minds driving it, of course. ‘The car drives very well and certainly goes like a train for a Defender,’ he says. ‘And that engine sounds absolutely fantastic with the stainless exhaust!’

The engine, let’s talk about that. Its proper name is the BMW M52 and it’s a straight-six, 24-valve unit that also found its way into the German manufacturer’s 328i, 528i and 728i. It even had a place in the sporty Z3.

To be housed within a Defender, though, it needed to have plenty of power to cope with the extra weight. Happily, 192bhp was on tap.

Thus, following production ending of the V8 Defender, the South Africans still had a petrol-powered Defender. Low-down torque was rubbish, but do you think Alistair gives a damn?

There are claims that the 2.8i Defender could reach 60mph from a standstill in just 9.3 seconds. Later versions, meanwhile, were restricted to 100mph.

A Defender. Restricted. To a ton.

It’s incredible. In fact it’s almost as incredible as this Defender looks. Much of that is down to Alistair’s brother-in-law, Chris, who carried out a major renovation just over four years ago.

4pp South Africa 90.indd 61

Chris actually worked on developing and delivering the Land Rover apprentice scheme until recently and, needless to say, Alistair has found his knowledge very useful around the garage.

The refurb was pretty extensive, and it incorporated a full respray in the exotic yellow colour you see here. Chris also fitted gal anised parts like the bumper as well as renewing everything that was tired. Which was a lot All the seals were replaced, the suspension uprated and the wheels refurbished. The front discs were drilled and the underside was treated with Waxoyl. It wasn’t a rebuild, but it was a proper refurbishment and the vehicle looks really well for it now, with an air of quality that goes with its ultra-rare spec and top-end nature.

Of course, a bright yellow Defender won’t be for everyone. You might for example think they look better in olive drab. But while they do look good in olive drab, what we have here is something special. If you like olive drab Defenders, you probably like them to be diesels, too…

Personal choice, I know. As always with 4x4s, it depends what you will use it for. If you want to go off-road every weekend, then this is never going to suit your needs.

If, on the other hand, you’re a bit of a petrol head and you enjoy the occasional road trip, perhaps the 2.8i Defender was made for you. Or at least, it might have been if you were living in South Africa at the time.

till, finding this one in the middle of Derbyshire proves that it can be done. This is one quick, Defender, though. Just don’t expect to track one down as quickly as it can shift…

30/07/2019 14:46

THE BEST-LAID PLANS…

You can plan your overland travels all you want – but the bits you remember best will be PICTURES: JENNY BRIGHT AND GAVIN LOWRIE

W

hen you set out to see the world on an offroad expedition, it stands to reason that there’ll be particular bits you’re most looking forward to. But the reality of it can sometimes turn out different.

Anticipation is a funny thing.

You can let it build up to the point where, when whatever it is you’re anticipating finally happens, it can

62 | SEPTEMBER 2019

6pp Ruby Travel Sep.indd 62

4x4 30/07/2019 18:29

those that happen spontaneously

Above: The train cemetery in Uyuni is almost as iconic as the Salar (bottom left) – if not quite as expansively huge Main picture: The Rainbow Mountains of Ausangate are aptly named, because not only are the painted in multi-coloured stripes, they’re up in the sky. Driving up this altitude is a proper low-box job

hardly help but be an anticlimax.

If there was a book called How to Get Through Adolescence For Boys, you’d find this under Virginity oss.’

And it can be the same with the bits of your travels you’re most looking forward to.

If you’re heading through Africa, the reat Rift Valley is sure to be on your A-list. Being dragged in to a bedouin’s tent for tea, or isiting an old guy in a back-street garage

4x4 6pp Ruby Travel Sep.indd 63

who checks your tyre pressures by whacking them with an iron bar and gets them all right to within 1psi these are the things that ust happen, and that’s where the magic comes from.

If you were planning a trip through outh America, eru would most likely be a must-do.

More than Colombia, for most people. But for enny Bright and a in owrie, Columbia set the

bar ery, ery high. It was the first port of call on a global expedition aboard Ruby, their and Ro er 110 and self-propelled home on wheels, and they were blown away by its landscapes, culture and, in particular, the welcome they received from its people.

By the time they crossed the border into Peru, they had also visited Ecuador and taken an excursion to the alapagos Islands.

So the land of Macchu Picchu had a lot to live up to.

It had ust under a month in which to impress the couple. And it started well.

Our top place was the Cordillera Blanca Mountains and the wonderful aguna ar n, the largest lake in the range,’ says en. e had a spectacular dri e to reach aguna ar n, with the dirt road leading to it consisting of multiple hairpin turns and heading through an enormous canyon with thousand metre high granite walls.

The aguna sits at 200 metres above sea level and it was simply breathtaking. The colour of the water was a turquoise blue and the surrounding mountains were like something out of a film. In fact, one of the mountains, Artesonra u, is the mountain depicted in the aramount ictures logo ’ An ideal spot for a bit of wild camping, then. That’s another of those magic moments you tend not to anticipate when you’re

planning a trip. ou might talk airily of finding the perfect camping spot e ery night, or waft on about sleeping under the stars, but when it happens it ust, well, happens.

But many other parts of Peru are capable of filling an art gallery in a heartbeat, too. The Paracas National Reserve, for example.

Encapsulating a ast coastal desert, with hues of sand capable of putting a pack of Crayola’s brightest in the shade, this beautiful expanse is true x territory. e had a great time dri ing all o er the desert,’ says a . It stretched as far as the eye could see and we set up our wild camp o erlooking a red, sandy beach with crashing wa es.’

Another of those perfect moments you can’t really plan. ollowing a boat tour around the Islas Ballestas, which are home to pelicans, sea lions and Peruvian boobies, and a visit to the Paracas Candelabro, a ast geoglyph car ed into the rock rising from the coast o erlooking isco Bay, en and a pointed Ruby towards Chauchilla – an ancient necropolis near the city of Nazca.

Chauchilla Cemetery is an eerily compelling place,’ says en, notable for its open-pit gra es where the bodies of the dead still sit where they were positioned centuries ago. ome remain complete skeletons, wrapped in shrouds, and all the skulls face east as Nazca tradition dictates.

SEPTEMBER 2019 | 63

30/07/2019 18:29

The Lagunas route is a serious bit of overlanding, with trails that need a good vehicle and a driver who knows what they're doing. The rewards are there for all to see, however – this is Laguna Blanco, one of several eye-poppingly beautiful mountain lakes along the way ‘It was a fascinating, if not slightly macabre place to set up camp.

Although we got an excellent night’s sleep because there was no one to disturb us – only the mummies in their graves nearby!’

Next up were the Rainbow Mountains of Ausangate, which are famous for their stunning stripy colours. This is low-range territory, with proper off-roading to be done as you climb into the peaks before negotiating valleys inhabited by herds of alpacas beneath the snowcapped peaks.

It all sounds like a fabulous tour of Peru. Except, wait… what

about Machu Picchu itself? This is of course one of the world’s most famous attractions for globetrotting travellers, and it was high on Jen and Gav’s list when they set off. But they couldn’t get there – something to do with strikes, which sounds a bit baf ing but howe er it panned out, it wasn’t happening.

So the only thing for it was to keep going en route to Bolivia, the next destination on the itinerary.

As Jen and Gav left Peru after four weeks, how did it compared with Colombia and Ecuador?

‘To be honest, we preferred the previous countries,’ admits Gav.

‘The North of Peru was a vast expanse of desert and there was a lot of rubbish around. It also felt less welcoming and friendly than Colombia, although that was only our perception and the people were still great. It also felt like there was a lot more history in Peru, with all of the Inca and pre-Inca sites.’

So Peru was good. But Colombia was still the undefeated champ in their affections as the couple headed for Bolivia.

By now, with a good few months’ travelling under their belts, Jen and Gav had realised that trying to see absolutely everything isn’t the

best way to go about planning your time. Pick out your top priorities, slow down a touch and enjoy the experience.

‘We were happy to have a vehicle with four-wheel drive,’ says Jen, ‘but one that was a bit smaller than some of the huge trucks we had been seeing, as it meant we could access the narrower, winding mountain roads.

‘I think the only change we would have made at this point would be to have had the option of sleeping inside Ruby on occasion, as it restricted us in cities to having to find hostels or campgrounds on

Below: Mountain biking on the Death Road. No, we don’t know how it got its name either Right: On the subject of death, Cuachilla Cemetery is about as spooky an attraction as they come. Dating from the Nazca era, it’s populated by mummies like this – which have been sat there untouched for thousands of years

4x4 6pp Ruby Travel Sep.indd 64

30/07/2019 18:29

‘Flag Square’ is a colourful feature in the vastness of the Salar de Uyuni. If you’re a bit of a vexillologist (weren’t expecting us to say that, were you?), you’ll no doubt recognise several of these. But that there to the left, visible just above the Defender’s bonnet… t t ou t o or s r r r tt rou to t s to the collection, as you would be

the outskirts. Plus, if the weather was bad we could not live or sleep inside, so had to call upon the awning on occasion.’

Jen and Gav’s itinerary gave them a month or so in Bolivia, just as it had in Peru. Their research suggested that they were going to find it a more depri ed country than those they had travelled through previously, that good-

4x4 6pp Ruby Travel Sep.indd 65

quality diesel would be harder to come by – and that they would likely see more regular roadblocks.

Sounds promising. But once again, it’s when you’re least expecting it that the good stuff happens.

‘We spent a few days in La Paz, which stands at an altitude of 3650 metres,’ recalls Jen. ‘And we really enjoyed ourselves.’

‘It gave us the opportunity to sort our vehicle insurance for the rest of the South American leg of our trip. But we also took in an excellent city tour and mountain biked down Death Road – our favourite highlight!

‘Death Road was once named the world’s most dangerous road. We went with an excellent company called Extreme Downhill, and the bikes were in very good condition – with great brakes!’

These definitely got tested a few times, but having said that Jen turned out to be a bit of a daredevil on two wheels. She also forgot which side of the road she was meant to be on at one point, which was a little alarming for the Bolivian motorist coming the other way, and there was a scary moment when a couple of vultures swept across their path, almost sending

them down the hillside the wrong way – but it was all worth it for the glorious scenery during the 44-kilometre ride.

It was certainly a relief at the end, though. As was finally being able to get out of La Paz – not because there’s anything wrong with the place, but because they hit one of the many roadblocks they’d been warned about. Happily, after a polite discussion with the local rozzers, Ruby was pointed down a small off-road route that got her where she needed to be.

When we say small, it was actually thirty miles or so!

SEPTEMBER 2019 | 65

30/07/2019 18:29

Creeping back on to the hard salt crust after a bit of an incident involving gravity. When you get stuck on the Salar de Uyuni, you get really stuck. And really photographed, too, it would appear From here, Ruby’s destination was Salar de Uyuni – a truly iconic destination in the overlanding world. The world’s largest salt at, this co ers nearly 11,000 square kilometres – it’s a truly vast landscape whose thick crust of white salt is punctuated here and there by the occasional cactuscovered rock island.

‘We drove to a small place called Coqueza, on the north and quieter side of the Salar,’ says Jen. ‘It was a stunning environment with a colourful volcano behind it and the

6pp Ruby Travel Sep.indd 66

salt ats stretching out for miles in front of it.

‘There was also a small lagoon before the salt ats where amingos grazed. This was our wild camp spot for the night – and again, we loved being able to camp in such a beautiful place.’ ri ing on the salt ats themselves, where you can cruise along with nothing on the horizon for mile after mile, is a thoroughly surreal experience. Jen and Gav even stopped at the Palacio de Sal (salt hotel), which sounds like an

ideal resting place for the ‘seasoned’ traveller. Sorry…

‘We spent some time in the small town of Uyuni, where we met other overlanders who would journey with us on the off-road Lagunas route into Northern Chile,’ explains a . But first, a few more nights

of wild camping on the Salar were needed – including an overnight stop at the train cemetery!’ As if this isn’t enough of a man-made marvel in such an astonishing natural landscape, there’s also a marker for the Dakar Rally – which since relocating from North Africa

30/07/2019 18:30

Recognise this? Artesonraju is the mountain you've seen depicted with a ring of stars around it at the start of every Paramount Pictures movie you've ever watched Above right: As camp sites go, they don’t get much better than this. Wild camping is one of the pleasures of overlanding – once you’re settled into it, happening upon the perfect spot makes for the perfect moment. See also below… has passed through the area on a regular basis.

From here, Jen and Gav’s journey took them via the challenging Lagunas route. ‘This is a 260-mile trail,’ says Gav, ‘and we would spend four nights completing it before reaching Laguna Colorado, a shallow salt lake where the water appears red due to the sediment and pigmentation of the algae. The mass population of amingos also added to the vibrancy on display!’

The combination of off-road driving and stunning views is something you can read about in all the world’s guidebooks, and

4x4 6pp Ruby Travel Sep.indd 67

it would be reason enough to look forward to any part of your journey. But once again, it was special because of what cropped up without any planning – the other overlanders who joined Jen, Gav and Ruby in tackling the route.

After Laguna Colorado came Laguna Blanca and Laguna Verde – you can see how the route got its name! Beyond this, Jen, Gav and Ruby headed to Aduana, at an altitude of 5000 metres, ready for the crossing into Chile.

‘We’d spent more time at altitude in Bolivia and as a result it had been on the cooler side,’ says Jen. ‘The

days were bright and sunny and the nights very cold, while the terrain was beautiful and the salt ats and Lagunas route were like nothing we had seen before.’

The delegation of duties was working well at this point, too – as it must if an expedition is to go smoothly. Jen and Gav both shared driving time, though Gav did take the lion’s share seeing as Jen was in charge of international relations…

And when she wasn’t working her charm on the local police, she would handle the campsite pot washing once Gav had put on his nightly cooking masterclass. We’re

not sure which of them was telling the story at this point…

What’s clear is that while Peru was great, but not quite as enchanting as Colombia, Bolivia was truly memorable. Missing out on Macchu Picchu was a downer in the former nation, but between its many geographical wonders and man-made squeaky-bum moments, Jen and Gav had an absolute ball in Bolivia. Yes, there are bits on any expedition that you most look forward to, and yes the Salar de Uyuni would surely be among them.

But it’s when you least expect it that the magic really happens…

SEPTEMBER 2019 | 67

30/07/2019 18:30

OVERLOADING IS COMMON

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11:16 13:16 14:21 11:35

OUR 4X4S: PROJECT OFF-ROAD 90

he self fi ing andy…

Another spell on the sidelines, followed by some entertaining green lane action, leads our Defender 90’s owner to discover he o ns a tru k a able of fi ing itself…

I

t’s been a few months since we last carried anything about Project 90. I still don’t truly know what to do with it, which has got to be further evidence of it being pretty damn good as it stands.

Having said that, standing is exactly what it’s been doing for most of the last few weeks. The combination of too many test vehicles and not enough time to go green laning is not a good one.

And yes, I do know how much of an ingrate that makes me sound…

While it was parked up, one of the 90’s BFG Mud-Terrains developed a slow puncture. I returned after a few days away and it was at as a pancake, so on went the compressor and back up it went. A week or so later, it was down again, so I blew it back up and that was the pattern for a while.

Finally, a recent roadbook gave me the chance to take the 90 out to play. Obviously, I was wondering how the tyre would hold up, but there

70 | AUGUST 2019

1.5 Our 4x4s 90 Sep 19.indd 70

wasn’t much else to do than just chuck a load or air in it and set off.

And you know what? It hasn’t lost even a pound of pressure since. The self-fixing puncture – I should take that concept on to Dragons’ Den or one of those things. (Does Dragons’ Den still exist? I might have made myself look very old there…)

So anyway, the 90 polished off its roadbook duties with aplomb. But then it was time for the MOT test, and I wasn’t feeling ery confident. One of the mud aps started pulling out a while ago, which can only mean one thing for the state of the rear crossmember.

Yes, a Defender with a crusty rear crossmember. I know, I never heard of such a thing either.

It’s not far enough gone to have failed the MOT, which is good for now. It came back with a big fat advisory, though, saying ‘rear integral body structure or chassis corroded within 30cm of a mounting, but not seriously affecting overall secu-

rity crossmember’. To cut to the chase, it’s going to want doing for next year.

Meanwhile, you might recall that no sooner had we bought the 90, just over a year and a half ago, than we were moaning about a strange, intermittent vibration that would crop up early on the way through the gears, then again at around 55mph. There was a strange resonance that felt like a coil-bound spring trying but failing to open and close, too. So we took it in to an excellent Land Rover specialist near us, who did the obvious thing and dropped the props off to check for worn UJs, but nothing doing there.

This was at the time when the 90 had its previous MOT, which didn’t throw up any issues that could be causing the vibrations. Can’t be anything serious, then.

They were still there, though. And after some more laning, complete with a couple of wicked axle-twisters, they were worse. Now, the resonance was more frequent, and the vibration around

4x4 30/07/2019 16:36

55 was harsh – to the point where I felt it was threatening to throw me off-line.

Talking of axle-twisters, I’ve been a consistent critic down the years of Land Rover’s use of traction control on Defenders of this era, arguing that proper diff locks would be cheaper, more effective, more reliable and less damaging to the vehicle and, in particular, to the ground over which it’s driven. I maintain that I’m right, but I must also say that on the sort of terrain we were dealing with here, it didn’t need them. I’ve no idea if the 90’s traction control came in, even momentarily, but long-stroke suspension and even ground pressure count for a lot.

Back to those vibrations. While the 90 was up on the ramps, the tester pointed out something else. This was that two of the springs weren’t properly seated. A raised eyebrow or three… It was the work of a moment to pop them back in – and since then, it’s been like driving a new vehicle. A new vehicle with a Bentley badge on the bonnet, compared to what it was like before.

I’ e no definiti e way of knowing whether one, or indeed both, of the springs were already out of true for the last MOT. The bad vibes I was getting before it have now disappeared, however. So my guess is that one of them was unseated, then a second one came away prior to the problem getting worse. Either way, job done now.

t

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u o r ross

o

r

u

o tss

t o that o

And the difference really is remarkable. I used the 90 as the support vehicle for a photoshoot with the Jeep Wrangler you can read about in this issue, which meant a long run on the motorway, rough green lanes (including a couple of really rough ones and finally a oyous thrash home ia some of the very best A and B-roads across the glorious scenery of the Peak District.

Yes, the Peak District. In a 4x4. And I didn’t get machine-gunned on sight. My luck is holding.

s

o t to fi ts

or t

utur o

Further evidence for the charmed existence I appear to be leading at the moment came from another interesting aside thrown up by the 90’s recent visit to the MOT man. The previous test had scored me an advisory for minor damage to the driver’s seatbelt – but this time round, the same guy let the same belt go unnoticed.

Result. Small one, but a result. Must be that self-fixing magic at work again. Maybe now I’ll try it on the rear crossmember…

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SUFFOLK LANE FREED OF ILLEGAL OBSTRUCTIONS AFTER LONG LEGAL BATTLE

RIGHTS OF WAY USERS in Suffolk have regained access to an unsurfaced road in the village of Clopton, just north of Ipswich, after a lengthy legal battle by the Green Lane Association to have illegal width restrictions cleared from the route.

The road, called Church Lane, had been obstructed by a landowner using concrete blocks, which were set at a width which allowed access to horses and motorbikes but prevented 4x4s from gaining access. These appear to have been put in place during the summer of 2011 – they’re visible in Google Street View images from September of that year, but the same image taken that May show the lane entrance to be clear.

Initially, GLASS representatives in the area reported the obstruction

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to the highway authority, Suffolk County Council, which in turn approached the landowner. He refused to remove it, arguing that a 19th Century Ordnance Survey map of the village showed the lane with a width which, if scaled up, would only be sufficient to allow a horse and cart to pass.

Ridiculous though this might sound, the highway authority told GLASS that while it accepted the route’s status as having vehicular rights, it was minded to agree a width of 1.72 metres – despite there being a much greater physical width between the lane’s hedges and boundaries.

With historical usage being pivotal in these cases, GLASS provided evidence to the highway authority that a typical Suffolk Farm wagon was wider than the

landowner was claiming. It also obtained a statement from the Ordnance ur ey confirming that it is not possible to determine the width of a road simply by scaling up from an old map.

Despite this, the obstructions remained in place. ‘The lack of a robust enforcement policy by Suffolk CC allowed the landowner to ignore the law,’ explained GLASS. ‘Although at one stage the concrete

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OFF-ROAD CALENDAR

UK Convoy Tours 10-11 August UK Landrover Events Wiltshire

blocks were moved, they were still left in such a position as to form an unacceptable width restriction.’

Part of the problem here is that illegal obstructions are much easier to deal with on public rights of way (byways, in this case) than they are on unclassified county roads. A explains Although the ighways Act 1 1 places a statutory duty on the highway authority to protect and assert the rights of all users (S130), the procedure for enforcing the removal of an obstruction is less straightforward if the road is a UCR rather than a Byway Open to All Traffic. rom the same act, 1 0 gives the right for a user to apply to a Magistrates Court for an order requiring the highway authority to remove an obstruction from a byway (or any right of way), but this procedure doesn’t apply to public roads which aren’t on the efiniti e Map as rights of way.’

A instructed a solicitor to write to the authority requesting that they arrange for the obstruction to be removed, but even then little action was taken and the restriction remained in place. The association therefore followed up by taking counsel’s advice and its solicitor prepared to take enforcement action in the igh Court, using the procedure for a judicial review.

This would involve a judge being asked to consider the legality of the highway authority’s decision to allow the obstruction to remain. owe er a further solicitor’s letter informing the highway authority of this next move, accompanied by a freedom of information request for evidential information, appeared to convince those responsible that A was serious in its defence of green lane users’ rights, and the obstructions were subsequently

4x4 8pp Scene Sep.indd 73

remo ed without the need for igh Court action.

A ictory, then, howe er the case of Church ane is one which illustrates the diversity of challenges facing rights of way users. The defence of the most popular ‘honeypot’ lanes is a major part of the work A does, as are the many maintenance projects in which its members (and many others) get involved. Small and seemingly insignificant lanes can still have critical importance, however, because of the legal precedents they can create. If one rogue landowner can obstruct a right of way and get away with it due to a combination of weaknesses in the law and inactivity on the part of the highway authority, so can another, and another, and another.

As the reen ane Association concludes: ‘This case illustrates the importance of a user group like A being able to obtain specialist legal advice, and having the financial clout to take councils or landowners to court where necessary. Your annual subscription to A helps to keep our ighting und topped up and enables us to take robust legal action in cases where normal local negotiations have failed.’

The amount of knowledge, goodwill and enthusiasm within A is almost limitless. And being a member also gives you access to Trailwise – the phenomenal online database of rights of way which is an invaluable route planning tool for lane users. i en that the lanes themsel es cost nothing at the point of use, an annual membership fee of £44 is next to nothing. Especially when it will help to ensure that using them is something you’ll still be able to do at all in the future.

17 August UK Landrover Events Tyne and Wear

17-18 August Protrax Wales

18 August UK Landrover Events Dales and Eden

26-27 August UK Landrover Events Cumbria/Yorkshire

29 August UK Landrover Events Eden District

31 August UK Landrover Events Yorkshire Dales

7-8 September 4x4 Adventure Tours North Wales

14-15 September Atlas Overland Wessex

19-20 September UK Landrover Events Eden/Tynedale

21 September UK Landrover Events Tynedale

21-22 September 4x4 Adventure Tours North Yorkshire Onelife Adventure Yorkshire

1 September

Protrax Wales

UK Landrover Events Durham Dales

Trailmasters Yorkshire

6-8 September

28-29 September

Onelife Adventure Coast to Coast (Cumbria/Yorkshire)

Protrax Wiltshire

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BIRCHALL EMERGES FROM BXCC BATTLE TO TAKE VICTORY AT FORREST ESTATE

Words and pictures: Gary Simpson / Songasport

JUSTIN BIRCHALL AND JONATHAN KOONJA battled through two tough days of competition to take victory at Round 2 of the Britpart British Cross Country Championship. The event was part of the Scottish Grand Safari, held over two days and 127 miles at Forrest Estate in South West Scotland.

Birchall led after two runs in his Lofthouse Freelander. But after run three, it was Adrian Marfell and Paul Bartleman who headed the leaderboard, just three seconds in front after 32 miles of competition.

Marfell had won the opening event of the season, and the stage

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seemed to be set for an engrossing battle between him and Birchall.

Sadly, however, Marfell’s Fouquet-Nissan went off the road and out of the event on run four.

Birchall continued to set the pace, ending the seven runs of day one more than two minutes ahead of Mark Jacques and Adam Nicholson. hill Bayliss and ance Murfin sat in third at this point in their Land Rover Special.

The challenging 10.6-mile course was causing problems, with Jason Rowlands snapping a drivebelt on his Can-AmX3, Richard Wynne-William succumbing to

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Pay-and-play events

gearbox problems and Mike Moran retiring with a cracked inlet manifold on his Lofthouse Evo. A further fi e runs took place on day two and Birchall maintained his pace to take the win with Jacques in second.

‘It’s been an extremely hard event,’ said Birchall. ’The quarry sections were particularly tough.

The course was very challenging and it’s been harsh on both the car and the crew. I’m very happy with the win – it’s all to play for in the championship now. Hopefully Adrian and Paul are ok after their off.’

For the second consecutive event, Jacques achieved his best ever championship result. ‘It’s been a great weekend,’ he said, ‘a tough course which was hard on the car and hard on the Lofthouse Motorsport team who had to work hard keeping us going. We didn’t really have any major issues though. The main problem was losing the fans, but we managed to bypass those.’

It was a best-ever British result for Bayliss in third too – a position he maintained despite breaking a propshaft and having to do his last two runs with just rear-wheel drive.

‘We had a lot of niggles with the car, but it was a case of just getting on with it,’ said Bayliss. ‘I’m still learning how the new car handles.

Racing in the damp and slippery conditions here was very different to the dry tracks at Walters. It was a cracking weekend – the course was scary in some places!’

Rob Bool and Steve Llewellyn finished fourth in their AT x Indy Challenger, ahead of Andy Degiulio

and Paul Foley – who, despite a few punctures, had a successful event in their Milner R5, which had been rebuilt after a high-speed crash at Round 1. Martin and Aston Cox were sixth in their GSR 206.

Phil Ibbotson and Karina James had a good run to seventh in their Metro 6R , although Ibbotson may have needed a change of pants after fighting to a oid putting his car into a ditch on the exit from one of the quarry sections – a moment that covered around a hundred metres of frantic lock-to-lock action.

Chris and Oliver Speakman finished eighth in their amaha , making them the fastest of the UTV competitors. Oisin Riley and Philip Richards were ninth in their Polaris, with the Insanity Racing team of Jon Damrel and Nic Blundell taking their Land Rover Tornado to tenth – a great result after the problems the car had at Round 1. te e mith and ohn riffiths finished ust outside the top ten in their Clio V8, while Chloe Jones and Rebecca Clarkson were 12th o erall and first in class on what was their first e ent together.

Michael Wilson and Ian Letman had a crash part way through day one, their Freelander rolling twice down a bank and colliding with a tree stump on the way. The car was recovered, however, and they continued undaunted, just managing to get in their final run on day one with seconds to spare. It was worth all the effort, though – after a less dramatic day two, they ended the event taking 13th place overall and winning the production class.

11 August

8 September

4x4 Without a Club

4x4 Without a Club

Harbour Hill,West Berkshire

Harbour Hill,West Berkshire

Essex, Rochford and District 4x4 Club

Essex, Rochford and District 4x4 Club

Rayleigh, Essex

Rayleigh, Essex

Hilll N Ditch Mouldsworth, Cheshire

Hilll N Ditch Mouldsworth, Cheshire

Protrax

Parkwood 4x4

Tixover, Northamptonshire

Tong, Bradford

Slindon Safari

Protrax

Fontwell,West Sussex

Tixover, Northamptonshire

18 August

Slindon Safari

Explore Off Road Silverdale, Stoke-on-Trent

Frickley 4x4

Fontwell,West Sussex

15 September

Frickley, South Yorkshire

Explore Off Road Silverdale, Stoke-on-Trent

Muddy Bottom

Frickley 4x4

Minstead, Hampshire

Mud Monsters East Grinstead,West Sussex

Frickley, South Yorkshire

Muddy Bottom Minstead, Hampshire

24 August

Mud Monsters

Kirton Off Road Centre Kirton Lindsey, North Lincs

21 September

25 August Cowm Leisure Whitworth, Lancashire

East Grinstead,West Sussex

Burnham Off-Roaders Tring, Hertfordshire

22 September

Kirton Off Road Centre Kirton Lindsey, North Lincs

Burnham Off-Roaders Tring, Hertfordshire

Protrax

Slindon Valley

Tixover, Northamptonshire

Slindon Valley

Fontwell,West Sussex

Fontwell,West Sussex

29 September

1 September

Cowm Leisure Whitworth, Lancashire

Devil’s Pit

Devil’s Pit

Barton-le-Clay, Bedfordshire

Barton-le-Clay, Bedfordshire

Frickley 4x4

Frickley 4x4

Frickley, South Yorkshire

Frickley, South Yorkshire

Muddy Bottom Minstead, Hampshire

Hilll N Ditch Mouldsworth, Cheshire

Picadilly Wood Bolney,West Sussex

Kirton Off Road Centre Kirton Lindsey, North Lincs

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ODYSSEY CHALLENGE TEAMS BATTLE TO STAY AFLOAT IN FLOODED DEEP SCAR DRAMA

Words: Pip Evans Pictures: Tomasz Jarecki and Stu Fitzhugh

TWO OF THE PERENNIAL sites on the Viking 4x4 Club’s Odyssey Challenge circuit are Weekley Woods and Deep Scar, both of which lie adjacent to each other on the Boughton Estate near Kettering.

These have been used together for two-day events on several occasions, but this year their proximity lent itself to another of the club’s regular innovations.

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This was the introduction of a new format with more driving and less winching. The inaugural event, of which more in a later issue, was called Lap of the Gods; it was held at Weekley Woods on a Saturday, with competitors shuf ing o er to Deep Scar for Round 3 of this year’s Odyssey Challenge the following day.

It wasn’t mandatory to take part in the Lap of the Gods, but the spirit of competition in the winching

world is such that most Odyssey teams did show up a day early to give it a crack. They found it pretty brutal and unforgiving on their trucks, however – meaning several were left in no fit state to compete the following morning, as a result of which there was a relatively low entry in the Odyssey event.

This round was sponsored by LOF Clutches, a company which has developed a wide range of parts including dampers, forged centres and even complete release bearing units.

The company very much builds to a standard, not a price, and its philosophy is always to be able to build its own top-quality solution to suit its customers’ needs. So if, for example, you need a bespoke clutch plate to match a Mercedes engine

to a Defender gearbox, LOF are the people to talk to.

The organisers had set up the event a week previously, after a long spell of dry weather. Naturally, the moment they were finished it started raining and never stopped, meaning the Scar was now full of water. In one narrow, rocky gully, a waterfall was gushing past a punch which had been set out when it was completely dry – the conditions were so bad that it wasn’t possible to be sure how many of the punches were still accessible at all.

Thus the competitors were briefed that if they collected 40 out of the 50 punches in the site, they should return to control for a new card – and that if a punch was under water, they didn’t need to

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attempt it! Wise words, as it turned out – one of the competitors later reported that while they were collecting a punch, a brand new waterfall suddenly erupted out of the side of the Scar as water continued to pour off the fields.

Among those taking part were Simon Ward and Johnny Johnson, both of whom had no chance of winning as their vehicles, set up under Lap of the Gods regulations, were either ineligible for Odyssey points or didn’t qualify for their normal classes. imon was running on tyres which exceeded the maximum size permitted in the Odyssey Challenge, while Johnny had a welded rear diff. Both these teams competed simply for the fun of it – which of course gave others an opportunity to get higher up the leaderboard.

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As it turned out, most of the site was accessible – despite the odd waterfall! But there was one gaggle of punches placed in a deep, muddy depression which proved a bit too much. A couple of guys drove in until the water got to their door tops then decided to think better of it. This was a wise mo e, as there is no way of knowing if there was deep rut or hole ahead which could suddenly dunk a truck by another couple of feet – thus submerging it completely.

Among those whose trucks had survived the Lap of the Gods was Charlie arper. But he was to be dealt a cruel blow when, having driven to the centre of the site via a perimeter track and dropped into the depths, he broke down before e en getting to his first punch. This left him with the extremely difficult

task of getting back out again – so at least he did have a challenge to face up to, even if it wasn’t one that involved scoring any points!

A few other teams also seemed to be struggling, with some worrying sounding clunks and clanks emanating from their dri etrains.

Enough of them were still running by the end, however, for there to at least be a winner in each class.

The first of these was Richie Lott, by dint of being the only competitor in Class 1 to make it home. A score of 1101 points is uite lowly, but to finish first, first you ha e to finish.

Twice as many competitors survived in Class 2, with Tom Sharp and Tom Jolliffe taking top spot on 3420 points. That’s a much lower score than they normally achieve, which says something about how tough it was in the Scar, but it was enough to put them ahead of Kevin Bates and Joby Hooley, who collected

1 . ohnny and Tracey ohnson also deserve a mention here too, howe er. Though their technical infringement meant a zero score, they still put in a good effort on the day.

The same can be said for Simon Ward, who would have been up with the leaders in Class 3 were it not for his technical zero. As it was, Ben Mark and Chris Sutcliffe finished on , putting them third in what was their first Class e ent after several years of dominating Class 2. econd went to Mat Bain and a id Burton, on 1 points, while the class win went to Scott aynes and ames atts, on 1 2.

To put things into perspective, the average top score at Odyssey events is well over double what Mat and David managed in winning Round . o their prizes from O Clutches were well deserved – though everyone deserves a medal for just surviving the rigours of a very wet Deep Scar!

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Overland Travel

OFF-ROAD CALENDAR

12-23 August

17 September

3-16 October

24 March – 6 April 2020

Low-Range Adventure Pyrenees Coast to Coast

Peru Safari Peru

Trailmasters Morocco Atlantic Sahara

Trailmasters Morocco Marrakesh Classic

16-30 August

22-28 September

11 October

3-19 April 2020

Venture 4x4 Iceland

Tracks and Trails Pyrenees

Peru Safari Peru

Ardent Adventure Morocco

24 August – 4 Sept

29 Sept – 17 Oct

25 Oct – 8 Nov

4-16 April 2020

Trailmasters Morocco

Protrax Morocco

Trailmasters Morocco Draa Valley

Atlas Overland Morocco Classic

24 August – 7 September

30 Sept – 13 Oct

3-19 November

4-15 May 2020

Atlas Overland Portugal

Atlas Overland Morocco

7P Overland Baja Mexico

Low-Range Adventure Portugal

1-15 September

October

15-19 November

16-30 May 2020

Ardent Adventure Pyrenees

Venture 4x4 Iceland

7P Overland Utah

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7-15 September

12-26 October

7-30 November

20 May –2 June 2020

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Onelife Adventure Algeria

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11-25 September

12-27 October

15 November

25 May – 10 June 2020

Protrax Pyrenees

4x4 Adventure Tours Morocco

Peru Safari Northern Peru

Protrax Pyrenees

15-29 September

13-31 October

3 December

6-13 June 2020

Tracks and Trails Pyrenees

Protrax Morocco

Peru Safari Peru

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16-21 September

19 Oct – 3 Nov

1-9 February 2020

10-24 June 2020

7P Overland Utah and Colorado

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Ardent Adventure Galicia

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16-27 September

22-30 September

7-9 February 2020

13-20 June 2020

Low-Range Adventure Portugal

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7P Overland Utah

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16-29 September

29 Sept – 17 Oct

7-26 March 2020

22 June – 7 July 2020

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Protrax Morocco

Atlas Overland Corsica

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ROADBOOK

WEST NORTHANTS

Summer-only trails in the heart of England The area where Northamptonshire, Leicestershire and Warwickshire come together is a gently rolling region of mixed farming and quaint villages. It’s criss-crossed by a network of byways and unsurfaced roads, most of which are suitable for any 4x4 with decent ground clearance, and despite the lack of proper hills there are some great views to be had as you explore. This route is only usable between 1 May and 30 September, however, due to the widespread use of seasonal closures which, heavy-handed though it may seem, has helped keep some quite sensitive lanes in a good, driveable condition.

ROUTE GUIDE

IS IT SUITABLE?

NB Due to seasonal closures, this route can only be used between 1 May and 30 September START Walcote (SP 567 836) FINISH Napton on the Hill (SP 646 618) HOW LONG? 60.1 miles / 5-6 hours TERRAIN Gently rolling woods and farmland HAZARDS Farm vehicles; Occasional mild ruts; Low traction when wet OS MAPS Landranger 140 (Leicester) Landranger 141 (Kettering and Corby) Landranger 151 (Stratford-upon-Avon)

TYRES

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WEATHER LOW BOX SOFT-ROADERS SCRATCHING DRIVING DAMAGE

All-terrain pattern likely to help.

Not ideal on low-profile tyres Avoid when very wet Not required Mainly suitable, but not without recovery to hand Infrequent and mainly mild Important to pick the right line in places. Some tricky navigation.

Millions of gates to open No need for it to happen

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4

1.3

5

1.45

Step 1: The route starts in the ssar filling station on the through Walcote

1

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2

0.7

3

1.15

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SP 567 836

ain

tart at the Essar filling station on the main A 0 through alcote. ero your trip as you exit the forecourt, turning right then immediately right again on to winford Road

SP 569 825

6

1.55

7

1.65

8

SP 583 807

2.15

4x4 30/07/2019 14:40

9

USING OUR ROADBOOKS

2.75

Our roadbooks guide you through the countryside on a mixture of surfaced and unsurfaced roads.The tracks we use are public rights of way, either Byways Open to All Traffic or Unclassified County Roads, all commonly referred to as green lanes.

10 3.5

NAVIGATION

Clay Coton 1

11 3.85

Cold sh y horn y

12

SAFETY

8.6

13 9.35

Caution this is a fast, busy road and the junction is next to a blind summit

ZERO TRIP Wel ord us ands os orth 1

14 0.75

We’ve deliberately made it as easy as possible to follow the route, using a mixture of instructions, tulip diagrams and grid references.We normally only include junctions at which you have to make a turning or don’t have right of way, so just stay on the main road or take the most straight-ahead option unless we tell you otherwise.

If you’re unfamiliar with six-figure grid references, you’ll find a guide to using them on the legend of any OS map. Our aim is for you to be able to do the route without maps, but we do recommend having them.

SP 660 779

Immediately after the road on the left for the A1 , turn right signed no access to A1 ’

The notes on the first page of the roadbook advise you of how suitable it is for your vehicle.These are just guidelines, however.We’ll warn you of any hazards or difficult sections, but the nature of any green lane can change quickly.Wet weather can make a huge difference to the conditions underfoot, and what’s wide open in winter can be tightly enclosed and scratchy in summer.The responsibility is yours!

Our roadbooks are designed to be safe to drive in a solo vehicle, and are largely suitable for standard 4x4s on road tyres. We do recommend travelling in tandem wherever possible, however.The risk of getting stuck can be greater than it appears – and if you break down, having help at hand can make the difference between it being inconvenient and downright dangerous.

RESPONSIBILITY

15 0.95

16 2.5

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SP 662 780

Irresponsible driving is a massive problem on green lanes. In particular, you must always stay on the right of way. Never drive off it to ‘play’ on the verges or surrounding land, even if you can see that someone else has; doing so is illegal and can be tremendously damaging, both to the land and to 4x4 drivers’ reputation.

The fact that you can see where it’s happened shows how much harm it does. It’s no excuse to say you’re just following where another driver has already been. Most green laners have taken to videoing anyone they see behaving like this and passing the evidence to the police.

Elsewhere, simple common sense and courtesy should be your watchword.The do-and-don’t list

below should always be in your mind, but keep your speed down, be ready to pull over for others and show the world that 4x4 drivers aren’t the hooligans some of them think we are.

ANTIS

Anti-4x4 bigotry does exist, but it’s less common than you’d think. By and large, it’s limited to organisations who just want to get the countryside all to themselves.

These organisations are beyond being reasoned with, but it’s rare to encounter real hostility even from their rank-and-file members. If you’re friendly towards the people with whom you share the countryside, the vast majority will respond in kind.

There are always bad apples, but no more so than anywhere else.

Likewise, most local residents will accept your presence if you’re driving sensibly.What suspicion you do encounter is likely to be from farmers worried that you’re there to steal from them, so be ready to offer a word of reassurance. Once satisfied that you’re not after their quad bikes, their mood will lighten.

It only takes one vandal to tarnish a person’s view of all 4x4 drivers, and once the damage is done it tends to be permanent. But if enough of us resolve to be ambassadors, it might make a difference to the way we’re perceived by society in general.

DO AND DON’T

• Keep your speed right down • Pull over to let walkers, bikers and

horse riders pass • Don’t go in large convoys: split into small groups to avoid hassling others • Leave gates as you found them • Don’t drop litter. Do carry a bin bag and a pair of stout gloves so you can pick up other people’s, though • Don’t go back to drive the fun bits, such as mud or fords, again • Scrupulously obey all closure and voluntary restraint notices • Don’t cause a noise nuisance, particularly after dark • Ensure you have a right to be there.We research the routes on our roadbooks very carefully, but the status of any route can change without notice • Be prepared to turn back if the route is blocked, even illegally • If you find an illegal obstruction, notify the local authority • If someone challenges you, be firm but polite. Stay calm and don’t let them turn it into a fight • Stick absolutely scrupulously to the right of way • You have as much of a right to be there as everyone else.Which means they have as much right as you

E TEMBER 201 | 83

30/07/2019 14:40

Step 18: The arn at the turning has definitely seen etter days Step 20 (right): The gates ay e in the closed osition ut they should only e locked ro cto er to the end o ril

17

23

3.85

8.5

ase y attle ield Fair a es ie

18

SP 713 791

4.65

9.0

19 5.65

20

7.9

22 8.25

84 | SEPTEMBER 2019

12pp Roadbook September.indd 84

25

Pass to the right of the tree with the village notice board on it

26

Caution over the main road as you dog-leg right on to the no through road

9.3

SP 741 779

Caution – this is a busy road

9.35

7.75

21

24

There’s a hole in the track which is likely to be full of water. It’s firm enough underneath, so there’s no need to boot your way through

A section of the track is quite rutted, with some sharp bumps – and the whole way along, the surface is likely to be hidden by long grass

27

ZERO TRIP

Dead slow past the houses

1.35

28 1.75

Caution as you go from one field to the next, you cross a very narrow bridge over a deep culvert. There are no barriers, nor any sign of the hazard until you’re right on top of it

4x4 30/07/2019 14:40

29 2.2

32

ZERO TRIP

3.5

Creaton

30

33

31

34

2.4

2.95

0.25

SP 708 731

The lane starts with a chicane built into it to keep travellers’ buses at bay. It looks o ergrown at first, but it’s okay once you’re in

There’s another chicane as you exit the lane

1.0

35 3.2

Cold sh y 1

36

This is very shortly after step 22 – your trip meter might well still be showing the same mileage

3.25

Guils orough Coton Ravensthor e

4x4 12pp Roadbook September.indd 85

2 4

SEPTEMBER 2019 | 85

30/07/2019 14:40

37

SP 665 751

3.7

5.3

42

38

Turn right on the A428 for Rugby

6.45

4.05

39

41

The scruffy road surface starts turning into a gravel track after the cattle grid

4.2

43 7.2

Win ic elverto t

40

You’ll see two gates ahead of you – take the one on the left, following the byway sign

4.4

1 212

44 8.1

Win ic only

Step 47: The byway does go the way the sign point…until immediately after the gate, where it turns 90 degrees right

86 | SEPTEMBER 2019

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4x4 30/07/2019 14:40

45

It’s signed as a no through road

8.75

51

48 9.35

49 9.9

4x4 12pp Roadbook September.indd 87

SP 648 755

1.3

8.9

8.95

ZERO TRIP

10.1

46 47

50

SP 628 739

Follow the road left through a wooden gate then immediately after it turn right on to a track. This strikes out at about 90 degrees to the right of where the byway sign is pointing

The track becomes indistinct after the gate – just follow the faint tyre marks along the right-hand field edge

52

Caution as you come on to a long and quite steep descent

2.35

53 2.6

54 2.8

SEPTEMBER 2019 | 87

30/07/2019 14:40

55

58

The turning is by a red post box. It’s signed as a no through road

56

59

Follow through the gate as the road becomes a track

57

60

3.7

7.15

7.35

4.05

6.1

8.05

Clay Coton Lil ourne

88 | SEPTEMBER 2019

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ZERO TRIP

1 2

4

4x4 30/07/2019 14:41

61

65 4.0

1.2

LLM R

62 2.1

L

Turn left on the main A5 then immediately right on the track, watching out for traffic the whole time

F

4.45

67

64

68 7.55

SC

12pp Roadbook September.indd 89

Turn right on High Street then left on Barby Lane

4.55

3.8

4x4

L

66

63 3.45

R

L L

Willough y 2

SEPTEMBER 2019 | 89

30/07/2019 14:41

69 9.3

70 1.25

Caution

this is a main road

ZERO TRIP

SP 501 677

ou’ll see a footpath sign first, but there’s the remains of an unclassified county road’ sign as you turn back o er your shoulder

71 2.25

72 2.5

Sa ridge 14 Shuc urgh 212

73

SP 503 659

This is very soon after step 59

2.55

90 | SEPTEMBER 2019

12pp Roadbook September.indd 90

4x4 30/07/2019 14:41

74 2.7

79

ZERO TRIP

7.5

Shuc urgh a ton

75 4.05

80

114

Caution – this is a major road

1.3

Southa Lea ington 42

76 5.15

81

Arrive at the Kings Head, on the main A425 by Napton on the Hill, for the end of the route

6.35

77 5.35

78 6.65

Step 81: Arrive at the Kings Head for the end of the route

4x4 12pp Roadbook September.indd 91

SEPTEMBER 2019 | 91

30/07/2019 14:41

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NEXT MONTH IN 4x4 First drives of the all-new SsangYong Korando and Mitsubishi’s stunning new-look L200 A seriously rare Suzuki Samurai becomes a seriously sorted off-road competition car Snakes, crocs and Landcruisers in a hardcore drive-out on Queensland’s toughest trail

ON SALE: 13th Sept Step 15: This

is the biggest ford

e’s been a lot of of the day. If ther

rain, it could be

quite deep, so

18

USING

Total Off-Roa d you through the countryside on and unsurfac ed r we use are pub li either Byways O or Unclassified C commonly refe rre

ion

caut approach with

e – visibility is Caution as you emerg to the right terrible, especially

Step 11: Th ZERO TRIP ey When did you take their field roads seriou last see a roa d sign like this sly in Leicestershire.

11.85 on a green lane?

13

7

9.95

Roadbook: Great views and tough trails in the valleys of West Yorkshire 5.05

19

14

8

10.2

7.9

15

round to the left, Follow the track the gate gh not ahead throu

11.5

9

8.0

16

10

8.75

lane – after Take it easy up thisyou pass the gs, the farm buildin car park entrance to a pub

11.8

Mel;ton 1 2 Cranoe 181 1 Church Lang ton 1 2 4 Glooston 4

SP 717 972

20 3.35

21 5.75

11.6

17

1.85

22 6.45

Fill in your name and address and give this form to your1newsagent 1

9.2 every month Please order 4x4 Magazine and reserve/deliver me a copy 2016 50 | NOVEMBER

12

9.55

TAL OFF-R OA D Newsagent This magazine is available to your wholesaler through Comag Magazine Marketing, Tavistock Rd, West Drayton, Middlesex UB7 7QE. Tel: 01895 444055 Fax: 01895 433602 TO

96 | SEPTEMBER 2019

96 Next Month Sep CHANGE ROADBOOK?.indd 96

SAFETY

The symbols on the first the roadboo k advise you suitable it is for your vehi are just guidelin es, howev warn you of 112 any hazards o Field Road Sla ston sections, but 214 n Glooston allato the nature of 2 14 lane can chan ge quickly.We can make a hug e difference Your track is Inn opposite the Fox the left obvi conditions und Turnless two as you appr ous of the erfoot, and w oach wide open in winter can be enclosed and scratchy in sum responsibility is yours!

Our roadboo ks are design be safe to driv e in a solo veh R are largely suit able for standa on road tyre s. We do reco mm trav elling in tand em wherever h for this ford to If it’s wet enoug pos the sible, how It’s not a big ever.The risk have any water over have ford actual therlye’s ae, you’ll probably stuc of g sharpish drop , but surfac usk can be greater than into itroad previo the in as d daway it app roun the corner washe – and if you brea beenyou k down, having two by now at hand can mak e the differenc e between it bein g inconvenient a downright dan gerous.

RESPONSIB

When did you sign like this last see a road at unsurfaced righ a junction on an t of way?

Name Address

NAVIGATIO

We’ve delibera tely possible to follo wt mixture of inst ructi and grid refe rences. only include junction have to make a turni right of way, so just s road or take the mos option unless we tell If you’re unfa miliar grid referenc es, you’ll using them on the lege map. Our aim is for yo do the route without m do recommend having t

Stonton Wy

ville

ILITY

Irresponsible driving is a mas sive pro

blem ADgreen lane -ROon TOTAL OFF s. In particu you mus

t always stay on the right of way. Never drive off it to play o the verges or surrounding land, eve if you can see that someon e else has; doing so is illegal and can be tremendously dam land and to 4x4 aging, both to the drivers’ repu tation.

The fact that you can see whe it’s happened shows how muc re h harm it does. It’s no excuse to say you’re just following where another driver has already bee n. Most green laners have taken to videoing anyo ne they see behaving like this and passing the evidence to the police, which shows how much ange r there is tow ards the criminal elem ent.

Elsewhere, simp le common sense and cou rtesy should be your

4x4 30/07/2019 18:53

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