Pick-up & 4x4 Pro January 2019

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NISSAN NAVARA

Special edition takes on luxurious pick-up rivals

WINTER PREP: What you need to be unflappable this winter USED BUY: The MK4 L200 was a great truck, and it still is TESTED: Nissan Navara N-Guard, SsangYong Musso EX

MARKET LEADING SPRAYED-ON BEDLINER AND EXTERNAL PAINT AND FABRIC PROTECTOR

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EXPERIENCED DRIVER DEPICTED

WHAT AR E YOU BU I LD I NG FOR ?

B U I LT T H R O U G H E X P E R I E N C E … E AR N E D O N T H E T R A I L BFGO ODRICH.CO.UK

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03/12/2018 21/09/2018 21:54 15:49

Britpart are delighted to now be an approved stockist for the entire ARB range of products in the UK. For nearly 40 years Britpart has been synonymous with parts for Land Rovers and now we are expanding our range of quality aftermarket parts with the introduction of the ARB catalogue for a multitude of 4x4 vehicles.

ARB’s range of products includes Air Lockers & Steps & Side > > Protection Compressors > Tyre Accessories > Camping Equipment > Canopies > Underbody Protection > Drawers > Lights > Linx Old Man Emu > Suspension > Rear Protection Recovery Points & > Equipment > Roof Racks > StealthBar Bumper

sales@britpart.com

ARB accessories & suspension products for a wide range of manufacturers & models Ford Ranger / Isuzu D-Max / Jeep Cherokee & Grand Cherokee & Jeep Wrangler Land Rover Defender & Land Rover Discovery / Mitsubishi L200 / Nissan Navara & Pathfinder Toyota Hilux / VW Amarok

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JANUARY 2019

Contents Jan.indd 2

PICKUP & 4X4 PRO 03/12/2018 21:54

PICKUPPRO

& 4X4

THE MAGAZINE FOR THE PICK-UP AND 4X4 PROFESSIONAL

THIS MONTH J A N U A R Y 2019 News 4 5 6 10 11

Jeep Gladiator Wrangler-based pick-up is a go Mitsubishi L200 New model to come next year Volkswagen Tarok Concept truck launched in Brazil Rivian Electric American truck on the way Dairy-Tech Farming show returns for another year

Products 42 44 46 47 48 50 52 53

Ironman 4x4 Aussie draws and wings for Land Cruiser Airride Bringing Boss Bags to the UK NLG Roll-top covers for the Ford Ranger Nightsearcher A torch that is always prepared EDGE US truck tents imported for British drivers Pedders Rear brake conversion for Ford Ranger Deranged Essex trucks just to order Rhino Linings Full works on Land Rover pick-up

Features 12 18 24 32 38

Navara N-Gaurd Special edition adds luxury SsangYong Musso Base spec new truck put to the test Used: L200 Nab an example that still packs a punch Winter Prep How to beat the perils of winter Protrax Hands on off-road driver training

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03/12/2018 21:54

NEWS

JEEP GLADIATOR PICK-UP COMING IN 2020 The Wrangler-based double-cab is confirmed after months of speculation

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fter a fair while of intense speculation, Jeep have officially revealed their Wrangler-esque pick-up, a.k.a. the Gladiator – and it will be coming to Europe in 2020.

The jaw-dropping design features the instantly recognisable front end of the newly released JL Wrangler paired with a five-foot truck bed. This means the frame is 31” longer than the Wrangler and has over 19” more in the wheelbase. It also promises to be an incredibly capable off-road pickup, featuring the Command-Trac and Rock-Trac off-road systems, rides on third-generation Dana 44 axles, has front and rear axle lockers and a limited-slip diff.

Top-spec models will also have an electronic sway-bar disconnect.

Gladiators will come ready

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for a day’s graft, with skid plates and rear tow hooks as standard.

The Rubicon spec will also have a heavy-duty steel rear bumper and will pose the option of a winch prepared counterpart at the front.

The ground clearance comes is at 11”, and the approach, departure and breakover angles are 43.6˚, 20.3˚ and 26˚ respectively. Standard wading depth is quoted at 30” and the Gladiator has a towing capacity of 3,470kg and 726kg payload.

The body-on-frame design rides on a five-link coil suspension system, with lightweight materials used to keep down weight and boost economy. Aluminium is used for the doors and their hinges, the bonnet, wheel arches, fold-down windscreen frame and the tailgate.

In another attempt to keep kerb weight down, the Gladiator’s track and stabiliser bars are hollow, and

the engine mounts and steering gear are, too, made of aluminium.

Taking lead from the new Wrangler, the Gladiator will feature a bed load of safety tech, with a grand total of 80 active and passive features – the headline gear being a front facing offroad camera. There’s also blind spot monitoring, adaptive cruise control, electronic stability control and electronic roll mitigation.

Jeeps fourth-generation Uconnect infotainment system is available via three different screens, measuring either 5”, 7” or 8” – the latter two are also available with satellite navigation.

Apple CarPlay and Android Auto are also up for grabs with the bigger screens.

Two engine choices will be offered with the Gladiator, with the 3.6-litre Pentastar V6 unit available

at launch and a 3.0-litre EcoDiesel V6 coming shortly afterwards. The petrol version kicks out 285bhp and 260lbf.ft and will feature stopstart functionality as standard.

The unit is ideal for truck life, as it’s designed to have a broad torque band that really comes into its own lower down. Once the diesel option hits the streets, punters will be able to have a more economical variant that combines 260lbf.ft and 442lbf. ft – also with stop-start abilities and paired with an eight-speed automatic gearbox as standard, unlike the petrol which has the sixspeed stick as stock.

News on the pricing and more detailed UK specs will come closer to the launch, but with the new Wrangler being more expensive than many predicted the Gladiator might be a pricey option when it finally arrives.

03/12/2018 21:55

NEWS

NEW L200 COMING IN 2019

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itsubishi have revealed the new L200, which hit the market in Thailand on 17th November.

The new version of the pickup that is celebrating its 40th anniversary has been updated and now incorporates the new generation Dynamic Shield frontend styling.

Tweaks to the interior are said to have made the truck more ‘modern

and robust’ in feel, with frames surrounding the switch panel and air outlets, plus soft pad materials and stitching on the floor, armrests and handbrake.

New L200s will come with either adaptive Super-Select 4WD or Easy-Select 4WD which simplifies the manual switching between drive modes for varying road surfaces. Both feature an off-road mode with settings for gravel, mud or snow, sand and rocks – all in low-range, of course. Hill-descent control will be fitted, too.

Safety features on the new L200 consist of Forward Collision Mitigation, Blind Spot Warning, Rear Cross Traffic Alert and Ultrasonic Misacceleration Mitigation System.

Larger front discs and callipers have been added in the updates, and rear dampers have been enlarged and accommodate more damping oil, giving a more planted ride. The gearbox has also switched

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to a six-speed automatic, up on the current five-notcher.

Following it’s release in Thailand later this month, the updated L200 is set to be rolled out sequentially in the company’s markets around the world, and eventually being available in 150 countries worldwide.

We’ll get more information on the European spec truck in the run up to its release on the continent at the end of summer in 2019.

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NEWS

VOLKSWAGEN LAUNCH TAROK PICK-UP CONCEPT

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olkswagen have launched the Tarok concept in Sao Paulo, an all-new pick-up truck set to hit the Brazilian market sooner rather than later. Allegedly with minimal changes to be made in becoming a production vehicle.

Set to match the tech content in their current SUV-offensive, the Tarok concept possesses a predominantly digital design.

The interior also features a colour-keyed crossbar across the dashboard, surrounding the glass covered infotainment set-up with a digital cockpit.

The Tarok concept runs on a 1.4-litre 148bhp four-cylinder TSI unit that can be driven in Brazil as a TotalFlex Fuel Unit – running on either pure ethanol or a gasoline-ethanol mixture, utilising permanent four-wheel drive. This differs from the unit that will be used in the series version of the Tarok – a 2.0-litre turbo diesel TDI with the same power output that

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would be more appropriate for other global markets.

Real interest in the Tarok, though, comes around the back, with a variable load space. The design allows the load space to be extended by both opening the tailgate and then into the cabin. A system is in place so that it is possible to fold the lower rear section of the cabin, and the three rear seats, thusly extended the load space. In its smallest, most standard form, the bed measures 1206mm from back to front. Then extend it into the cabin and you’re looking at a figure of 1861mm and with the truck bed down it rises to 2775mm.

This could be of interest to those wondering about the lineage of the next-generation Amarok, as it itself grew from a concept before Volkswagen set it into production in 2010.

One thing is for sure, the Tarok has potential to become a very versatile pick-up.

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03/12/2018 21:55

NEWS

AMAROK AVENTURA SPECIAL EDITION

New limited edition combines high spec list, range-topping engine and new matte paintwork THE VOLKSWAGEN ONETONNER is already one of the more luxurious offerings within the current pick-up market, but with the new Aventura special edition, it just got a bit fancier.

Powered by the most powerful 254bhp V6 in the range, the Aventura runs with the eightspeed DSG gearbox, permanent all-wheel drive and features an overboost function which temporarily ups power to 268bhp.

The interior features the Discover Media Navigation system, and the Aventura is fitted with other extra gadgets to make the driver’s life easier. The Lights and Vision package installs automatic headlights and separate daytime running lights that feature a coming home function along with

automatic windscreen wipers.

Seating comes in the form of Volkswagen’s ErgoComfort seats.

These come wrapped in Nappa leather and are 14-way adjustable.

The same leather also adorns the steering wheel which boasts controls for the multimedia system and houses paddle shifts to manually control the transmission.

Paint options are either Ravenna Blue or Indium Grey – both of which can be specified in a matte finish. If you do choose to go matte, the Aventura comes with a 24% saving on the usual price for the procedure, at £2,335 pre-VAT. The wheels are 20” Talca alloys and the exterior is fitted with a body-coloured sports bar, chrome plated side bars, under-body cladding, power folding mirrors

and a protective coating for the truck bed – to which you can add Mountain top roll covers for £1387.50 plus VAT. The Aventura Amarok is on sale

now, with pre-tax prices for the special edition starting at £39,960 at your nearest Volkswagen Commercial Vehicle centre.

INVINCIBLE 50 PRICING YOU MAY REMEMBER from last month’s issue that Toyota released a limited-run special-edition of the Hilux as a way of celebrating fifty years of the moniker. and now they’ve announced how much it

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will cost to get your hands on one.

After revealing a special edition – engineered with Arctic Trucks – to celebrate half a century of the Hilux, Toyota have now released the price for the 50 units.

The trucks have been given an OTR price of £39,995, and with that you get uprated suspension, beautifully utilitarian alloy wheels, Vision X spotlights and a numbered Invincible 50 plaque.

We’ve no doubt that the trucks will sell, and we’ definitely envy anyone who gets their hands on one. Here’s to another 50 years of the Hilux!

03/12/2018 21:55

NEWS

X-CLASS STORM EDITION

Limited run pick-up made available alongside trade offers by Merc Vans

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ercedes-Benz Vans have revealed a new, limited edition X-Class as part of the now annual Black Friday festivities.

Based on a X 250d 4Matic truck in Power trim, which sits on 19″ alloys and specifies black leather upholstery, Command Online infotainment system plus roof rails, LED headlights and a 360º parking camera. In addition, this limited run truck features a tonneau cover, load bed liner and black styling bar, along with side bars, a full set of mud flaps and velour floor mats.

Going on sale this Friday, aka Black Friday, the Storm Edition models will be available from £499 per month on Contract Hire with a £2,694 deposit (offer only available for business users). Those picking up a Storm X-Class will

also receive an exclusive two-hour off-road driving experience during December at one of three locations

across the UK. Until the turn of the year, Merc are also offering 48-hour X-Class

test drives through participating dealers in their network.

NEW JIMNY PRICING

Suzuki reveal competitive pricing for highly desirable off-roader

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uzuki have released details on the specs – and pricing – for the first new Jimny in twenty years, which goes on sale in January 2019.

There will be two models made available from launch, with the SZ4 and SZ5 trims both featuring AllGrip Pro selectable 4WD with a low ratio transfer box equipped as standard.

SZ4 specifies plenty of standard equipment, such as air-con, cruise control, dual sensor brake support, DAB radio, all-important Bluetooth connectivity and front fog lamps.

The top-spec model adds 15inch alloys and LED headlights, plus climate control, sat nav with smartphone connectivity, heated front seats, rear privacy glass and body-coloured door handles.

Lane Departure warning is standard on all models, as is the

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weaving alert function and high beam assist is standard, too.

With the latest slew of true offroaders have increasingly swollen price tags – the new Wrangler is almost thrice the price of the last one, the G-Class is priced out off green lanes and into music videos and the new Defender won’t be cheap, either – has the Jimny followed suit?

No. It seems the notion of greed didn’t enter the equation when the decision-makers at Suzuki got together to price up what is surely their most exciting release in a long, long time.

The SZ4 model will begin at £15,499 whilst the SZ5 is £17,999 with a manual, or £18,999 with an automatic transmission.

With figures like these, and such positive reviews so far, if you want a new Jimny, you might want to get in line, now…

PICKUP & 4X4 PRO 03/12/2018 21:55

NEWS

NAVARA HARDBODY FAILS NCAP SAFETY TEST

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he Nissan Navara is a truck that truly has a global presence. One place in particular that the truck, as with all pickups, is especially popular is the African continent. Many remote communities rely on pick-ups for a whole host of reasons, but in the same way home mechanics love the Defender, they favour older models for which upkeep is notably simpler – and also possible without a full workshop set up.

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Hence Nissan still selling the NP300 Hardbody – aka the D22 Navara, fresh from 2004 – alongside contemporary updated Navara models. A great idea, yes?

When it comes to safety testing, no.

The model was recently put through the NCAP safety tests, and if they were officially allowed to it may well have been classed as a death trap as it scored a grand total of ZERO stars. David Ward, Secretary General of Global NCAP, said that the NP300 Hardbody is

‘ridiculously misnamed as its body shell has collapsed.’

As per NCAP testing procedure, the truck was launched headfirst into a barrier at 40mph and it was by absolutely no means smooth. The NP300 crumpled with the impact, and alarmingly the steering column impacted on the dummy’s chest. A Poor certification was given to the truck for protection to the driver’s head, chest and feet. It was slightly better for protecting passengers,

with Marginal rulings for the chest and left leg, with a Weak grade for passengers right leg. The conclusion was that in a crash, drivers are at a significant risk of fatal injury.

‘Nissan claims the car benefits from a so-called safety shield but this is grossly misleading. Our test shows that the occupant compartment completely fails to absorb the energy of the crash resulting in a high risk of fatality or serious injury.’

Following the score, which performed well in none of the categories, Global NCAP and the Automobile Association South Africa (AASA) have called for the NP300, and other vehicles with the same zero safety rating, to not be sold to South Africans, especially as Nissan reportedly has plans to broaden exports to other markets on the continent.

Collins Khumalo, CEO of AASA, feels urgent action is needed from legislators to bring about change. ‘Aiming to meet or exceed minimum standards is not the same as making vehicles with acceptable safety standards, and manufacturers know this. There standards must change, and we need urgent intervention from policy makers to make this happen.’

Footage of the head on collision is available, and can be found on the NCAP YouTube account.

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03/12/2018 21:56

NEWS

US STARTUP REVEAL ALL ELECTRIC PICK-UP TRUCK

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lectric vehicle start-up Rivian have revealed a pick-up due to begin production in 2020, that if the figures are to be believed, will send shockwaves not only across the pick-up market, but the EV sector, too.

The R1T was revealed at the LA Auto Show, and the Michigan manufacturers claim the ‘Electric Adventure Vehicle’ will be a proper off-roader and work truck with a possible range north of the 400mile mark.

Conceived with a double wishbone setup at the front and a multi-link layout at the rear, the R1T also has a low centre of gravity with the batteries and drive train all habituated below the height of the wheels. Yes, that read batteries – plural. Four of them, located each at a wheel and offering 2581lbf.ft of torque and 197bhp. PER WHEEL. That’s a total output of a useful 826lbf.ft and over 700bhp which equates to a three second 0-60 time, up to 100mph below seven seconds and a range of over 400 miles.

That isn’t strictly true, as there are plans for three different battery configurations, and not all of them have these insane figures.

But they’re still very impressive in isolation. The smaller 105kWh pack offers less torque and power than the two bigger ones, and also has slower sprint scores. It’ll supply 413lbf.ft and 402bhp in

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total to the gearbox, with a range of 230-miles. The quickest 135 kWh configuration produces 754bhp, and the ground-shattering afore mentioned torque and sprint figures. This motor will have a range of over 300-miles, but if you want to get the top range 400-miler, you’ll need to opt for the 180kWh, 700bhp version. For those extra hundred miles, you’ll have to settle for wallowing to 60mph in 3.2 seconds. Oh so leisurely…

All batteries will provide an equal towing capacity of 5,000kg, aka five-tonnes, have a wading depth of a metre and will also top out at 125mph. Using an air suspension set up, there are four ride-height settings: park at 7.9-inches; Aero at 9.4-inches; Standard at 11 and off-road at 14.2-inches. This offroad setting produces an approach angle of 34˚, departure of 30˚ and breakover of 26˚.

Storage is also comprehensive in the R1T a load bed measuring 1.4 by 1.39-metres with the tailgate up, or 2.1 by 1.39-metres with it down.

There is also a 330-litre frunk, 200 more litres in the rear bin, 350-litres in the gear tunnel below the cabin and 95-litres storage below the seats in 105 and 135kWh models.

The 135kWh version is also quoted an 800kg payload.

Rivian have already opened orders for the R1T, with the top two models available at launch and the base version coming a year later.

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03/12/2018 21:56

NEWS

DAIRY-TECH TO RETURN

Dairy farming show set for bigger second outing in 2019, with new areas and focus on innovation

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aking place at Stoneleigh Park on Wednesday 6 February, the DairyTech show will return for a second year, focused on showcasing ground-breaking technology and innovation in the dairy farming sector.

With the future of dairy farming reliant on improvement, innovative changes and the development of technology, the success of its inaugural event is testament to how these tools are at the forefront of industry thinking.

Visitors can expect to see more brand-new concepts plus existing ideas that have evolved since last year. The team behind the show will be aiming to answer questions such as: How can a better understanding of the complexities of genetics make a step change in herd performance?

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How can we influence food trends through consumer insight? How are we developing staff to drive business performance? Can new breeding technologies change the landscape of herd reproduction?

Last year’s hubs – dairy and innovation – saw many of their sessions attended by in excess of 100 people. Whilst the dairy hub offered advice, political insight, guidance, knowledge and takehome messages for current on farm issues, the innovation hub was designed to expand horizons, ways of thinking and to introduce new concepts.

Once again there are an extensive number of new products being showcased, with the Royal Dairy Innovation Award finalists pitching to the judges of the innovation hub in a ‘Dragons Den’ style format, before the winner is

unveiled later in the day.

Brand new for Dairy-Tech 2019 is the skills studio – a central point for career development –a topic becoming ever more important as the sector faces losing access to overseas labour as it currently knows it. This area will also host drop-in clinics and apprenticeship advice for show attendees.

In addition to the tech-zone, where visitors can road-test new technology, this year’s show will house a brand-new research centre, comprising of advice and guidance relevant to the whole spectrum of dairy jobs and dairy systems on the market.

The popular foot trimming demonstrations will return, but for the first time ever, will showcase the use of thermal imaging to detect lameness problems not picked up by the human eye.

Tickets are now on sale; they cost £17 when booked in advance online and are free for RABDF members. All pre-bought tickets are eligible for our personalised itinerary service, a copy of which will be emailed out ahead of the event. The itineraries are in place to ensure visitors utilise their time efficiently and will advise which exhibitors match up with the categories of interest they have outlined during registration as well as suggesting the most relevant seminars and workshops to attend. The event opens at 8:00am and closes at 5:30pm and will be signed from all main routes; parking is on site and is free of charge.

For further information about the show, feel free to visit www. dairy-tech.uk or call the office on 02476 639 317.

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ON TEST

NISSAN NAVARA N-GUARD 2.3 DCI 190 4WD How does the luxurious special edition stack up against the opposition?

WORDS AND PICTURES: GEORGE DOVE

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here’s been a lot of talk about the Nissan Navara’s new cousin, the Mercedes-Benz X-Class, and how it has brought the ever-popular pick-up truck into a new stratosphere of luxury and refinement. But with the N-Guard

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special edition, Nissan is taking the fight to the Merc with the fanciest truck in its range.

Based on the range-topping Tekna trim, the N-Guard gets off to a good start. The standard kit level is extensive, with the only optional extras being the

black roll cover and styling bars, the bedliner, towbar and a rear diff-locker. It gets hill start and hill descent assist, emergency braking and an around-view monitor that gives a birds-eye view of the truck, all as standard.

A sunroof is included as well –

although in every case, this is all stuff you can select on the current Tekna model.

Aside from aesthetic touches that lift the N-Guard, the only thing it is afforded that isn’t available on the Tekna is, brace yourself… headlight washers.

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ON TEST

While this isn’t a negative, headlight washers aren’t the sort of sexy kit you’d expect a product planning brainstorm to come up with as a way of getting customers running to the showrooms.

As with so many new vehicles, anyway, the modus operandi for

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the N-Guard is to pack in plenty of kerb appeal. In this Twilight Grey – the other two options are Storm White and Metallic Black – the Navara’s angular bonnet is emphasised and to be honest, we’d take it in this colour over the others. The 18” black alloys look

smart and the darkened headlight interior, the black roof rails, door handles and side mirrors ensure the truck has attitude and doesn’t look ordinary.

Graphics on trucks are a risky business, as you can very easily fall from the tightrope of subtlety

into the bed of a fully blown Tonka truck. The geometric patterns that run along the side of the N-Guard are a nice neat extra dimension and the yellow ‘Navara’ logo adds a little bit of zest.

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ON TEST

CABIN AND PRACTICALITY

The N-Guard’s subtle makeover continues inside, with the black part leather, part cloth seating trimmed with a vibrant yellow double-stitch that correlates to the exterior decals to add a little je ne sais quoi. This doesn’t extend to the leather wrapped steering wheel, though, which feels ordinary in a way that yellow stitching alone wouldn’t come close to hiding. It would have been nice to see the black and yellow theme spread a little further than just the seats and the floor mats.

To sit in, the N-Guard is a nice place to be. The seats are comfortable, with heating in the front, and there’s enough leg room in the back for actual people. But as this is a double cab, what that really means is that you can pack your legs into the back if your height and that of the passenger in front of you allow it. Don’t expect much in the way of headroom in the back, though – any kind of tall

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adult will find that the top of their head is constantly being molested by the roof lining.

Rear passengers shouldn’t have to ride with the bags and luggage however. The roll top bed cover fitted to this truck means that you can leave things in the back without fear of pesky pedestrians nicking your shopping whenever

you stop at traffic lights.

Functions to dull or brighten the display in the driver’s binnacle come in handy, and the day and night modes on the infotainment system are useful too. However, there’s no moderation for the brightness of the climate control directly below it. This sounds like a very petty complaint, however in

the dark it means that when you look in your rear-view mirror, what you see is dominated by a vivid inversion of just how the climate control is set. To the best of our knowledge the only solution is turning the system off – not very appealing on a winters night – although the heated seats do get hot with haste.

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ON TEST DRIVING

The 2.3-litre dCi has plenty of pulling power and drops big lumps of it when you stamp on the accelerator to overtake – it sits happily at a cruise, too. But, we can’t help but feel it would’ve been much smoother and preferable with a manual gearbox rather than the seven-speed automatic.

There would also be benefits offroad with the manual option, too.

The automatic does have both high and low box, but the truck we had didn’t have the optional rear difflocker which, should you intend to attempt any tougher off-piste action, will be very useful indeed.

At a cruise, the Navara tended to move around a fair bit, with the ride a little on the firm side. Wind noise wasn’t a problem, but the engine

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is very loud. It sounds hard worked when pulling away and certainly voices its grievances.

The N-Guard does have presence, though. It catches its fair share of longing glances, be that in petrol stations or parked alongside a Range Rover in a car park. Like any one-tonne truck it does a good job of making the most generous of parking spaces feel tight, but the not-too-heavy steering and parking sensors, which obviously come as standard, help you through manoeuvres trouble free. It’s just as well for the help, because the rear seats get full headrests that are difficult to see around, and to make things worse the strudy styling bars frame them perfectly over the shoulder. This will likely mean you rely on the sensors heavily, but that is the norm for most truck drivers.

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ON TEST VERDICT

There is no denying that the Navara is a good truck, and the N-Guard meets its objective in many ways. It adds a touch of personality to the already very good Tekna grade Navara and has almost all of the toys in the Nissan box as standard. Ultimately, yes, it does make a good truck better.

Having just given its platform to

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the X-Class, however (which is THE luxury option in the market, if you believe what Mercedes tells you), making a luxury special edition was a brave move. Even more so when they decided to undercut the competition. The N-Guard starts at £28,075 as a commercial vehicle, which is some £6,025 cheaper than the top-spec Merc with the same engine.

While we’re on the subject of the

engine, this is where the N-Guard disappointed us. For a special edition truck, it doesn’t feel very special to drive – and the noise pollution in the cabin doesn’t scream luxury either. With an engine packing more grunt, or making less noise, the whole dynamic would have been very different.

Simply put, the N-Guard feels confused. It’s a very good truck, but this special edition hasn’t

transformed it into a class-leading luxury motor. With the added extras and the pricier automatic box, the cost to buy the example tested here would be £39,025 – which seems steep.

We’d spec it with a manual and add the rear diff-locker, but go without the roll top and styling bars, saving another £2,500. Plenty of cash to spend on an aftermarket cargo cover instead, should we feel we needed one.

All in all, the N-Guard feels like a missed opportunity to make a statement. With a little more

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ON TEST attention to detail around the interior, and upgrading rather than expanding the standard equipment list – even to something simple like a heated steering wheel – we think it would be well worth its price tag.

It also feels to us that if Nissan had taken a leaf from the book of its premium rivals in the onetonne market (Mercedes and VW) and fitted an engine whose punch compared better to the Germans’ V6 units, we would have had something really special on our hands.

AT A GLANCE Base price £28,075 + VAT Price as tested (OTR) £39,025 Fuel economy 41 mpg (combined) Emissions 183g/km Payload 1,054kg Braked trailer 3,500kg Gross vehicle weight 3,045kg Warranty 60 months /100,000 miles

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ON TEST

SSANGYONG MUSSO EX

The workaday version of the Korean one-tonner ticks more boxes than you may expect and is a solid performer. Should rivals beware?

WORDS AND PICTURES: ALAN KIDD

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aunched in the middle of 2018, the SsangYong Musso is a benchmark for value in the pick-up market. The Korean double-cab starts at £19,690 plus VAT and comes as standard with a 7-year, 150,000-mile warranty – and however you look at it, that’s a lot of truck for your money.

We’ve previously tested the Musso in range-topping Saracen form, but the version you see here is the one you get for the aforementioned £19,690 plus VAT. On the road at £23,933, the EX is an entry-level motor with a more modest kit list and, in particular, no option of having an automatic gearbox.

Without giving you a blow by blow account of the vehicle’s spec sheet, the equipment you get includes air-con, DAB, Bluetooth, 17” alloys, rain-sensing wipers, dusk-sensing headlights and hill descent control. You need to move higher up the range to add things like cruise, leather, sat-nav, CarPlay and heated/cooled seats, but it’s not a bad set of toys to be going on with.

On a less tangible level, the Musso is based on the latest Rexton, which is our reigning 4x4 of the Year champion in our sister publication 4x4. This means it’s perhaps the most SUV-like of all pick-ups inside – the Rexton is an excellent vehicle at a sensational price, and its qualities haven’t been lost in the transformation into a commercial vehicle. That said, while it manages to create a genuinely premium image in SUV form, the pick-up doesn’t quite feel as effortlessly classy as the best of its rivals.

Nonetheless, it’s a monumental step forward from the previousgeneration Musso. The new model projects SsangYong firmly into the one-tonne mainstream – it’s still perceived as a budget brand by most people in the UK, and having such a clunky name doesn’t help,

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opposition. Beat them on more than just price, and the Musso will be flying.

CABIN AND PRACTICALITY

but the Musso absolutely deserves to be considered as a credible alternative to the likes of the Isuzu D-Max and Toyota Hilux.

The question here is whether the EX stacks up successfully against the entry-level versions of its peers.

Most double-cab customers are after tax-busting lifestyle models with all the toys, but the likes of the Hilux Active, D-Max Utility and Mitsubishi L200 4Life provide stern

The first thing to note about the Musso is that never, in our entire experience of doing this job, have so many people climbed into a vehicle we’ve been testing and immediately remarked on how comfortable its seats were.

That’s not the be-all and end-all, because in our experience the more comfortable a seat feels for the first hour, the less comfortable it is for the rest of the journey, however we had no complaints at all in this area.

Some pick-ups, even top-spec ones, do themselves no favours with the leather they use, and with its budget background you’d expect SsangYong to be the worst culprit here. But instead, the Rexton’s surprisingly classy materials come into play – and this is one of the reasons why the Musso feels so SUV-like. The EX, meanwhile, is the only model in the range with cloth trim – yet it, too, feels in no way cheap. The fabric is tough and stout, it feels nice to the touch and the seats themselves are both firm and soft, providing plenty of support both for those riding in the front and the back.

Legroom for those in the rear seats is limited if you find yourself

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ON TEST riding behind a tall driver, which isn’t great as the seat-back ahead of you is hard and bluff without any sculpting for your knees.

Loading up with a full crew of hefty six-footers requires a bit of compromise as a result, but no-one will need to sit with their knees round their ears – and headroom in the back is way better than average.

Up front, you’re seated in a good driving position with an excellent view all-round – including over your shoulder, which is just as well as the EX’s spec list doesn’t include any kind of reversing aid. There’s plenty of leg, head and elbow room, and something that’s very apparent is the quality with which the cabin is put together. The dash is pretty much completely creakfree, and the controls are well laid

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out and pleasing to operate.

Material quality is generally very good, though the steering wheel feels rather plasticky. Again, it’s a carry-over from the Musso’s Rexton underpinnings – as a consequence of which, we can say with some confidence that this is the only entry-level pick-up you’ll find that has a leather feature panel running the whole width of the dashboard.

You might actually consider that a bad thing if all you want is a pigshifter with a wipe-clean interior.

But either way, you’ll appreciate the big, usable glovebox, cubby and door pockets that make it easy to stow your odds and ends.

The rear seat doesn’t have any clever folding tricks to play, but the pick-up bed is easily accessed and well-shaped, if a touch shorter than some of its rivals’.

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ON TEST DRIVING

The EX comes with a manual gearbox, which works well enough without setting any new standards.

The clutch takes a bit of getting used to, though, as it’s pretty fierce – even after ten days with the Musso, we found that barely a journey went by without us stalling.

One concern we have here is that the vehicle has a push-button start, and it’s disabled unless you’ve got your foot on the brake.

So if you stall while pulling out at a junction, you can’t hurry things along by firing it back up with the vehicle still rolling – you’ve got to bring it to a complete halt first. It refused to let us bump-start it after a stall, too.

Another reason to choose a version of the Musso with an automatic gearbox is that it allows you to tow 3,500kg. The manual will still haul 3,200kg, however, which is enough for most people – and it has a very slightly higher payload, at 1,095kg (as opposed to 1,085kg for the auto).

As tested, at any rate, the 2.2-litre engine pulls strongly throughout the whole of its rev range. It’s seldom noisy, only making its presence felt a little if you hang on to a gear for too long under heavy acceleration – at which point it becomes somewhat gruff and unhappy. There’s an obvious answer to that, anyway.

It calms right down once you’re up to speed, too, fading into the background – to be replaced by a constant background road tumble coupled with wind noise from around the door mirrors and A-pillars. This is hard to ignore if the stereo’s off, though at the same time it’s not so loud that you can’t drown it out with a few well chosen tunes at a volume that doesn’t need to hurt.

We mentioned in a previous issue that SsangYong is looking at amending the Musso’s suspension settings, and the development work behind this is still ongoing.

For now, the vehicle we tested had a partial load of builder’s sand distributed fairly evenly throughout its bed, which helped draw the sting from the impacts.

As it is, based on previous experiences of the Musso we don’t think there’s anything wrong with the way it rides, even unladen.

You feel the bumps from behind

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you, but they’re well controlled and distant enough not to be upsetting, and the truck steers and handles with as much agility as you’ve a right to expect from any one-tonner.

It does wander a little on the motorway, however, with constant adjustments being required to keep it on line. This, coupled with the aforementioned wind noise, means it’s not the most relaxing of cruisers, and ride quality doesn’t completely settle down here either, however it’s by no means bad – just not as good as the best in the sector.

OFF-ROAD

The Musso is very agile over rough ground, and its 235/70R17 tyres are well suited to finding traction where there’s not a lot of it about. Their higher profile makes this the best model in the range for off-road work, though all have low-box as standard – plus the hill descent control we mentioned earlier, should you somehow consider this necessary in a vehicle that already has the equipment to let it be driven properly.

A feature of the Musso, whose rear axle is coil-sprung as standard, is that it articulates very well over really uneven ground.

This means it maintains contact for as long as possible – which is good because unlike most of its rivals, it’s not available with a locking rear diff. We can’t put our hands on our hearts and say we found a situation we couldn’t tackle without a locker, however – bearing in mind that we were sticking to suitable terrain for the Musso’s road-biased standard tyres, it did everything we asked of it with no more than the gentlest chirrup of wheelspin here and there.

If you do come up against serious hills, from what we’ve found the Musso will crawl down them the way a proper truck should. That is, without any electronics coming along to stick their oar in. It climbs well, too – the engine maintains a good, steady delivery of torque and power in low box, dragging itself back up on to the cam if you let its revs drop and, happily, no longer seeming interested in stalling.

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ON TEST

VERDICT

The Musso doesn’t quite drop a grenade into the pick-up pond the same way the Rexton did last year in its own part of the market.

But it’s an absolutely credible contender that belongs firmly in the heart of the one-tonne market – and banishes memories of the bad old model firmly into the past.

At last, SsangYong is offering something that’s not just a cheap

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truck. The Musso is still cheaper than its rivals, but now it leads with quality rather than price. Topof-the-range versions give you a whole stack of equipment for your money, but even this entry-level EX model is very SUV-like – as well as being an absolutely rock-solid workhorse. With a monumental warranty behind it, this is a huge amount of truck for your money – but more to the point, it’s just a huge amount of truck.

AT A GLANCE Base price £19,995 + VAT Fuel consumption 35.8mpg combined Emissions 211g/km Payload 1,095kg Braked trailer 3,200kg Gross vehicle weight 3,205kg Service interval 24 months / 12,000 miles Warranty 84 months /100,000 miles

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BUYING USED

MITSUBISHI L200 MK4: 2005-2015 It was a top performer at launch, and with so many on the used market, it could still be a top performer today WORDS: MIKE TROTT, PICTURES: STEVE TAYLOR

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BUYING USED

T

he Mitsubishi L200 has been one of the vanguard models of the pick-up market for decades – way before it was fashionable to launch a pick-up because everyone else was doing the same thing.

So the L200 has pedigree – and the fourth-generation of Mitsubishi’s staple workhorse was, and still is, a fine machine that can be used for both work and play.

When it was introduced in 2005, the Mk4 had big boots to fill, mainly because of the success enjoyed by its predecessor, which showed other manufacturers a clean pair of heels and strengthened the argument for double-cab pick-ups as an alternative to traditional SUVs. With the introduction of the Mk4, Mitsubishi’s L200 demonstrated that you didn’t need to make huge sacrifices just to be able to run a pick-up. You could have a vehicle that looked edgy, rode well and came with modern creature comforts – yet all the fundamental workhorse boxes remained ticked.

No longer did you have to stick to old-school 4x4s in order to get

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BUYING USED

away with having capability and comfort, instead an L200 would give you all the vehicle you – and your family – would need.

We talk about pick-ups becoming easier to live with and more car-like in their approach and you can thank vehicles like the L200 for setting that into motion.

On the outside, this particular L200 had a very distinctive exterior, showing up its competitors for being all too square. It’s a design that has aged well and is still

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respectable against many of the pick-ups you see in showrooms today. But the L200 wasn’t just about looks and we’re about to run you through exactly why.

INTERIOR

Stepping inside a Mk4 L200 didn’t mean returning to the Dark Ages. A whole raft of trim levels could be specified by customers, ranging from the utilitarian 4Life and aptly named 4Work variants, complete with steel wheels and a trade-friendly price tag, whilst

the popular Warrior and Barbarian specs delivered more kit and luxury, and were better suited to the double cab form where they could be used as a family vehicle.

There were also the Animal and top-spec Elegance derivatives, the latter of which could give you such royalties as heated leather seats and satellite navigation.

If you look on the used market today, you can afford to be picky about which version you would want to buy, because there are, simply put, loads of good

examples to scour through.

Should you decide a fully-stocked L200 is for you, be sure to check all of the features are working on the truck when viewing and also make sure they’re present! With some of the more luxurious versions, a 10-disc autochanger was either fitted as standard or an optional extra. Normally these are found behind the rear seats, so if it’s not there then you’re not getting what you’re paying for.

It’s also worth noting that in 2010, the Mk4 L200 was given

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BUYING USED

a refresh to keep it as sharp as its looks. Inside this meant a reworked centre console and new steering wheel, whilst the cabin was generally overhauled with a higher quality of materials.

DRIVING

And now we come to an area where this particular L200 really shone. It’s all too easy to associate pick-ups with having poor on-road credentials because of the criteria they need to meet off the beaten track. However, when the L200 came along, you really could have your cake and eat it.

The Mk4 L200 was able to give drivers the most car-like driving manner on the market, something that was made possible through the use of a double wishbone suspension at the front. The chassis also impressed with its stiffened design and led the L200 to be considered as the top pick-up when it came to ride quality.

This was a very good thing, because if there was one flaw in the L200’s thick armour, it’s the fact that it didn’t quite match some of its rivals when heading away from

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the tarmac. Part of the issue was down to Mitsubishi’s decision to relieve the L200 of its rear diff lock when it launched the Mk4.

However, to make amends, Mitsubishi adopted its M-ASTC (Mitsubishi Active Stability and Traction Control) system found in some of its other SUVs and fitted it to the L200. The system would brake individual wheels and shift torque accordingly to help aid progress and keep the L200 moving. As a result, this was a machine that could cope with most situations off-road, even if it didn’t boast all of the mechanical firepower some of its competitors could call upon.

And talking of firepower, the L200 (at least here in the UK) could only be specified with one particular engine: the 2.5-litre turbodiesel DI-D motor. Initially, the diesel unit produced 134bhp and a grand wedge of 231lb.ft of torque. This engine also had a claimed average mpg of 32.8, before the 2010 update brought about a revised 175bhp version of the unit and a bump up to 34.9mpg.

From launch, customers could choose between the five-speed manual and a four-speed auto, whilst a five-speed auto came in later on. In typical pick-up fashion, the L200 could haul a payload of up to one tonne and its towing capacity stood at a credible 2,700kg. And pausing on that thought for a moment, most pick-ups make for suitable towing vehicles and that means potentially lugging boats around.

It’s always worth checking the rear of any pick-up or tow vehicle for signs of corrosion where saltwater may have taken hold on the vehicle. If there’s a differentiation between the front and rear, there’s a good chance that could be the culprit.

RELIABILITY

So, the fourth-gen L200 moves well on the road, possesses a comfortable and well-equipped cabin, plus you’ve got a torquey

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motor on a vehicle that can hold its own off-road – is there a catch?

Thankfully, no. This is a practical yet competent all-rounder that should be a dependable companion, regardless of your intended usage for it.

First off, your service intervals fall every 12,500 miles or 12 months – whichever comes along first. Needless to say, if

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you’re buying used then look for full service history and stacks of receipts to back up any work that has been done on the truck.

Incidentally, having work done yourself shouldn’t cost you an arm and a leg, though, with prices for parts relatively competitive in comparison to other pick-ups of the day, as well as the Mk3 L200.

It’s worth joining the L200

Owners’ Club, an organisation that not only will provide many a wise word from experienced owners, but it could save you a few quid with discounts from certain parts suppliers and insurance companies. That aside, parts such as the brake pads (front £45, rear £60) and clutch (£250) should be reasonably priced and staying away from main dealers and

opting for a specialist will help keep your bills to a minimum.

There are a couple of things to be weary of on the L200, even if it’s a pretty solid truck on the whole.

Check for any unusual knocking noises from the diesel engine as this can point to a fuel filter leak or a timing pump failure. Also listen out for any squeaks you may hear from the transmission. Such

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BUYING USED

noises can be the cause of slack transmission linkages or even faulty clutch bolts.

Regular maintenance will keep your L200 in the best condition and one of these jobs is the timing belt, which should be done every 62,500 miles. It’s not a huge job, with a timing belt kit complete with hydraulic tensioner setting you back around £300, but these are the things to check for when looking through documentation.

The Mk4 should be a sound truck underneath, with few suffering any major corrosion issues. It’s always worth checking to see how much off-roading a truck has done, too, as prolonged abuse will only shorten the truck’s lifespan.

Generally, however, the L200 is a

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solid machine and that is backed up by how many used examples there are for sale right now.

VERDICT

As pick-ups go, the fourthgeneration L200 was a true trend-setter of the day and as such it can still hold its head up high even over a decade after its launch.

On the outside you have a smart and attractive exterior that shuns the boring pick-up stereotype of old, whilst the cabin and driving characteristics deliver a package that is far more civilised than you would expect from a workhorse with a one-tonne payload and over 2,500kg of towing prowess.

Look throughout the used market now and you’ll find plenty of tidy

examples, many with full service history and in double cab form with kit to boot, all for as little as £7,000. If you decide the L200 is for you, there are many pros for joining the vast amount of Mk4 owners dotted around and very few concerns in return.

As we said at the top of the show,

the Mk4 L200 was a top performer from the moment it launched back in 2005 and if you’re careful to shop about and cherry-pick a used version that best suits your needs, you can experience everything that made this truck one of the best pick-ups to debut this century.

THE FIGURES Target price (high mileage) £4,000 Target price (low mileage) £7,000 Fuel consumption 32.8/34.9mpg (combined) Power 134/175bhp Torque 231lbf.ft @ 2,000rpm Payload 1,000kg Braked trailer 2,700kg

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FEATURES

COOL CUSTOMER

Winter is the season when 4x4s come into their own. But even with a vehicle that’s built to deal with the worst, a bit of preparation will decide whether you’re the roadside hero or end up calling on one…

A

fter a summer like the one we’ve had this year, it’s hard to think about the rigours of winter driving. But those days of blazing sunshine are already in the past – and with scientists predicting a strong likelihood that the El Nino phenomenon will soon pop up in the Pacific to do its worst to the world’s climate, there’s no room for complacency.

You’ve already taken the first step towards being a safe, sound and possibly quite smug winter driver, by owning a 4x4 or pick-up truck. But getting ready for the worst the weather can throw at you doesn’t end there. How

you drive, what you carry, even the way you think about those around you… all these things go to the heart of what makes a wellprepared winter driver.

Of course, it’s been a while since we had a really bad winter in Britain. When the conditions here get harsh, normally it’s quite localised and very short-lived. Who can forget the fearsome Beast from the East, which for most of us made life so hard for an entire rush hour?

But when conditions do close in, the weather can throw us into genuine chaos – if for no other reason than we’re so completely unused to it. In countries where hard winters are the norm, people

know how to deal with it: we in Britain just try to Keep Calm and Carry On, only to find that first one and then the other turn out to be impossible.

Who knows, we might be on the way into another benign winter.

Even if we are, though, a 4x4 is still the vehicle to drive. When temperatures hover for weeks in single figures, grip is always at a premium – and when there’s rain around, let alone sleet, snow or icy roads, knowing you’re in a vehicle you can trust with your life is the most comforting feeling you’ll ever experience.

But then there’s a cough from beneath the bonnet, the dashboard lights come on and you

grind to a halt by the side of the road. Or the snow comes down, the traffic around you slows to a standstill and you’re trapped, and everyone else has provisions for it but you don’t because you’ve got an all-terrain vehicle so you’re not supposed to need them. Or that comforting feeling turns into delusions of invincibility, and next thing you know you’re in a ditch.

These are things you can avoid.

In the first case, by being prepared, in the second case by being prepared and in the third case by being prepared.

This article is about making the most of your vehicle in the depths of winter. The key, would you believe, is to be prepared.

Believe it or not, this snap hails from the USA, where one-upmanship has spread from trucks to snoploughs. Shock…

Plough, by MPD01605 @ flickr.com, CC BY-SA 2.0

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FEATURES PREPARING YOUR VEHICLE

Winter is hard on cars. Yes, even yours. Many of the systems and components that are most likely to fail are most likely to do so in cold or wet weather.

The fact that you can get about better than anyone else when your truck is running has no bearing on how likely it is not to be. What does have a bearing on this is how regularly it’s serviced and how carefully you prepare it for the winter months.

If you own a newer SUV, this probably just means taking it to one of the many dealers, garage chains and fast-fit centre that offer winter checks. You drive away with peace of mind, though unless you really know what the service includes (and how well they’ve actually done it), you’re placing your trust in the unknown.

The older and/or simpler makes of 4x4 are much easier to work on yourself. And the good news is that even if you normally pay someone else to look after your motor, there’s much that you can do on your own driveway to make sure it’s in good health as the cold weather approaches.

That applies whatever kind of truck you drive, old or new. In every case, these checks might not be the most exciting way you can think of spending any given Sunday. But doing them at your leisure on a crisp afternoon will be a whole lot more pleasant than trying to sort out the consequences of not bothering when you need to get to work on a wholly perishing winter morning.

BASICS The occasional spray of WD40 or similar into your door locks is a good idea to keep water out. Once it’s in there, of course, the first sign of freezing conditions will leave you locked out. Top up with winter screenwash, too, which freezes at lower temperatures than the normal stuff.

BATTERY The colder it gets, the harder it becomes for a car’s starter motor to turn its engine. This in turn puts a much greater draw on its battery.

Any car battery has a limited lifespan. And if yours is getting

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towards the end, there’s nothing like a sudden cold snap to finish it off.

To check your battery’s health, get it tested at a garage or fast-fit centre. They do this by drawing a high load with a battery tester and monitoring the drop in power; you could use an electrical meter, but only the real thing will properly test the battery’s resistance.

Check the fluid level in the battery, too – it should reach about 10mm above the lead plates – and top up with de-ionised water.

Unbolt the terminals and give them and their clamps a thorough wire-brushing to ensure good metal-to-metal contact, then slap grease all over them once reassembled to prevent oxidation.

enthusiastic with the off-roading.

Again, bad news if it freezes, so drain the axle oil into a clean container to check and if necessary, renew it. The oil in your gearbox and transfer case is prone to contamination, too, and if your truck has separate reservoirs for the steering swivels you should check these as well.

ANTIFREEZE While you’re at the garage getting your battery tested, you could ask them to check the concentration of antifreeze in the radiator too. Or you could get a tester of your own, which are cheap and easy to use.

Make sure there’s enough antifreeze in the rad and header tank to cope with the coldest conceivable temperature your 4x4 will have to endure. If your engine has an aluminium head and/or block, use an antifreeze that’s safe with this material.

HEATERS If yours is an older vehicle, you’ll probably have a cable-operated heater control. This can be found in one of two approximately oneinch diameter hoses going from the engine to the bulkhead.

First, these sometimes develop a leak. The tell-tale sign for this is a rusty discoloration around the hose connections. Second, the arm which operates the valve may have seized up if you have hardly used it all summer. If this is the case, try spraying some light lubricating oil at the point where the arm pivots, and also where the inner cable joins the outer. Then work the hot and cold heater control as a helper checks for free movement.

FLUIDS Check your engine oil level, along with those of your clutch and brake fluid. And look out for any sign of water contamination in the latter – they absorb the stuff, which can freeze from within them. A full fluid change sounds drastic, but not as drastic as a total brake failure.

Your axles can collect water, too, especially if you’re a bit

WINDSCREEN If there are any cracks or chips in your windscreen and a little water gets in to them, guess what happens when it freezes. Yes, it expands. And guess what happens after that? However, irritating you find those adverts on the radio, spending a few quid on calling out a windscreen repair company will save you a lot of grief when the temperature drops.

So too will giving your wiper blades a squirt of de-icer when you’re doing the rest of the vehicle.

This way, they’ll lift away from the screen rather than sitting there uselessly while the motor strains itself to death.

The blades themselves should be in good nick before the onset of winter, too. If they’re already leaving smears on the screen now, imagine what they’ll be like when they’re rigid with cold.

into the cabin.

Getting it checked is never a bad idea, what with death being a consequence of not bothering.

If it is leaking, you can try fixing it with one of the various short-term remedies on the market. Anything that helps keep the nasty stuff at bay has got to be good, but spending a few quid on a proper replacement has got to be better.

LIGHTS It’s going to be dark out there, so being able to see – and be seen – really matters. Checking that all your lights work is something you should do as a matter of routine all year round, but in winter it becomes even more crucial.

Even though the bulbs are working, a vehicle’s lights can go off with age as the plastic lenses start to become opaque.

It’s possible to polish them back up to standard, but this can take the edge off your headlamps’ performance long before it becomes an MOT fail.

For safety and comfort alike, this is an area in which a visit to the aftermarket will only ever be worth it. Replacing your standard bulbs with higher-performance ones is a good first step, and it’s pretty rare to find a truck driver who ever regretted investing in auxiliary LED lights. Prices vary enormously, of course; whatever you can afford to put in, you’ll get back out.

EXHAUST If you’ve had a recent MOT, you can be fairly confident that your exhaust isn’t leaking. If it is, though, even a little, sitting for a prolonged spell with the engine running can be lethal as fumes laced with carbon monoxide seep

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TYRES

Nothing you do to prepare your vehicle will make a bigger difference than the tyres you put on it.

That’s because winter tyres make a real difference even when there’s no snow on the ground.

They’re made using a rubber compound that stays softer at lower temperatures, letting them maintain their grip on the road when normal tyres have basically

started to freeze.

Like off-road tyres, winter tyres also have a specialised pattern designed to do a specific job. The big difference is that they’re not designed to self-clean. Snow grips on to snow very well, so winter tyres have a network of narrow grooves (‘sipes’) over their tread; these fill up with snow, which acts like a web of tiny little grippers to cling on to the snow on the road.

Unlike the open tread of an offroad tyre, this doesn’t make winter tyres any worse on wet roads. In fact, they’re better in cold weather, thanks to that softer compound.

Even on a bone-dry road, they’ll have more grip if the air temperature is below about 7°C.

OFF-ROAD TYRES IN SNOW Off-road tyres are designed to cling to slippery surfaces. But whereas winter tyres do their work by getting clogged with snow, off-road patterns are made to self-clean.

Happily, because snow is less fluid than mud it’s more likely to fill up the central sections of an off-road tyre. Wide, open shoulders won’t hold it as well, though, so a very aggressive pattern will offer less grip.

A typical ‘all-terrain’ tread is likely to be spot-on. A ‘mud-terrain’ will do a job too, though it might not stick to a line as well in corners. In each case, the laws of physics still apply, so let them do their work by driving as steadily as you can.

TYRE SIZE Modern SUVs tend to have quite low-profile tyres, so you may want to get a winter fitment with taller sidewalls. These have more flexibility and therefore greater grip.

In this case, you’ll be looking at a second set of rims which will be smaller in diameter than the originals. Do check your vehicle’s lower limit, below which the wheels will foul on its brakes.

An off-roader’s instinct may be to go for narrower tyres, but remember what we were saying about the grip from a winter pattern coming from the snow it holds in its tread. Fatter tyres can work well on snow – just so long as they’re full of sipes.

Also, don’t forget about

WHAT IT COSTS Buying two sets of tyres costs more than buying one set of tyres. But only one set at a time is getting worn, so each ought to last twice as long. So while the extra spending is all upfront, running winter tyres is more or less costneutral over the piece.

You do have to pay for fitting and balancing every time you swap, unless you also get a second set of wheels for your winter tyres. And storage is an issue unless you can find the space in your garage. Either way, budget £100 a year on top of the tyres’ purchase price, and you won’t be far from the mark.

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FEATURES

insurance. Your truck’s manufacturer specifies what tyre sizes it’s designed to run with.

Go outside these, and you’ve modified it.

WINTER TYRE OPTIONS Mud and Snow tyres, with the familiar M&S marking, are a halfway house between standard tyres and the full-on winter variety.

These satisfy current laws requiring winter tyres, and they’re designed to be used all year round.

Laws? Laws. Some European countries require you to use winter tyres during specified months and will fine you on the spot if you don’t. Worse still, if you’re in an

accident without them on and you might have avoided it if you had, you’re automatically to blame.

The good thing with M&S tyres is that they count as winter tyres in the eyes of the law. They’re still not the real thing, though. To find this, look for the symbol of a snowflake within the outline of a mountain on the sidewall, which may be white or red.

On a blanket of snow, a winter tyre will reduce your braking distance by two car lengths in typical urban driving. These conditions are rare in the UK, and you might consider that an M+S will see you right. But in the sort of temperatures we typically get from

October to March, a true winter tyre will out-perform anything else on any kind of road surface.

SNOW CHAINS Lots of people think snow chains are illegal in the UK, but there’s no law that prevents you from using them here. There is, however, a law against damaging the road. And you’ll fall foul of it if you drive with chains fitted on anything less than a deep coating of snow. Even in the worst weather we tend to face here, that’s a rarity.

In most European countries, on the other hand, chains are mandatory throughout the winter.

They really are only for proper snow, which is why you hardly ever see them in Britain, but if you’re travelling abroad during the winter you’re highly likely to pass through areas where chains are required.

And so they should be – because the grip they provide is a quantum leap ahead from anything else.

SNOW SOCKS A snow sock is a tough, roughwoven fabric cover which goes around the tyre. It’s not as effective as a chain in extreme conditions, but it’s miles easier to fit and remove, making it ideal for the shorter bursts of winter weather we tend to get in the UK. Snow socks are only really meant to be used from time to time and

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not left on the vehicle for long periods. They won’t claw their way into sheet ice the way a chain can, and they’ll start breaking up if you leave them on for too long. They won’t do as an alternative to chains in the eyes of the law, either, in countries where that’s an issue.

Basically, snow socks are perfect for the occasional blast of ice and snow that comes along to stop you getting home from work. They’re a throw-on, throw-off solution to exactly the kind of weather we get in Britain – even in what we class as a hard winter.

STUDS Some tyres are designed with a pattern of small holes in the tread.

These are there to accommodate metal studs, which dig into ice or snow like the crampons on a climber’s boot.

Like chains, studs are legal to use on UK roads. Once again, however, you may only do so when the road is covered in snow or sheet ice, as they’ll damage the surface otherwise.

Studs are actually counterproductive away from ice and snow, as they form a barrier between the tread and the tarmac.

For this reason, though they’re easier to fit than chains, they’re still better suited in regions which see more prolonged spells of harsh weather.

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Winter driving can be just as gratifying as a good day off-roading, but you still need to know what you’re doing! joseph_flasher @ flickr.com, CC BY-SA 2.0

WINTER DRIVING

You know how the great thing about off-roading is that it gives you a buzz at half a mile an hour?

Driving in serious snow is a lot like that too.

It’s not about being unaffected by the winter conditions. And it’s definitely not about drifting round corners sending shoals of fresh snow into the faces of passing schoolkids and young mums.

It’s about being able to take the snow and ice in your stride. Which in turn means respecting mother nature. She’s lovely most of the time, but when you wind her up…

Driving on snow and ice is a lot like driving off-road. Keep your speed right down, drive as smoothly as you can, avoid any sudden inputs on the gas, brakes or steering and be in the highest possible gear for the speed you’re doing. Everything you do is a bid to avoid losing traction.

What kind of 4x4 system does your vehicle have? Know how it works, and how to operate it. Modern 4x4 systems do the thinking for you, but a traditional part-time set-up is only designed for use on low-traction surfaces.

Ice and snow definitely qualify, but wet roads don’t, even slushy ones.

If you engage one of these 4x4 systems on a surface with too much grip, sooner or later it’ll break; if in doubt, you should leave it unlocked and drive even more gingerly.

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The less air there is in your tyres, the more traction they’ll be able to get. You are still driving on a public road, however – so even though airing down means being able to go more safely, it can still get you in trouble with the law (or give your insurance company an excuse for hanging you out to dry).

A worthwhile technique to have in store, then, but use with caution.

Pulling away in second gear will help avoid wheelspin on snow. But if it means you’ve got to scream the engine and slip the clutch, it’s not really helping. Better simply to ease the clutch in so the vehicle starts crawling forward. If your vehicle has low box, it gives you a full range of gears covering from about 0-20mph – perfect for snowcovered ground.

In an auto, selecting second gear may help you keep moving where just flopping it into drive will hinder you by letting it hunt up and down the box as the wheels fight for grip. More modern boxes should resist this themselves. If your auto box has a winter mode, use it – it sounds like a gimmick but can really work.

Anticipation is doubly important when the weather’s bad. If you can see that the guy in front of you is about to get on the brakes (possibly because you’re sat higher up than him and have a better view), don’t wait for his lights to come on. Easy off the throttle and gently on to your own brakes, and

you won’t have to hit them as hard – making it less likely that you’ll go into a skid.

Defensive driving is absolutely crucial in winter weather. You should constantly be asking ‘what if?’ and driving with the worst-case scenario in mind. Your stopping distance, for example, will be ten times greater in snow, give or take.

Give or take what? A couple of dead pedestrians, that’s what.

As normal, you control a skid on snow or ice by steering gently into it. Don’t stand on the brakes; release the throttle and try to let it come back on tickover, or with a tiny thread of gas. Once the wheels are locked, remember, you’ve got no-wheel drive at all.

You might read that switching off safety systems like ABS and ESP makes it easier to drive in snow and ice. But the situations in which they could hinder you are rare, and we’d never suggest switching off features designed to make your vehicle safer. Ultimately, if the conditions baffle them it’s not because they can’t cope. It’s because you were driving too fast.

If you’re going uphill on snow, wait until the car in front has cleared the crest. We’re talking here about hills that are steep enough to want taking one at a time here, so low box is likely to be appropriate. That said, so is using as high a gear as possible to prevent wheelspin.

It’s just like off-roading. Get

moving, build up your momentum and keep it there. Try not to change gear on the way up but, if you do have to, be as quick as you can on the clutch. If you don’t make it, come back down in reverse, not wildly spinning your wheels in the wrong direction.

Going down, too, is like offroading. Use the lowest possible gear then just concentrate on steering. If you don’t have low box, engage hill descent control if your vehicle has it, and first gear at any rate. You can gently cover the brakes to help hold yourself back, but let them go instantly if you start to slide.

Wet roads are doubly dodgy in cold conditions as they might be icy in patches. Once again, take the ‘what if’ approach and assume the worst. Even if it’s not frozen, traction will be at a premium – for you and, don’t forget, everyone else. When it’s dark and everyone’s being dazzled by each other’s headlamps, a wet surface can also make the white lines on the road far harder to see.

If the snow is lying deep – for example, if you decide to take a short-cut using quiet lanes to avoid the chaos on the main roads – you need to be very wary.

You’ll get better traction in virgin snow than packed stuff that’s been polished by thousands of tyres, but you might be surprised by how little snow it takes to bog you down.

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FEATURES BE PREPARED

When you’re out on the road in wintry weather, the big danger is that you’re going to get stranded.

It might be by a breakdown, it might be by an accident or it might be by impossible road conditions. But it’ll likely be by other cars. But either way, when things go wrong the contents of your boot can turn a horror story into an adventure, or an inconvenience at worst.

A can of de-icer, some spare screenwash and an ice scraper should be in your vehicle all winter long. By the latter, we don’t mean your credit card: using one with a handle (it’s even possible to get them with built-in mitts) will mean you can still feel your hands afterwards. For clearing snow, a short-handled broom whose bristles won’t hurt your paintwork is so much more effective than your sleeve.

In winter conditions, a first aid kit becomes more important than ever. Not just because it’s more likely that someone will hurt themselves (though it is), but because when they do, proper help might take ten times longer to arrive. Needless to say, it helps to actually know what to do with the equipment in your kit. Some first aid training could be the best winter prep you ever make.

Carrying a set of jump leads is always a good idea, but in the winter it’s a better one than ever.

Get a heavy-duty set that can take lots of current – and we’d suggest looking for the extra-long variety, unless you enjoy manoeuvring vehicles to within inches of each other in an icy car park.

An alternative might be to carry a booster pack, which you plug in to the mains to charge up then keep in your car waiting for when you’ve got a flat battery. We’ve tried some which haven’t been up to the job of starting a truck, however, so you need to buy with care.

Snow shovels, which have extra-wide mouths made of tough plastic, are ideal for clearing your driveway. They’re a lot better than your hands, too, for digging your truck out of the snowdrift you’ve just planted it in.

When someone’s stuck in snow, in effect that’s a fully-fledged off-road recovery situation. Many

people carry tow ropes: as a 4x4 owner, you’re not going to carry one of those hopeless little stringy ones, are you?

It’s likely that all the action your rope sees will be with you helping out others. So, you know those screw-in recovery eyes modern cars come with? They’re not made for heavy pulls. And they’re not made for big shackles, either.

But they are made for losing.

Suspension wishbones, on the other hand, are not made for being used as recovery points, so only help matey if you know you can do it without risking damage to their car.

Winter driving is about dealing with the unexpected. Carrying a general tool kit in the back of your wagon will help you do that. You might not be able to envisage the situation in which you’ll need a ratchet set, lump hammer or junior hacksaw. But when it crops up, you’ll not half be glad you came out prepared.

Frozen washer nozzles are incredibly common and, in the wrong situation, life-threatening.

Even if you have to stop regularly to poke the ice out of them, that’s better than being blind – so carrying a little box of needles in your glovebox could be a lifesaver.

Whether you need to attach a tow rope, walk back down the road to put up your warning triangle, check under the bonnet or get out there with a shovel, being able to see what you’re doing is vital. A hand-held or freestanding torch is a must, and a strap-on head torch wouldn’t hurt either. Better still, carry all three – and lots of batteries.

A hi-vis jacket is always worth having in the back of your truck.

Whether it’s because night has fallen or snow is hammering down, you’re preparing for a situation in which visibility is very poor indeed. If you’ve got to get out of your vehicle, this is no time to blend in with the scenery.

Your 4x4’s heater provides plenty of warmth, but only for as long as you’re driving it. It’s far less effective at tickover – such as if you get stranded. That’s where spare clothing comes into it.

Wearing several layers of loosefitting clothing is the best way to keep warm. Mittens are warmer than gloves, so pack a pair of these, too, along with a hat – you lose more heat through your head than anywhere else. A pair of thick socks and waterproof boots is equally vital, and a scarf worn over your mouth will protect your lungs from the cold air. And if things get really bad and you need to spend the night aboard, a sleeping bag will make a world of a difference.

Packing a bag of emergency rations is a good idea. The instant energy that comes from snacking will help keep you warm and alert – and it’ll keep your spirits up, which is more important than it might sound. Eating little and often is the way to do it; those yoghurty bars with nuts and bits of fruit in them that you see in petrol stations are perfect, while chocolate (not too much) is a useful energy boost and pots of pasta work well so long as they’re the kind you can store long-term and eat cold. Not that you need to swear off hot food. A couple of flasks, one full of hot soup and one of tea or coffee, will make you the envy of everyone you’re stuck with.

Taking an emergency supply of any medications you’re on might

sound a bit over-dramatic. But it’s all about being prepared. A night without thrush cream won’t kill you – but if missing a dose of librium means you might kill someone else, not doing that will be a tremendously popular move.

You can get proper distress flares from chandleries, but a bunch of fireworks will be a lot cheaper. Once you’re aware that rescuers are looking your way, a flag fashioned from your broom handle and hi-vis should get them coming to help. Obviously, we’re into the realms of stuff you’ll only need in more remote situations here, but once again it’s all about being prepared. The first rule of mobile phones is that they die when most needed. So get one of those battery-powered emergency changers you see in service stations to keep in your glovebox.

You’d have to have got very badly stranded to run out of fuel and have a flat battery. But a cheap little battery-powered radio will let you listen to weather reports and generally help keep your spirits up. Not that listening to people talk about the weather is at the top of your list, but still.

When you’ve got a four-wheel drive vehicle, the thing that’s most likely to stop you getting from A to B is all the other cars that can’t make it. Which means your best bet may well be to go looking for smaller roads no-one else would dare try to tackle.

Sat-nav may or may not help with this, but a map certainly will.

Only go for it if you’re sure of your own and your vehicle’s ability to get through, though, because if you do end up stranded you’ll be that much further away from civilisation – and still stranded.

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TRAINING

PROTRAX

From global off-road competitions to military service, the team at Protrax have done it all between them. So teaching you the ropes should be a doddle, shouldn't it?

W

hen you think of off-road driving a few names should spring to mind. Land Rover probably being the first. Lantra and the British Off-Road Driving Association – aka BORDA – may well be another two. Add to this list the Cobley family name and you’ve got all the ingredients of Protrax.

‘I started Protrax in the nineties,’ says founder Vince Cobley. ‘It may well be one of the oldest off-road driving schools still going. Protrax

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was a founding member of BORDA and all of our instructors have gone through either Land Rover’s lead and senior instructor courses or are Lantra trained.’

Throughout his extensive experience, Vince has competed in, won and organised countless global off-road events, stretching from jungles and mountains to deserts. Therefore, he’s gathered enough knowledge of the ins and outs of driving off-road to fill a book (he co-authored the Haynes Off-Road Driving Manual in case

you’re interested). But one thing he’s learned along the way has really shaped the way Protrax trains the clients that come through their doors.

‘Not all vehicles are the same, especially nowadays, and no two drivers are the same either. So, we try and teach the universal rules and make sure everyone gets what they need. I remember reading somewhere that when they go on a course, most people only absorb 40-something percent of what they’re taught. Whilst

we could easily stand and teach people about this and that over the course of several hours, they’d lose concentration and interest well before we finished. So we only spend half an hour going over a safety briefing then get out on site. We find it’s a subject that’s easier to learn practically rather than sitting and being talked at. We can also tailor it to the individual more easily out in the field.’

Each of the Protrax trainers will often explain things as they’re

PICKUP & 4X4 PRO 03/12/2018 22:06

in motion, or disembark and show students exactly what is happening. This way their pupils get to experience the different aspects and not simply hear about them. They’re less likely to forget what they’ve learned.

The Land Rover Experience East of England is also under Vince’s stewardship and many of the Protrax training team have a military background. That brings

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with it a longstanding history of cross-country driving and depth of knowledge. Leading the team is Edd Cobley – Vince’s eldest – who also has extensive experience, albeit in a different vain to his father. Edd drove for Team Harford in the first season of the Defender Challenge, winning the one-make series on the final day – he also won the British Hill Rally in 2015 in his much loved 90, Skippy. But

he explains that he isn’t always fighting physics in a Defender.

‘I do a lot of training for the blue light industry,’ says Edd. ‘I often run training for Staffordshire Police and do stuff with the ambulance service. We also train fire and rescue and other police services, too. That’s why we use the Sprinter. They’ve used other things over the years but they just didn’t have the storage capacity,

and you’ll be surprised what they can do off-road.’

Alongside the 2.2-litre turbodiesel Sprinter, Protrax run a 3.2 Ford Ranger and a MercedesBenz X-Class 250 d. Both of the pick-ups have part-time fourwheel drive and all three vehicles have low-boxes. All three are also automatic, with the X-Class using a seven-speed setup, the Ranger a six-speed and the Sprinter four.

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TRAINING This fleet is tailored to the current market, as pickups become more and more popular.

‘It used to be mainly Defenders,’ says Vince. ‘But now we’re getting more and more people turning up

in pick-ups. They’re very popular, and quite often people don’t understand what they’re capable of – or how they work.

‘A customer brought his wife in a while back. She’d been driving his

Ranger across a field and rang him up to ask how to put it into fourwheel drive. She then rang him back and thought she’d broken it – but it was just the hill descent control kicking in. A big part of what we do is just explain what is going on.’

Riding shotgun through the expansive grounds of the Rockingham off-road site, Edd talks me through the various aspects of the site, and unfortunately on a damp and foggy day many of them were unsafe to attempt. But Protrax are responsible and safety is always their primary concern. Slowing the Sprinter to a halt at the top of a steep descent. Looking down from the top, it was sheer, wet and grassy – only to be attempted on a death wish. But there were tracks down.

‘Someone went down there a few days ago and it didn’t go well,’ recalls Edd. ‘He thought it looked alright so down he went. But you see that tree at the bottom? There was no traction and the vehicle skidded down and straight over the verge, stopping just short of the tree.’

The wet grass, ‘affectionately’ nicknamed GREEN ICE, meant that the driver’s steering input was irrelevant, and he had no control over the vehicle. It was down to

luck that a serious incident was avoided.

‘If you can’t walk down it, you shouldn’t attempt to drive down it. If you can’t handle it, what chance does a big, heavy vehicle have?’

Carrying on further into the site and over more obstacles, Edd continues to demonstrate and explain the technical and mechanical sides of off-road driving. It’s conversational more than linear tuition, far from a script that has been learnt to cover all the bases, but evidence of the knowledge ingrained from years of experience.

‘We know that each client is different, so we talk to them and get to know them – so we can tailor the training,’ says Vince. ‘All sorts of companies have training with us, so we focus the training to the skills and terrain that they need it for.’

Alongside the site at Rockingham Castle, which includes fords, hills to climb and descend, side slopes and axle twisters, Protrax also use Tixover Quarry for a variety of training and recreational activities. Being based there has unsurprisingly enabled them to provide driver training for quarry companies and it’s over at the quarry where Protrax do

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TRAINING

the majority of their ATV training using their Kubotas, too.

Despite the wealth of sites at their disposal, Protrax are also more than happy to offer remote training on request. If a client requires driver training on a particular terrain, then a mobile team can come to site.

‘We’re more than happy to just have a chat with customers too

and give them advice,’ says Vince.

‘Whether it’s on what vehicle to buy, how to equip it for anything from green laning to overlanding somewhere abroad, we’re happy to consult with people.’

‘Companies that use these vehicles often adjust this and that but don’t understand exactly what it means for the vehicle,’ adds Edd. ‘They don’t realise that when you

even slightly modify a vehicle it might not meet regulations any more. So we advise them on the PUWER and HSE regulations to stop them getting into trouble.’

The wealth of experience and expertise at their disposal has seen Protrax work with a wide range of companies and organisations from EDF Energy to National Geographic, the American Special

Tactics squadron and they’ve worked several vehicle launches for the likes of Hyundai, Vauxhall, Jeep and Nissan. Choosing them ensures that you’re in safe hands.

Their approach is professional, their site is more than impressive and their understanding of the offroad world is, probably, wider than an individual will ever need.

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team building •Wood Sites Cottage,available 24 Old North Road,all Waterover Newton,UK Camb’s PE8 • 6LUFull facilities – group or • Expert tuition – all individual standards • Adventure trips – U.K. and

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TEL:/FAX: 01536 772238

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PRODUCTS

LAND CRUISER UTILITIES Ironman 4x4 importer provides extra practicality in Toyota LC 150

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Basically, if you want to fit the drawer system, the third row of seats needs to vanish, but in doing so, it leaves an uneven floor. The Wing and Mounting Kits counteract this by covering over the wheel arches and flattening the loadspace so the drawers have a suitable place to live, while you still have a usable area outside of the drawers.

This Ironman 4x4 storage solution doesn’t just organise the area for you, either, but easy access remains courtesy of the panels that lift out to open up the sides.

And the kits are as durable as your workhorse itself.

Both Wing and Mounting kit are finished on the front with a black powder coating and are lined with marine carpet. There’s more marine features, too, and that doesn’t mean your reimagined loadspace comes with a free Nemo. Instead, the Wing Kit is constructed from 12mm marine-grade ply, so the frame should last the test of time.

West Coast Off Road is the exclusive distributor for Ironman 4x4 products in the UK, so if you need solutions for your truck’s loadspace, or if you’re in the market for some 4x4 accessories, this is the place with all the answers.

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STORAGE IS SOMETHING we can always do with more of and with many of us using our trucks for work, it’s also important to be as organised and efficient as possible with the space we have.

The last thing you want to find is a boot full of scattered tools or a can of paint opening its contents onto the back of your head, because some idiot pulled out on you at a junction and now everything behind you looks like it’s been vomited out into the back of your truck.

Of course that’s not what you want, so for all Toyota Land Cruiser owners out there, you can kiss that can of Dulux goodbye thanks to the new Wing and Mounting Kit from Ironman 4x4.

Suitable for the latest version of Toyota’s legendary SUV, the Mounting Kit provides a level platform for storage drawers you may wish to install. And you’ll need these kits if you’re planning on removing the third row of seats and fitting, oh, maybe the 900mm Locksafe Drawer System (also from Ironman 4x4). However, combined together with the Wing Kit, you’ll create a loadspace that becomes instantly more versatile and practical.

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IRONMAN 4X4

Vehicle Solutions

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YEARS SINCE 1958

Since 1958

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16/4/18 4:09 pm 03/12/2018 22:08

PRODUCTS

THE BOSS WILL SEE YOU

Get impossibly tough Aussie air suspension in the UK, courtesy of Airride A NEW RANGE of rugged loadsupport kits from Australia, Boss Air, are now available to buy from AirRide in the UK. Air suspension can be many things, but tough isn’t usually one of them. Boss Air design and manufacture air bags to withstand the toughest conditions, and hone their products in the red-hot terrain of the Australian Outback.

This means that Boss air bags are both tough and durable. They are made from thicker rubber than a standard load-support air bag, meaning that Boss have never supplied a burst bag in 13 years – a period in which they have supplied more than 18,000 kits worldwide.

Boss air bags may have been developed in seriously hot conditions, but their kits work in the cold, too. Their kits have been used all over Europe, including the freezing temperatures of Scandinavia – quite a long way from the 50-degree heat of Australia’s Red Centre!

AirRide are Boss’s sole UK distributor, so if you want a set of Boss bags for your vehicle, they’re the ones to call.

What is it, though, that makes the boss kits so special?

The bags’ end caps, like Boss’s

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brackets, are 6mm – thicker than even high-quality competitors that usually supply 5mm. They really are tough – 160 Psi with extraordinary burst pressures of between 600 Psi and 750 Psi – this basically means they are less than likely to burst on you.

One in a hundred Boss bags is tested to destruction in a controlled test chamber to pressures exceeding 750 Psi. This ensures the manufacturing and design of the bags is second to none. Boss bags are made only by Boss in their own dedicated facility and the bags have been evolving in terms of both durability and performance ever since they were first made in 2005. Boss bags lead the way in bag-sealing technology, too, using forged rings.

The Boss kits are extremely easy to use, as to install them you simply bolt them on and then they are ready to work straight off. Can’t get any easier than that, can it? So not only do they work in conditions that only a reptile or penguin can usually survive, but these bags can be fitted and giving you peace of mind in next to no time.

You aren’t limited to just vehicles with air suspension in the first

place either. Take the VW Amarok, for instance. You can add the robustness of the Boss air bags to your pick-up with the dedicated Amarok kit.

Heavy work requires a heavyduty approach, and with the Boss load-support kit installed, the bags work alongside the existing leaf spring to raise the rear of the vehicle and keep it level, no matter

how much the load may change.

And with the air bags working in tandem with the leafers, a smoother ride and improved handling will be welcome bonuses for your Amarok.

If you’d like to feel like you’re riding on cloud nine, you should speak to AirRide, Boss’s sole UK distributor and start Bossing it with their air suspension.

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PRODUCTS

ROLL WITH IT

Pro tops designed especially for the evergreen Ford Ranger WHEN YOU HAVE a pick-up truck, you may want to cover the load bed from time to time, but many owners prefer to fit a hard tonneau cover instead. And thanks to NLG’s own brand, Pro//Top, you can now get the ideal tonneau cover for your Double Cab Ford Ranger Wildtrak.

The recent expansion of the range sees the new Alu-Cover join the ranks, a high-quality cover finished with black chequer plate – just the companion for the Wildtrak’s stock dark grey sports bar.

Not only does the cover enhance the Ranger’s rear styling, but the Alu-Cover provides a lockable solution without the removal of the Wildtrak’s sports bar. It also enables all cargo to be out of sight of prying eyes whilst still maintaining that authentic pick-up guise.

The cover utilises high-quality

ANGLIA VEHICLES THE TOYOTA LAND CRUISER 70-Series was built to work in conditions that would destroy other vehicles. That is why it’s the 4x4 of choice for the UN, NGOs, mining corporations and military forces around the world – as well as anyone else who needs uncompromising strength, off-road ability and legendary reliability.

But you can’t get it in Britain, can you? Yes you can. Not from a Toyota dealer, but from Stamford-based Anglia Vehicles.

‘Since the demise of the Land Rover Defender,’ says the company, ‘there is nothing available in the UK for those needing a “real” fourwheel drive vehicle. After more than 25 years of supplying Land Cruiser 70-Series globally, it is our duty to make it available in the UK.’ These days, the 70-Series comes with a 4.5-litre V8 diesel engine developing 202bhp and 317lbf.ft,

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helping it tackle the toughest of terrains with ease. ‘Maintenance is very straightforward,’ says Anglia.

‘Having no ECU means all work can be carried out in the field without special tools or diagnostic equipment. Even tyre changing is a simple DIY operation thanks to the split-rims wheels.’

The Cruisers sold Anglia will all be left-hand drive, however, the company also offer a RHD conversion kit.

‘Thanks to the design of the vehicle,’ it says, ‘this is a straightforward task that can be safely carried out by any competent workshop.’

All sounding good? ‘The cost of these vehicles, too, will come as a pleasant surprise!’ says Anglia. And now it all sounds even better. Best of all, a visit to www.angliavehicles. co.uk will get the ball rolling.

pivot hinges, underpinnings and lock system, along with two powerful gas rams making lifting the cover exceptionally easy.

There’s even effective seal and drainage channels keeping your load bed cargo away from all of the Great British elements.

Once the cover is in place, you may also wish to consider the optional transverse load carry bars, which can mount cargo to the cover for additional practicality. And if you ever want to remove the tonneau cover, it can be with minimal hassle, returning it to the standard open bed configuration.

For more information or to find out what we can do for you please contact Mathew Gibson, Sales and Operations Manager on 01677 989215, or by email - matt@nlg. co.uk.

THE TOYOTA LAND CRUISER 70 SERIES STRENGTH - RELIABILITY - ABILITY FOR THOSE WHO NEED THE BEST

76 LX 10 5 Door MWB Hardtop

79 Single Cab Pickup

79 Double Cab Pickup

78 “Troopy” 3 door LWB Hardtop

For further information contact Anglia Vehicles Ltd Tel 01780 757080 Email sales@angliavehicles.co.uk Website www.angliavehicles.co.uk

PICKUP & 4X4 PRO 03/12/2018 22:08

PRODUCTS

MORE THAN A TORCH The NightSearcher LifeGuard may well be a life saver TORCHES AREN’T SOMETHING we use all that often, are they?

Obviously, some use them more than others due to work and different professions, but for many people the only time they’ll use a torch is in an emergency. Some emergencies are, well, grander than others. For example, you might get your torch out when you’ve dropped your keys on the drive, or you think you may have scraped your vehicle’s underside

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and want to check it. Both are usually solved easily, as you either locate your keys with ease or inspect the chassis and promptly decide everything will probably be alright. But neither of these are real emergencies. Imagine this…

Coming around, you’ve a sore head and slowly you realise that you’re in your car. But things aren’t okay. You’ve had a crash and your passenger is unconscious.

The doors won’t open, but the

glovebox will. Grabbing the NightSearcher LifeGuard, you utilise the window breaker to forge a way out.

Using it again to get into the passenger side, you try the seatbelt, but it doesn’t give. The in-built seatbelt cutter (which is much, much sharper than you think) helps you out here, and soon your loved one is free and you can walk away from the carnage to safety as you await aid, using the 70 lumens of the LED torch to guide the way.

Apologies – got a bit carried away there. It’s not nice to think about, and we do all we can to avoid a crash, but sometimes they’re unavoidable.

Talking of unavoidable things, sometimes a truck is likely to break down – we’re all looking at you, Land Rover owners. When this happens, it could be anywhere

and at any time. But the LifeGuard will still be useful here, thanks to the magnetic strip that runs along the side, meaning the LED floodlight can be used to comfortably light any engine bay.

Offering 200 lumens, the strip lighting covers a wide areas with bright light so you can see exactly what you’re doing.

The LifeGuard is a clever yet compact device, with measurements of 159x47x22mm, and weighing just 127g. It’s also a strong performer is the toughness stakes as it can comfortably withstand falls up to a metre. It takes three AAA batteries, and can function on flood for five hours, or three in torch setting.

For more information on this fantastic piece of kit, visit nightsearcher.co.uk, where you can pick up your own LifeGuard for just £18.80 RRP.

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FEATURES

EDGE

Experts in all things 4x4 and off-road, you can trust Edge when it comes to kitting out your vehicle for anything

DEVON-BASED EDGE are committed to everything offroad. Their arsenal extends from building and servicing 4x4s, selling quality vehicles to off-road tours across Dartmoor and they’re also the exclusive European importers for Rightline Gear.

The Rightline Gear is developed in America and is trialled and tested in the toughest of conditions, so you can rest assured that it is up to the task. Whether it’s a tent that fits seamlessly to your vehicle, or innovative cargo solutions, the Rightline Gear repertoire will have something to help you get even more out of your beloved truck.

Edge are currently running an introductory offer on the Rightline Gear truck tents, which if you’re looking for a way to use your truck for more than just work are absolutely ideal. The shrewd design consists of a compactable tent that fits neatly onto the bed of your pick-up and utilises the space.

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A floorless design allows you to set up the tent without removing all of the gear from the truck bed, and also features a sky view vent so you can sleep under the stars wherever you park for the night. You can keep organised with the interior pockets and see what you’re doing thanks to the convenient lantern hook on the roofline.

Installation of the truck tent is easy, with colour coded poles that can be assembled with your feet firmly on the ground. Once fully set up, the tent has plenty of space for two adults, and is designed to work in conjunction with the Rightline Gear pick-up bed air mattresses to provide optimal comfort for a good night’s sleep anywhere and everywhere.

To make the most of the offer, visit edgeoffroad.co.uk and pick up your truck tent for just £399.99, or call them on 01803 262002. There are also differing designs that are better suited to SUVs, if that is what you happen to drive.

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PICKUP & 4X4 PRO 03/12/2018 22:07

Edge

LAUNCH OFFER...

£399.99

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Fits All European Sized Pick Up Brands Order Online UK Stock No Quibble Warranty Premium Quality Tents Tested in the Extremes of the USA Exclusive EU Distributors

www.edgeoffroad.co.uk

01803 262002 edgeoffroad.co.uk edgeadventuresoffroad Edge.indd 1 2pp Edge 48-49.indd 49

29/10/2018 22:07 18:12 03/12/2018

PRODUCTS

RANGER GAME CHANGER Pedder rear brake conversion gives Ford truck serious stopping power THE FORD RANGER is one of the standout performers of the pick-up hierarchy. It’s forced its way into the 4x4 market and developed a revered reputation, even against the vanguard of workhorses such as the Mitsubishi L200 and Toyota Hilux.

But while there is no denying how good a Ford Ranger is, whether that be on-road, off-road, working as a truck – it can’t hide the fact it uses drum brakes at the rear.

Now, call us old-fashioned, but surely drum brakes were the sort of technology that should have been ditched when we evolved from the horse and cart?

Generally, drum brakes may be able to do the job you’ve asked them to do. However, when you start talking about lifting your vehicle and slapping on bigger tyres, you don’t want to get caught out by brake fade. Pedders don’t want you to be caught out either, so to keep things safe and slowing as they should, the company has revealed its latest Trakryder disc brake conversion, made for that

brilliant Ford Ranger of yours.

The conversion throws out the old drums and substitutes in Geomet-coated and slotted brake rotors, which are then sandwiched between Kevlar ceramic pads. The result? Better feel through the pedal and noticeable improvements in stopping power, while the disc brakes are so much easier to maintain.

The benefits over drums come from the fact that the discs have a larger surface area subjected to air, and Pedders also claim the discs drain water better than drums.

Crucially, you don’t have to run massive tyres and have a colossal suspension lift to reap the joys of this conversion.

Our workhorses need to be able to lug heavy loads and tow substantial equipment at times, all situations where extra stopping power is most certainly welcome.

This is a conversion well worth doing and you’ll find more information, along with pricing, at www.pedders.co.uk

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Ford Ranger Big Brake Kit - UK - PRINT.pdf

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BIG BRAKING PERFORMANCE!

WITH PEDDERS TRAKRYDER EXTREME BRAKE KITS BRAKE KITS

ADJUSTABLE 4X4 SUSPENSION

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Stainless steel abutments.

For the discerning driver who is particular about how eXtreme Brake Kit. The braking results are staggering with the inclusion of a larger 6 pot caliper design, high tech TrakRyder eXtreme kevlar ceramic pads mated with a 10 slot dimpled and geomet coated larger diameter rotor.

Bigger braking surface means bigger stopping power. With the fitment of the all new Pedders TrakRyder eXtreme brake kit, independent Australian Engineering tests reflected an average improvement in braking distance by up to 14%.

Features: • Stainless steel braided hoses.

• 10 slot and dimpled TrakRyder geomet coated rotors 14”/356mm diameter (OE 11.85”/301mm).

• TrakRyder eXtreme Kevlar Ceramic low dust brake pads.

• TrakRyder eXtreme 6 pot design caliper brackets and bolts.

• 6 Pot, 2 piece aluminium forged calipers.

• High grade alloy steel brake pad insulators.

• Stainless steel pistons.

Specialising in Suspension solutions since 1950 For further information go to www.pedders.co.uk or please contact your local Pedders experts.

01296 711 044 info@pedders.co.uk

* Independent Australian engineering test results proved that at 100kmh the TrakRyder eXtreme Brake Kit system upgrade stopped on average 11m sooner than original distances are reduced by 21%. This kit is suited for 18” wheels or larger. Further details available in store and on our website. Suits Ford Ranger PX & PXII Models.

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03/12/2018 22:08

PRODUCTS

ATTENTION TO DETAIL Pick-up coachbuilders taking trucks to new heights

PICK-UP TRUCKS HAVE always been utilitarian trucks, and their rugged charm has largely been overlooked in Britain, mainly thanks to the irrepressible Land Rover Defender. But since the 90 and 110 ceased production, pick-ups have filled that void and gone on to new heights. Trucks have always had vast appeal in America, however, it took something much more specialised to help them catch on the way they have this side of the Atlantic.

It took expertise, passion and vision to elevate the pick-up to its current status. That’s exactly what Deranged did.

Deranged began when its founders, Jason Pelosi and Alex Kilby, were both learning their

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trade in the same workshop. It became apparent that they shared a keen eye for detail and a love for modified vehicles. After spending endless time collaborating and working on vehicles of their own, they started up the Deranged vehicles venture. Over time, their work developed a distinct style, and their experience and attention to detail made their trucks truly stand out from the crowd.

On site in Essex, the Deranged team design every aspect of their trucks, which gives each and every one of them a strong identity that is recognisable at first sight. These trucks are OEM standard, and ooze quality and class. From their custom wheels and flared arches, to their own signature badging.

Inside the trucks, though, is where the Deranged repertoire really shines. Whilst modern pick-ups are increasingly more car-like to drive, the Deranged treatment takes them from merely car-like to luxury. Whether you want figure hugging carbon-fibre sports seats, quilted diamond stitch leather or something totally different that you’ve dreamed up, you can rest assured that Deranged will do all they can to make your vision into a reality.

Whilst they have developed their own pattern accessories, their creativity is malleable which ensure that customers always get the truck they set out for. In the past, the team have rolled out lime green carbon bucket

seats, chrome wraps and worked their magic on everything from Mustangs to Maseratis when the call has come in.

Trucks like the Ford Ranger and Nissan Navara really come of age with the Deranged treatment, and the bespoke coachbuilders have recently done their thing with an Amarok. Whilst the demand is there for pick-ups, there are other options. The company started out working on Defenders and have done countless one-off specials.

So, whatever you drive, the Deranged team have proven time and time again that they are ready for any challenge.

They say the devil is in the details, and Deranged trucks are devilishly cool.

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PRODUCTS

AS GOOD AS NEW

Rhino Linings and Paintseal come together to transform tired Land Rover

WHEN A VEHICLE is worked hard it starts to wear and age quicker, in the same way you do after a few all-nighters and a take-away too much. It may not work for you, but the Rhino Linings treatment can make your workhorse look spritely and sharp. With over 2,000 application centres around the world and a continuously expanding presence here in the UK, Rhino Linings’ bed lining is trusted and class-leading, and truly enhances the bed of any pick-up. And this Land Rover Defender 90 pick-up is testament to the wonders the treatment can do for a hardworking vehicle.

Earning a living moving stock for Chipping Sodbury Caravans, this little Land Rover spend its days away from the road and towing numerous caravans between the workshop and the showroom.

When it came to the guys at Rhino, the Land Rover was rusted and, frankly, had been battered by the elements. It was sprayed with the tough stuff in the truck bed, also around other areas such as the wheel arches, headlight surrounds and grille, front bumper and the rear tow bar. With the Rhino coating on the truck bed, the 90 instantly had refinement alongside robustness, with improved grip

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on the bed avoiding any cargo slipping around the bed and impact resistance also stopping it getting damaged. For the driver’s benefit, the lining also deadens noise from vibration and impact – not that towing caravans will necessarily be a serene activity, but still.

With their head office situated in Nottingham, Rhino Linings has over six hundred applicators across the UK, but

took care of this special project at their headquarters. This meant that alongside the Rhino bed-liner, the Defender could also receive the Gen3 glass coat paintwork protection from Rhino’s associated company Paintseal. The paint was dull and looked aged, but the team polished it up until it had a glow of former glories before applying the Gen3 glass coating. The solvent resistant paint protection doesn’t require any preservers like many alternatives, and makes cleaning of muck and grime a simple wipe-down task. Once it’s supplied you can simply forget about it, which makes looking after your vehicle’s paintwork the easiest thing in the world.

As awareness grows and word

spreads, the Rhino Linings network continues to grow, and recently announced its first fully authorised Rhino Centre in the UK – Tyntesfield Coach Works LTD – which can now offer the full Rhino servic.

As the product is so diverse, Rhino Linings continues to grow on a global scale too, with more applicators and distributors offering specialised formulations, comprehensive system package and practical experience alongside professional support.

Drivers from all sectors are entrusting Rhino Linings to protect their investments.

The lining costs £499 (plus VAT) and the price includes all of the preparation work on your vehicle before the full application.

Visit www.rhino-linings.co.uk to locate your nearest applicator.

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PRODUCTS

BEHIND EACH BATTERY… APB are bringing split charger systems from South Africa into Britain

MODERN VEHICLES ARE getting cleverer year on year, but so are the accessories you can fit to them.

Many of the gizmos and gadgets you can fit will require extra power, however. For this extra auxiliary oomph, there are myriad options, but one of the most popular routes people tend to go down is choosing a split-charger system.

This is a system that monitors and charges both the engine’s starter battery and the additional battery for the added toys, both from the same charging source.

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A large proportion of the market leading expedition equipment and adventure accessories manufacturers hail from South Africa, where the conditions nigh on necessitate off-road driving and travelling prepared.

The perfect place to hone their products then. This is exactly the case for 12-volt equipment specialists National Luna.

Their arsenal is exclusively imported into the Britain by APB Trading, and not only do National Luna produce fridges, but

conveniently for other words on this page they also make power systems to support them. Splitcharger systems, too!

Everyone is different, and as a result every battery is going to have to fulfil a different purpose.

That’s where the National Luna 12-volt Auxiliary Battery Box comes into play. Fabricated to house a battery with dimensions up to 355x180x270mm, the box comes with a volt meter, a duo of 50Amp outputs, two 2.4A USB slots, a 50Amp input, an input for a NL5 Battery Charger, a cigar lighter, quadruple 15A fuses, a Din/ Hella female port and four spare ports. ‘Why four spare ports?’ you demand. Well, these 29mm ports are where you can customise the battery box to better suit your needs. Additional plugs include everything that comes as standard, except the two 50A and NL5 charger inputs or the isolator switch. But you wouldn’t need any more of any of those – that would be plain unreasonable.

Another option would be the National Luna Portable Power Pack with USB. This system is a removable, compact battery box that comes with a built-in splitcharge isolator, which can be used

as a standby power pack for 12-volt appliances and accessories added to your truck.

It comes with fused plugs for accessories, a high-power polarised plug and built-in battery monitor that provides low power and over-charge warnings. This pack is designed for low-power accessories such as refrigerators, pumps, compressors and lights.

Its high-current input-output can be used for more high-power requirements such as inverters or battery chargers. The Portable Power Pack’s split-charge isolator is fully automatic and doesn’t require additional hardware when you install it into your vehicle.

Power sockets up the ante to two cigar lighters, Hella din and 50amp luden outputs, two USB ports, a red luden output, a 5amp Luna charger port and an optional remote monitor port.

Both options detailed here will require a battery before they work, but APB have a supply of the highest quality batteries and are sure to stock one that will suit your needs. You can pick up either of these power solutions, and whatever battery you need, over at their website; apbtrading.co.uk.

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PRODUCTS

JUST KEEP RINGING

Portable power pack helps to keep you in touch whatever the situation SOMETIMES OUR VEHICLES need a little ‘encouragement’ after a spell on the sidelines, or even if they’ve had to face the coldest of winter nights outside.

By ‘encouragement’ we mean a kick up the starter motor and a shot in the arm to give the battery the boost it needs to fire up our faithful workhorse.

The trouble is, fetching out the big battery jumpers and all the cabling can be a faff, with a trip to the garage or toing and froing from the house just to get you and your pick-up underway.

Thankfully, Ring Automotive has been busy engineering its new set of lithium battery-powered Micro Jump Starters, which will help significantly reduce the headache of getting your truck back into life.

There are two versions available: namely the RPPL200 Micro Jump Starter, suitable for boosting

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vehicles up to 2.0 litres in capacity, or there’s a stronger Micro High Power Jump Starter capable of tackling motors up to 3.0 litres in size. Impressive, no?

The advantage of both these jump starters is there dimensions and ability to recharge far more quickly than any traditional lead acid power pack. Firstly, the 200, which weighs just 300g and can be stowed away in your glovebox with its slim 19mm-deep design, while it can be recharged using the accompanying micro USB charging cable in just two hours.

Its heavy-duty brother, the 300, weighs in at 490g and sits 30mm deep, but can still be fully charged in three hours. And that’s not the only features, either. Both come with a built-in LED light and there’s a USB socket so the starters can act as power banks.

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Gets into the places you can’t.

MAGflex Pivot Slim Inspection Lamp The MAGflex Pivot combines a slim design with multi axis rotation and tilt, meaning light can be directed exactly where required, even into the smallest and hardest to reach spaces.

For your nearest stockist visit ringautomotive.com

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Horizontal rotation

Rotating neck for task light and torch

Magnets for hands-free

Compact pocket storage

03/12/2018 22:11

ARMOURED+ EDITION

Ford Ranger 3.2 TDCi Wildtrak Double Cab Pick up 4x4 4dr

DV8WORKS.COM DV8Works

dv8_works

Stratford-upon-Avon, England, 01789 774882

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03/12/2018 22:22