Pick Up & 4x4 Pro - March 219

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ISUZU D-MAX

Special edition adds luxury and new toys

RACING TRUCKS: Heroes of track series sat in storage USED BUY: The 270 Hilux is as tough as they come TESTED: Isuzu D-Max V-Cross, Mitsubishi L200 Warrior

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

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WHAT ARE YO U BU IL D ING F OR ?

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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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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PICKUPPRO

& 4X4

THE MAGAZINE FOR THE PICK-UP AND 4X4 PROFESSIONAL

THIS MONTH MARCH 2019 News 4 4 5 5 6

RNLI New trucks chosen for RNLI fleet Mitsubishi L200 Special edition adds attitude Polaris Improved brakes for popular side-by-side VW & Ford Motoring giants to make trucks Ford Ranger Updates announced for truck for 2019

Products 32 34 36 37 38 39 40 45

National Luna Charging system for onboard power Airride Load support system for unladen trucks Davanti New rubber perfect for winter Polaris Snow-battling accessories for SxS Rhino Linings Look after your truck bed with the best Pedders Rear suspension kit for Ford Ranger Ironman 4x4 Australian bashplate for Ranger, BT50 ARB First accessories for latest Suzuki Jimny

Features 8 14 22 26 30

Isuzu D-Max V-Cross model put to the test Mitsubishi L200 Can you have comfort and ability?

Used: Hilux The truck that became Invincible SsangYong Musso What happened to the race series?

Pro Driver Training Does what it says on the tin

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Tel: 01283 553243 Email: enquiries@assignmentmedia.co.uk Web: www.pickupand4x4pro.co.uk Facebook: www.facebook.com/ pickupand4x4pro Instagram: @pickup4x4pro Editorial Supervisor Alan Kidd Editor George Dove Art Editor Samantha D’Souza Contributors Mike Trott, Paul Looe, Dan Fenn Group Advertising Manager Ian Argent Tel: 01283 553242 Advertising Manager Colin Ashworth Tel: 01283 553244 Advertising Sales Manager Peter Topley Tel: 01283 553245 Advertising and Exhibition Sales Executive Abigail Cooper Tel: 01283 553246 Publisher and Head of Marketing Sarah Lowe Email: sarah.lowe@assignmentmedia.co.uk To subscribe to Pickup & 4x4 Pro for FREE: just fill in the form on page 2.

Distributed by Marketforce; www.marketforce. co.uk Every effort is made to ensure the contents of Pickup & 4x4 Pro are accurate, but Assignment Media accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these. When responding to any advert in Pickup & 4x4 Pro, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable care to ensure advertisers’ probity, but will not be liable for loss or damage incurred from responding to adverts Where a photo credit includes the note ‘CC BY 2.0’ or similar, the image is made available under that Creative Commons licence: details at www. creativecommons.org Pickup & 4x4 Pro is published by Assignment Media Ltd, Repton House G11, Bretby Business Park, Ashby Road, Bretby, Derbyshire DE15 0YZ

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NEWS

FORD RANGER UPDATED FOR 2019 MODEL YEAR

Popular pick-up gets new safety tech, engines and 10-speed transmission

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he updated Ford Ranger has been revealed, with refreshed engines, improved connectivity and driver aids introduced to the range alongside a 10-speed automatic transmission.

Ford have given the Ranger a trio of 2.0-litre EcoBlue, fourcylinder diesel units. There are two single turbo variations, producing either 130bhp and 251lbf.ft or 170bhp and 310lbf.ft, with the units capable of 35.3 and 34mpg respectively. The range-topper features both a variable-geometry high-pressure and a low-pressure fixed geometry turbo, which results in figures of 213bhp, 369lbf.ft and can cover 30.7 miles on a gallon.

Some clever features have been engineered into the engine to reduce friction within the unit, such as a 10mm offset crank design that reduces chafing against the cylinder walls of the iron block. The valve-train has been optimised and features a single-piece camshaft module.

As well as a six-speed manual transmission, Ford are offering the 10-speed automatic ‘box from the irrepressible F-150 truck. You know, the one that is driven by nigh on all Americans‌ It sounds like overkill, but the extra notches are designed to give the Ranger more adaptability, as real-time adaptive-shift scheduling alters the transmission depending on the

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NEWS

situation. This means it’ll behave differently when you’re towing a trailer to when you’re dropping the little ‘uns off at school.

An on-board modem enables the Ranger to function as a Wi-Fi hotspot, and the FordPass mobile app makes it easy for the driver to keep on top of vehicular status. Oil level, tyre pressure and mileage can be checked remotely, whilst there is also a vehicle locator for those who are either forgetful or

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victimised and it is also possible to toggle the vehicle’s central locking from the app.

The third version of Ford’s Sync multimedia system can be voice activated or by using the 8-inch touchscreen and is Apple CarPlay and Android Auto enabled. The Ford MyKey system allows fleet managers to limit the driver’s speed and radio volume, plus it can permanently switch on all of the Ranger’s safety features.

Those safety features include pre-collision assist with pedestrian detection and intelligent speedlimiter as standard. The latter of these monitors road signs, and if the speed limit is lower than the set speed of the adaptive cruise control, it will slow down and then speed back up again in line with the speed limit.

The 2019 Ranger also features lane keeping assistance, traffic sign recognition, parking sensors

both at the front and rear, a rear-view camera and electronic stability control that features both rollover mitigation and trailer sway management.

On the updated version, both Wildtrak and Limited spec will include a new easy-lift tailgate with a torsion bar that increases the ease of closing it back up.

There is no word on pricing as of yet, but the updated one-tonner will be arriving in mid-2019.

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NEWS

FORD TO SUPPLY RNLI The non-profit chose to run a Ford fleet after vehicle testing OVER THE NEXT three years, Ford will supply a fleet of 450 vehicles to the Royal National Lifeboat Institution (RNLI).

This year, the national charity will take delivery of 210 vehicles, with another 120 arriving both next year and in 2021.

The fleet will include twenty 4×4 Rangers this year, which will carry out their duties on the British shorelines as the fleet for the RNLI’s beach patrols. Over the course of the agreement, the RNLI will take in 100 of the Blue Oval pick-ups.

All of the RNLI’s on-road transport will also be covered by Ford, with a fleet including Fiestas, EcoSprt, Focus, Kuga and three variations of the Transit.

In the past the non-profit organisation has used the Suzuki Jimny, Toyota Hilux and the Mitsubishi L200 on British beaches.

NEW L200 BLACK EDITION Special edition gains street credentials and choice of bed accessories THE MITSUBISHI L200, along with three other vehicles in the brand’s ranks – the Eclipse Cross, ASX and Outlander – has been given the Black Edition treatment.

Despite its name, the Black Edition L200 is available with a white or grey body colour, as well, of course, as black.

Based on the range-topping

Barbarian model, the Black Edition pick-up is on offer with both manual and automatic transmissions and has, you guessed, been stylistically bolstered with black trinkets and styling cues. The 17-inch alloys, along with the front grille and a section of the front bumper, come in the darkened hue. The fog light

surrounds are also darkened, as are the door mirrors, door handles, wheel arch extensions and side steps, whilst at the back the rear bumper is blacked out, too, along with the tailgate handle. Rear accessories include either a GST hardtop with sliding side windows, a Mitusbishi Fullbox or a black aluminium roll-top and sports bars.

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Inside, the Black Edition gets leather seating, Barbarian illuminated door entry guards, mood lighting with puddle lamps plus a set of top-spec Barbarian branded mats.

The Barbarian Black Edition is limited to 500 units, and is on sale now, priced from £30,195 on the road as a commercial vehicle.

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NEWS

POLARIS UPDATE RANGER The side-by-side gains anti-lock stoppers alongside power steering LAUNCHED FRESH FOR 2019, the new Polaris Ranger XP 1000 EPS with ABS. It follows suit of the General Deluxe, which last year was given the anti-lock braking system.

It was developed at the Polaris factory in Opole, Poland, specifically for the European market. In fitting the upgraded brakes, the Ranger has improved stopping distances, more control when both braking and steering at the same time and means the driver can have higher confidence in their vehicle when stopping on varied surfaces.

Vice President and General Manager of Polaris Off-Road Vehicles in Europe, Rodrigo Lourenco, is pleased with what this model means for the Ranger line-up.

‘We’re extremely proud of yet another addition to the Ranger family. The Ranger XP 1000 EPS

is our most versatile product on the market and has proven to be a huge success across the globe – we want to continue that momentum into 2019 with the new ABS model.

Adding ABS not only results in uncompromised braking performance, but also builds upon the diverse applications of the Ranger, so our customers can achieve even more.’

The Ranger XP 1000 is the most powerful utility side-by-side in the class, producing 82bhp and 61lbf.ft from its ProStar 1000 two-cylinder engine. The EPS version also benefits from the more pliable steering, it has a towing capacity of 1,100kgs, and has a usable cabin with a 4” LCD screen showing rider information, comfort seats with thicker padding and a plethora

of storage areas. There are also over 200 Polaris Engineered accessories

on offer to help tailor your Ranger to your requirements.

VW AND FORD JOIN FORCES Motoring giants announce Global Alliance to boost value and productivity VOLKSWAGEN AND FORD have announced their Global Alliance, which will help them offer more competitive products as they collaborate on EVs, autonomous vehicles and mobility services.

The two brands will also work together to in developing commercial vans and mediumsized pick-ups as soon as 2022. As early as 2022, the two automakers say that this will power significant scale and efficiency that will enable them both to share investments in vehicle platforms.

Ford’s CEO Jim Hackett has said that the alliance will ‘help both companies create value and meet the needs of our customers’. He added ‘it will not only drive significant efficiencies and help both companies improve their fitness, but also gives us the opportunity to collaborate on shaping the next era of mobility.’

His VW counterpart Herbert Diess echoed much the same, hammering home that both brands see this as a key to remaining competitive and pushing the market forward.

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ON TEST

ISUZU D-MAX V-CROSS

The much revered workhorse gets its glad rags on, but has it become compromised?

WORDS: GEORGE DOVE, PICTURES: ALAN KIDD

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ON TEST

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he Isuzu D-Max is one of the most versatile pick-ups currently on the one-tonne market. With a range that utilises the same 1.9-litre diesel unit and, on the whole, the same chassis, too. But nonetheless, the D-Max is such a solid base that it performs well in a variety of guises for a breadth of situations and purposes.

Newest of its guises is this, the V-Cross. It’s a high-spec, leatherdressed variant that adds a level of luxury not often seen in a D-Max. On top of the standard D-Max Utah double-cab, the V-Cross gains a few extra features. Model-specific 18-inch, 12-spoke alloys accompany the custom front skirt in making the V-Cross stand out from the crowd.

The other two bonus features are a front camera, to help with parking, and then a wireless mobile charging pad in the upper glove-box. So, what did we do with this posh new D-Max? We took it to an off-road site, of course.

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Above: Pull-out cup holders add another element of flexibility and practicality to the D-Max interior.

Right: The plush leather armrests on the door cards add both an elemnt of luxury and further comfort.

Below: Keep your phone topped up with the neat wireless charging pad in the glovebox – just don’t forget it’s in there when you get out!

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CABIN AND PRACTICALITY

Inside the V-Cross there are several ex-cows. Leather upholstery extends across much of the interior and covers all of the seats, the padded armrest, door cards, dashboard inserts and the steering wheel, too.

As cited in our previous issue, we love that the D-Max doesn’t attempt to hide the work-ready genes it possesses, and despite the added features and leather on the V-Cross the interior still prioritises function over form.

The top shelf of the split glovebox plays host to a rubberised wireless phone charger, so charging compatible devices is simple and efficient. It’s a grippy little pad, so when you close the lid of the glovebox your mobile doesn’t slide from end to

end but remains in one place and in one piece.

Between the two front seats the flip-lid armrest reveals a useful dose of cubby storage as well as a spot to, erm, rest your arm… The one in the centre of the rear also offers elbow relief and there is more storage beneath the seats.

Electrically adjusted, the seats in the D-Max are plush and comfortable and in the winter you’ll be particularly glad that they’re heated, too. We covered several hundred miles in a day, and found the seats to be nothing but comfortable for the entirety.

When we went off-road, we found the sets could’ve been a little more supportive and held both driver and passenger in place a tad more, however the plush cushioning ensured that the D-Max was never anything other than accommodating. Those in

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ON TEST the back aren’t afforded much leg room, however, you will be able to get settled on all but the longest journeys.

The aspect of the D-Max’s cabin that we felt let it down was the infotainment system. It’s a Pioneer system that doesn’t live up to the same standards as the rest of the cabin. It’s equipped with Apple CarPlay and Android Auto, but navigating it feels illogical and frustrating. It does receive DAB signals and the 7-inch screen is well positioned to use on the move, but that doesn’t make up for the system being clunky.

DRIVING

The D-Max isn’t made to be a plaything – it’s a work truck. And from the first moment driving it on

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the road that much is clear.

First gear is short and at low speeds the steering is slow and somewhat weighty so it keeps you busy. You’re helped here, however, by parking cameras both front and rear and sensors at the back, plus visibility is fair so the D-Max is actually an easy truck to navigate in tighter situations. The hill-start assist adds just a little more polish, too.

Out on the road, the D-Max isn’t so clearly an agricultural beast. Yes, it’s noisy when getting up to speed and it isn’t particularly spritely, but once the engine settles down it doesn’t overly intrude the cabin.

Wind noise isn’t intrusive, either, so with the cruise control set just so the D-Max is a comfortable milemuncher, all told.

The tougher suspension is

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ON TEST tailored for hard work, both offroad and when under strain from either towing or with a full tray, but it adds a degree of fun to the D-Max’s on-road handling. The stiffer set-up allows less body roll than other trucks, which means you don’t get the comical body lean if you go around a corner with a bit more speed. This is all well and good, but don’t look to exploit it to any serious degree, as it is still an agricultural vehicle.

But, as mentioned at the start of this review, we didn’t confine this jazzy limited edition to commuting alone. We took it to Avalanche Adventure, a testing off-road site in Leicestershire, on a dry and bright Sunday morning – that just happened to follow a Saturday dotted with wintry downpours.

Lying in wait for the D-Max there were rain-slicked climbs and descents, sections that would twist its axles, more mud than any press office wants their trucks to see and plenty of water to wade through. Not ideal for a truck on 18-inch alloys and road-biased tyres. Safe to say we packed our wellies – although they were only required for peace of mind when we stopped for bacon sandwiches.

In low ratio, we nervously edged over the first summit and down into the course, tentative and wary of slipping down the slope and losing control of the three-tonne vehicle over the slimy surface of the mud.

Slowly the D-Max descended into the basin of the site and everyone made it to the bottom in one piece

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and with a sigh of relief. It seems our early worries had been in vain.

From the outset the D-Max impressed, coping with just about everything that was thrown at it.

Throughout the day the D-Max proved just how capable it is, scurrying up and over obstacles we expected to halt its progress and only being stopped on occasions where the tyres couldn’t muster enough grip. Even though we expected the tyres to be the Achilles heel, it was still hugely surprising how far the capabilities of the truck extended in what was inappropriate footwear.

VERDICT

We’re big fans of the D-Max; it’s a truck that gives or takes no nonsense and makes a compelling case for itself both on paper and on the road. As a workhorse it boasts towing and payload capabilities that offer a near unbeatable package as a work truck. Pair these with the five-year warranty and roadside assistance (that covers the UK and Europe) and it really is at the forefront of true workhorses on the market on these shores. It’s also fairly frugal, as we managed to attain figures only marginally below those that’re quoted.

You could be forgiven for thinking that a truck that is so clearly focused on being the bees knees on a building site, with a tonne of felled trees in the back or lugging feed and supplies around a farm would, in the real world,

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ON TEST lack personality. The same way that as a child you didn’t think teachers were human (or bankers as an adult). But it has a Jack the Lad type of charm about it that makes it endear. The mechanical precision of the gear change is enjoyable and there’s something satisfying about sinking your teeth into the heavy, chewy steering.

The D-Max is good at what it does, and the fact that it doesn’t try to hide what it is – even in this high-

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spec model – is just another thing to respect about it.

It’s a no-nonsense truck at heart and the V-Cross is simply a polished, well-equipped version that will still throw down when you ask it to. Buyers may be tentative to opt for a work truck that’s got full leather, a dashing front splitter and 18-inch alloys, but fit it with a set of more aggressive tyres and the V-Cross won’t even blink.

AT A GLANCE Base price £26,199 + VAT Fuel consumption 40.4mpg combined Emissions 183g/km Payload 1,100kg Braked trailer 3,500kg Gross vehicle weight 3,050kg Service interval 24 months / 12,000 miles Warranty 60 months /125,000 miles

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ON TEST

MITSUBISHI L200 BARBARIAN AUTO

One of the first trucks to appeal to the mainstream, the L200 has long been popular in the UK, and the Barbarian still offers a compelling package WORDS AND PICTURES: GEORGE DOVE

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here was a time when the L200 was the go-to pick-up in the UK, be it as a lifestyle truck with an SUV likeness, or as a capable and well-manufactured working wagon. Both titles have been in the hands of several trucks over the last decade or so, but the L200 has remained broadly popular in the UK, and by virtue has remained competitive in the one-tonne market. From the entry 4Life spec through to the top of the range, the L200 offers compelling performance with increasingly lavish levels of kit.

CABIN AND PRACTICALITY

There are no two ways about it – the cabin in this L200 is a very, very nice place to be. And this is the Warrior trim which sits below the halo Barbarian and SVP grades.

The electronically-manned leather seats are all of the things you want them to be – comfortable, plush, supportive and heated, too. The latter of which kicks into gear swiftly when called upon, so you’ll quickly thaw out after climbing in from the cold.

Displayed on a responsive touchscreen, the multimedia system isn’t a complex affair and it is compatible with both Apple CarPlay and Android Auto. What it doesn’t have, however, is satnav, so if you’re one of the rare breed nowadays who doesn’t have a smartphone, you better pack a map. Digital, FM and AM radio signals can be retrieved and relayed by the system and the screen also displays the feed from the rear-view camera when the truck is in reverse.

Controls on the steering wheel are practical and functional, with buttons on the right for

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cruise control and on the left for the media, also answering and ending phone calls as well as the activation for voice commands.

It has a quality feel to the leather, too, and ergonomically speaking, it’s an enjoyable wheel to use.

Legroom in the rear isn’t fantastic, but it is not bad for double-cab standards. Rear seats are reasonably well sculpted and there’s a substantial armrest for added comfort – providing there are only two passengers on the back row. Sadly, these seats aren’t heated, but they are equipped with ISOFIX fitments so you can securely lock child seats in place.

One thing to look out for, though, is bumping your head when you get in. The suave and sleek roofline of the L200,

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ON TEST

combined with the nice and high driving position means that knock-free boarding requires unique technique. You don’t need to be a gymnast to get in, but it’s worth taking caution initially.

Headroom inside is fine, the quirk stems solely from the size of the door aperture.

DRIVING

To say that the L200 glides over speedbumps would be untruthful. The suspension is fairly firm and were it not so well-damped we could label it crashy and uncomfortable. This is particularly the case with the rear axle, which we know is tailored to help the truck when the bed is loaded, but it means it can be skittish when it isn’t. This isn’t

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something that will occur around town or even on roads that are largely smooth, as the L200 is fine with individual speedbumps and potholes, but it’s when you venture out onto the country lanes and B-roads that it becomes apparent. Out in the sticks the front is calm in comparison to the rear, which feels tense and as a result jitters from imperfection to imperfection. However, each time we encountered a bit of battered B-road the agitated rear end seemed less pronounced. This shouldn’t be something to worry about, as it won’t be anything like as pronounced with cargo in the back. After all, this is something to be expected in a pick-up, especially one with elliptic leaf springs at the rear that’re clearly braced for a working life.

Whilst we didn’t go anywhere that was too technical off-road, a spot of green laning showed that the L200 is surefooted, even when equipped with mere road

rubber and tasked with traversing slimy, slippery mud. The rear still bounces over ruts and dips as much as it does sleeping policemen, but no sane individual

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should expect nor demand a velvety smooth ride away from paved roads.

In low-range, the L200 is calm, steady and keeps ticking just like it should and pulls itself over obstacles (bear in mind that we only went green laning, so these

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weren’t massively technical, but were obstacles nonetheless) without hesitancy.

For motorway cruising, the L200 has plenty of pulling power to be confident in overtaking manoeuvres and in building up speed on slip-roads. Road noise

isn’t intrusive and nor is that from the engine which, all things considered, is pretty refined. The ratios of the gearbox mean it can be a little sluggish when building up speed, but knock the gear selector into manual mode and change up of your own accord using the shifter paddles and you can easily make swifter progress.

It isn’t sharp-nosed and won’t dart about on windy B-roads, but you can enjoy yourself by taking control of the gearbox and accessing more of the torque on the exit of corners.

VERDICT

There are more work-focused trucks on the market, and there are swisher options out there, too.

However, the L200 manages to hold appeal at both ends of the one-tonne bazaar, especially in this Warrior trim. Costing £27,255 as a commercial vehicle, it offers a commendable truck with plenty of trinkets for less than the most basic Amarok with an automatic transmission. The Mitsubishi also betters the braked towing capacity by 400kgs and has a more

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AT A GLANCE sophisticated interior than the Trendline VW would. As well as posing value off the shelf, you’ll be covered by Mitsubishi’s warranty for whichever you hit first of five years or 62,500-miles and services will be required either annually or every 12,500 miles.

It’s a versatile truck that isn’t without a few irksome foibles, but they’re either a side-effect of sticking to the true brief of a proper pick-up truck or small quirks that would soon become ironed out by habit in due ownership. The interior is

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Base price £26,950 + VAT Fuel consumption 37.7mpg combined Emissions 196g/km Payload 1,050kg Braked trailer 3,100kg Gross vehicle weight 2,910kg Service interval 12 months / 12,500 miles Warranty 60 months /62,500 miles pleasantly comfortable and made very well from good materials and the only fault with the multimedia system is that it doesn’t have sat-nav. It is compatible with Apple CarPlay and Android Auto which easily cover up for this

and will only ever catch you out if you need to find a route and are without any form of internet access or a map – which if you stick a map in the glovebox will be never.

On the whole it performs well on

the road, and if you’re looking for a truck that will put in a stint on site and also accommodate the family for a run down the motorway to visit the in-laws, you’ll be pleased to know that the L200 is proficient at both. It is difficult to combine ability and comfort for this price on the market, and for that the L200 Warrior should be respected.

Thanks to the success of the Mk3 and Mk4 in Britain, it is also a truck that has developed a loyal following, and if fans were to switch to this model, they would not be disappointed.

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EXHIBITORS INCLUDE 4X4 MANUFACTURERS | PICK-UP MANUFACTURERS | 4X4 CAR DEALERSHIPS | PICK-UP TRUCK DEALERSHIPS | HARD TOP MANUFACTURERS AND WHOLESALERS | SUSPENSION MANUFACTURERS / WHOLESALERS | SUSPENSION BUSHES | WHEEL MANUFACTURERS AND WHOLESALERS | TYRE MANUFACTURERS AND WHOLESALERS | TOOLS | LIGHTING | UNDERBODY PROTECTION | WINCHES | BRAKESOf | OFF ROAD EQUIPMENT TOWING AND MANUFACTURERS | ONBOARD The Importance Correct Damper |Fitment ToTRAILER Off-Roaders STORAGE SOLUTIONS | ROOF RACKS | ROLL CAGES | SEATS AND TRIM UPGRADES | PERFORMANCE fine tune.

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FIT FOR PURPOSE if you want to get the best from your vehicle, the right choice of dampers is absolutely crucial. For most of us, however, the primary concern is just how much travel they’ve got.

But there’s more to it than just being able to match the extra height of your new springs. When the terrain closes in, your shocks’ performance starts to matter more and more – and, no small matter, staying in control is a pretty big deal when you’re relying on a vehicle with lifted suspension and outsize tyres to get you home safely afterwards, too.

In the world of suspension, Bilstein is a name you’re sure to have encountered – if not necessarily from the world of off-roading. But the German company has been a world leader in damping technology for more than half a century, and during that time it has come to offer an array of options for

release of built-up energy created by the initial “bump” stroke. This release of energy needs to be done in such a way so as to not impact the relationship between the tyre and the wheel.’

In most applications, Bilstein’s dampers have a monotube construction. This, the company says, makes them perfectly suited to work in the most hostile of conditions by allowing the nitrogen inside them to be placed under direct, even pressure at all times.

This greatly reduces cavitation, the term for the separation (foaming) of gas and oil molecules when placed under load.

Cavitation results in a marked drop-off in damper performance, leading to a loss of suspension articulation and, in due course, a loss of traction. Bilstein says its monotube dampers are also able to dissipate heat faster than twin-tube designs, thanks to there being no barrier between the pressure tube and the atmosphere.

And then there’s the aforementioned journey home. This is where you might be expecting Bilstein’s long-running reputation as a motorsport supplier to come into its own, and the company isn’t going to disabuse you of that notion. ‘Our engineering team goes to staggering lengths to ensure that all our dampers are every bit as suited to the hustle and bustle of the public highway as they are to the rigours of off-road competition,’ it says.

The company promises a comprehensive range of fitments, too, including the subtly uprated B8 range of OEM-style dampers.

It has applications for most popular makes and models, including the Land Rover Defender, Discovery and Range Rover and smaller vehicles like the Suzuki Jimny and Vitara, as well as a wide range of one-tonne pick-ups and double-cabs.

Publishers of and organisers of Want to find out more? Head & 4X4for www.bilstein.de. or call the UK PROoffice on the following number: THE MAGAZINE FOR THE PICK-UP & 4X4 PROFESSIONAL 0116 247 8930.

on what really matters once your quest for extra inches is at an end.

‘One of the most important considerations when choosing uprated suspension for an off-road vehicle is where you plan on using it,’ says Bilstein. ‘Articulation really is key. It’s essential to ensure that the wheel (and therefore the tyre, your only source of traction) remains in contact with the ground as much as possible, and your choice of damper plays a huge role in this.

‘Too soft and the damper will “bottom out” when placed under compression (the “bump” stroke), leading to a loss of control. Too firm, and the damper won’t deal effectively with smaller bumps.

‘The flip-side of the above is “rebound,” the term used when discussing the rate of damper extension when no longer under full load. This is dictated by the relationship between the damper and the spring and as such is harder to

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BUYING USED

TOYOTA HILUX 270/280: 2001-2005 Long-famed for being tough beyond belief, the Toyota Hilux has always been just that. And if you manage to find a well-kept example from this era, it still will be for many miles to come.

WORDS: GEORGE DOVE

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BUYING USED

T

he Toyota Hilux is a motoring icon that gained notoriety in a pretty unique manner.

It embodied the toughness for which it became famous long before its popularity ballooned, and it has continued to do so ever since. If you were one of those who saw it prove itself indestructible on the telly in 2003 and was prompted to run to your nearest Toyota dealership, the 270 Hilux is the one you’d have bought. It came out in the UK two years prior to that, and the one that survived the savaging was in fact a model from the 1980s. Nevertheless, the 270 Hilux was as credible and well-built as every generation that came before and has come since.

This generation held appeal in the one-tonne market as it remained much stricter to the workhorse brief of a true pick-up DNA, in a time when everything else on the market had the lifestyle customers in their crosshairs.

When it was updated in 2004, the double-cab version became known as the 280 version and, to ride on the wave of indestructible popularity, a new range-topping trim was released – Invincible. This added a bit more kit to the Hilux and gave it a dose more appeal for the lifestyle market. But it wasn’t a massive dose by any means.

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INTERIOR

The 270 Hilux laced its boots strait. As a result, this means that the interior in utilitarian EX and mid-range GX models were fairly sparse. EX models came with vinyl floor matting and air conditioning, front electric windows, a Sony radio with cassette player as standard and a cloth interior. There was also a centre armrest with storage, a lockable glovebox and the side mirrors were electronically adjustable. To this, the GX added the luxury of actual carpets and a cloth cloaked door card, sports seats for the driver and front passenger, a tachometer and a more modern Sony radio with a CD player installed. The midlevel truck also added a remote controlled full alarm system with remote central locking, too.

The model that was bought into more than the other two was the VX. This was the same as GX models inside, but gaining 15-inch alloys and 15mm wider wheel arches. When the Invincible came along it added a full-leather interior and steering wheel, a CD autochanger, yet more exterior bling, tinted rear windows, a chromed tubular rear bumper and the added cache of being even tougher on account of its name. But even still, the Invincible

was not as plush as many of its rivals, which given the hype, didn’t kerb appeal one bit. There still wasn’t too much to choose between the top and bottom of the range, however.

DRIVING

Toyota’s D-4D 2.5-litre diesel unit, new for the 270 Hilux, was a solid engine. It kicked out 102bhp paired with 188lbf.ft, however it may be worth looking for one with a factory-approved chip that boosted power to 128bhp and 221lbf.ft. This will be particularly of worth to drivers with longer journeys on the agenda, as the standard 102bhp version is much better suited to a hard day’s graft than it is a multi-hour round trip for whatever occasion. We couldn’t find offical mpg figures, but owners indicate you can expect around 40mpg in day to day use.

As part of the workhorse character, this generation of Hilux is low geared to favour driving with a loaded bed and towing, making it much more ideal for a working life.

Despite the changes in spec being fairly minimal from farmyard wagon to lifestyle truck, the three original specs of the Hilux had a variation in their technical specs.

Whilst the top-spec EX received no interior changes to the model below, it did gain ABS which can’t

be a bad thing The three initial trims also had different payload capacities, despite posing the same towing capacity – which is 2,250kg braked.

The entry EX boasted a 1,075kg payload, whereas the GX could cope with 20kg less and the VX ten less than that. The VX also sat on a track 45mm wider both front and back than its underlings and stood all of 5mm taller, too. Add these factors into play and the VX and VX-derived Invincible models shouldn’t ride much different to the other specs, actually, as the wider track and added height shouldn’t make much difference in isolation, but any effect either has will be cancelled out by the other. The ABS is really where the VX makes a claim for itself, the Invincible too, of course. Top-spec VX alloys were actually an inch smaller than the steelies of the EX, so you got more bling and more tyre, which will help with comfort on the road.

All iterations left the factory fitted with an auto disconnect differential. They also had a locking function, which if you’re likely to be in the thick of it will always be handy. With a double wishbone and upper torsion bar suspension at the front, and a leaf sprung situation at the back, the Hilux isn’t overly complex, but it will certainly be able to look after itself in the tough stuff.

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BUYING USED

RELIABILITY

The focal point of the Hilux’s fame, whilst being accurate, may well have done it a disservice – in terms of second-hand versions that is. It’s entirely possible that, because it was publicly declared indestructible, owners misread that ‘information’ and neglected to take proper care of their trucks. This means that there are a few chinks in the Hilux chainmail that could become issues if the truck has put in the work and not seen any in return. If they are taken care of, then it is entirely feasible that these trucks could drive into eternity First on the list of things to look out for is clutch judder. This will more likely than not happen when pulling away in first gear, and it’s caused by worn UJs in the rear propshaft. If you’re test driving a truck they’re worth checking to see if there’s any play in them.

In a situation where there is, it’ll cost around £100 to rectify, so it’s worth either negotiating down the price or ask them to sort it before the sale goes through.

Next up, there are some reports of wheel alignment issues, which leave the Hilux pulling to the left under acceleration. This is more than likely due to the tracking being out – something that is

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rather easily rectified. But it could indicate a past of less than careful ownership, especially on a former utilities truck. If this is the case, it’s probably worth checking the vehicle’s history, plus weighing up the condition of the interior, load bed and the underside of the truck.

It is essential that the timing belt on the Hilux is changed on schedule – every 90,000 miles is recommended by Toyota. If you’ve found a truck that you’re considering at a main dealer, or even an independent specialist, it would certainly be wise to add a new timing belt into negotiations.

Even if it’s not quite due yet, it will still delay the large labour bill that comes with the work.

In 2002 the RNLI opted to use a fleet of this generation Hilux, as did other similar organisations and countless fleets across the agriculture, building and forestry sectors – they were also used in the construction of the Channel Tunnel Rail Link between London and the tunnel itself in 2002.

It’s worth looking out for bodywork dents, premature corrosion on the chassis and overly weathered interiors. It might not seem like an easy fix, but a rickety seat could be signs of not-socareful fleet use.

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BUYING USED

THE FIGURES Target price (high mileage) £3,,500 Target price (low mileage) £6,000 Fuel consumption 40mpg (not official figures) Power 102/128bhp Torque 188/221lbf.ft Payload 1,075/1,055/1,045kg Braked trailer 2,250kg

VERDICT

The Hilux, of all generations, is always a safe bet if you’re looking for a workhorse. The 270 double-cab, which became known as the 280 after its 2004 update, is no different.

At the time of writing, there are far fewer of these listed online than any other truck we’ve written a buying guide for. We’d take this to mean that they’re still out there working – with their retirement a long, long way in the future.

We’d say the smart money – regardless of your circumstances or line of work – goes into a VX or Invincible Hilux. You may be able to get some higher-spec versions with more extras on 06 plates, as when the all-new truck came to replace it, Toyota sold off the old stock with more gizmos and more savings.

Having looked, you could get a well-weathered EX version for as little as £1,500, but a higher mileage, well-kept example would

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realistically be £3,500 – and that’s definitely the better option.

Be sure to look into the history of any truck, too. We found a number of examples that were part of the coastguard’s fleet. These were all low mileage (40k miles or so), and certainly well maintained, but spending large amounts of time axle-deep in salty water is sure to diminish a truck’s lifespan.

Many models on the market came fitted with the factoryoptioned Truckman canopy and some advertised had already had the cambelt changed, too.

For trucks with a higher mileage, we didn’t spot too much of a difference in price between EX and VX models, nor VX and Invincible.

A well-maintained Invincible model with around 140,000-miles could be snapped up for between four and five grand. Lower mileage examples did cost more, but if it’s a Hilux that’s been looked after, that sort of mileage will be nothing.

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FEATURES

RACING PICK-UPS

Down-under, pick-up racing is a thing. But what would happen if they tried it over here?

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ick-ups have long been lauded for their versatility; the ability to do anything. The modern double-cab, especially one spec’d out smartly, can work tri-fold as a daily commuter, a family wagon and a professional workhorse. But these wagons here

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have been kitted out to take on a totally different kind of challenge, courtesy of SsangYong.

The Korean brand are making a name for themselves for building capable vehicles that above all offer fantastic value.

Hence, they’ve created a name for themselves as the eastern

equivalent of Land Rover – minus the part about value… And in a seemingly bizarre twist, they offered more outstanding value on yet another front in 2017 with the launch of the SsangYong Musso Pick-up Racing Challenge.

Yes, really.

Some of the badging on the

trucks reads Korando Sport, however, this is because the Musso went under that name in other markets before it came to the UK last year, with the series pre-dating its launch in Britain.

Entrance into the single make pick-up series was granted with the purchase of a race-ready

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FEATURES

truck – a modified precursor to the newly released model – for a mere £17,000. No, it isn’t a cheap toy, but the series had everyone in its sights from amateur helmsmen to young drivers dreaming of a career in motorsport – and in racing terms it’s a low entry price, for sure.

Following the same framework as a series that ran in New Zealand, the competition ran for six rounds, with a total of 16 races lasting a quarter hour each between May and October of 2017. The grid of a dozen ran trucks that utilised the same 2.2-litre diesel unit and running gear that can be found in the production model now on

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UK roads. The engines benefitted from a subtle boost to 205bhp and 375lbf.ft, increases of 29bhp and 80lbf.ft in the respective figures. Whilst there have been added digits beneath the bonnet, everything civilian from the dashboard backwards was removed, resulting in significantly lower figures when the trimmed Musso steps on the scales – despite the weighty addition of a racing roll cage.

There are more additions to the SsangYong’s spec-list, with the suspension featuring custommade dampers from racing specialists, Proflex, and the wheels

are track-focused numbers from Speedline Corse and fitted with sticky Avon Control rubber. Aside from those changes and those required to comply with RACMSA regulations – such as the fire extinguisher – these trucks are the same as their road-going siblings.

‘They’re very unusual,’ says Richard Marson. ‘Me and my brother ended up with the whole grid, including the press vehicle that SsangYong used to promote and sell the whole series.’

The press vehicle, used as Richard describes to sell the series, is the black one that was present on our photo shoot. It’s identical to those

in the race series, minus the trackready suspension and a couple of other smaller details.

‘I’m a Land Rover nut myself,’ confesses Richard. ‘I’ve got a 110, but I’m going to have to find somewhere to keep one of these.

They’re just so bizarre, there isn’t really anything else like them.’

Up close, the trucks truly are a spectacle to behold. It’s almost other worldly to see the sculpted racing seat – singular, might I add – sat in the hollow, bare metal cabin. But that’s nothing on having to step down into a pick-up truck.

They’re brilliantly bizarre. Racing bonnet catches, the deep burble

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FEATURES

of the engine and the lightweight racing steering wheel add more intriguing incongruity to what I have to keep reminding myself is an immediate predecessor to the newly released Musso.

And the trucks weren’t just a spectacle to behold, they were pretty handy on track, too.

Several racers who took part in the series were impressed by the performance of the trucks. The racing was close, so the drivers had to really be on their game to extract the best from them and get a result.

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After the first race of the series, Lewis Grant commented that the truck defied expectations, despite having to get to grips with the car on the race weekend.

‘I am really impressed with the Musso,’ Grant said in 2017. ‘I was surprised how well it handles, leading to some really close and competitive racing.’

From the series, several drivers have continued their racing careers. Series winner James Gornall has this year secured a drive in the Mini Challenge for 2019, whilst Harry Webb moved

from the Musso field in 2017 into Formula Three for the 2018 season.

However, after Gornall won the inaugural series, SsangYong pulled the plug in the UK. Why? Because over here we aren’t as nutty for the yute series as they are in New Zealand. And to cut a long story short, the trucks from the UK grid now rest in the hands of Andrew and Richard Marson. Currently in storage, the brothers are willing to part with a number of the trucks.

‘They’re just brilliant trucks,’ says Richard. ‘They’d clearly be great at a track day, and you could easily

fit another seat in there or change the tyres. You could do whatever you want with them, I guess.’

So they wouldn’t be ideal for a work site, and funnily enough SsangYong didn’t release revised towing or payload capacities, but there is still something hugely desirable about these track yutes.

If you’re interested in adding one of the ex-race Mussos to your driveway, you can contact Andrew Marson at Madeley Heath Motors, by calling 01782 750 959.

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TRAINING

PROFESSIONAL CONDUCT From a few humble tracks to a thriving business, David Heaton has built Pro Driver Training out of knowledge, experience and motivation

A

while back, we visited David Heaton who has been teaching people how to drive off-road for three decades.

Much has changed in that time, including his rise from being a bloke with some tracks in his back garden to now being the owner of Pro Driver Training There comes a point in a man’s life when he realises he will probably never ‘turn pro’ in any of his desired fields. You can forget being a Premier League footballer, a professional sprinter or even getting a drive in Formula 1.

The things you are most likely to ‘turn pro’ at are messing up

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Christmas dinner, not being able to work the TV remote and making your children cringe every time you open your mouth.

Well, I can give you some peace of mind: there is one place that will enable you to become a pro in a field you can shout about. It’s called Pro Driver Training.

Delicately placed in the village of Tangley, not too far from Andover in Hampshire, a small and relatively normal looking driveway opens up to a modest gravel car park outside what could be mistaken for a small barn conversion. To be fair, it has every right to look like a home – because it is. It’s the home of David Heaton.

Back when it all started, his company was called Off-Road Motivations, but over time David reinvented his business name to better describe what it’s all about.

His life’s work has been to get the word on off-roading out to as many people as possible. But he’s adamant that it should be done the right way – just the same as when people are on the road.

‘On a green lane you’re still classed as being on the road because it’s a byway. That said you do lots of things while driving offroad that you wouldn’t apply to on-road situations – not touching the brakes when going downhill, for example. It can be a bit of a

grey area, which is why we want to try and standardise off-roading,’ David explains.

David has been running his company since 1984 from the same site he still uses today – his back garden, virtually. As back gardens go, it’s pretty impressive: 12 or so acres of different terrain, gradients and challenges, all rather compactly fitted into the space, so you always have to think ahead – something any 4x4 driver knows about.

‘It started as just organising fun days all those years ago and slowly developed into more trainingorientated activities. Today around 80% of our work is through

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formal training, the rest being recreational experiences and so on. We get a lot of commercial operators and emergency services with us.

‘We also do safari driver training, so people know what it’s like if they hit ruts at 40mph when they are crossing Africa!’

Talking of the environment, David is always keen to preserve it.

People who don’t know what offroading is really about sometimes assume that it’s noisy and disruptive: well, having been at the site for over thirty years, David has never once had a complaint from anyone in the village.

The land first appears as a sole track down to a field, but eventually turns into the base for the other activities such as clay pigeon shooting and archery – as

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has become customary at a lot of off-road centres, the corporate pound being what it is.

From here, a number of entrance and exit points are visible with various tracks off into the woods.

That’s where the main fun is to be had – and David has his own history of off-road fun, although his story begins on two wheels rather than four.

‘I was a works rider for AJS Motorcycles, and on the development team. I used to race them at motocross events. That was when I was young, though – when I became old and unfit I went from two to four wheels!’

From that point, David started to compete in AWDC trials – and a glance at his trophy cabinet in the classroom will tell you that he was rather good at it. Another clue

towards his passion for motoring is the Land Rover Series IIA that was sitting pretty on the drive when I pulled up.

People like David who teach regular motor vehicle users how different a 4x4 can be should surely be praised. It is, after all, quite an appealing thought that if enough people started doing it to make us less of an easilybullied minority, the government might stop shutting down the countryside to please other groups with more voting power.

It is, I suppose, inevitable that employers are becoming evermore aware of the need to train their employees properly. The phrase ‘health and safety’ has become a byword for nannystate stupidity, but it’s quite right that people using a 4x4 for work

should be taught to treat it as a piece of industrial equipment.

‘The employers look to us to give them the answer on whether their employee is competent behind the wheel of their 4x4, and they are waking up to the fact their fleet of 4x4s are tools that need to be operated correctly,’ says David.

‘We just want safe drivers on and off the tarmac at the end of the day. But we understand the fun that can be had with off-roading, which is why all our trainers and instructors share a passion for the actual driving of the vehicles.’

The enthusiasm that saw David win those AWDC trophies is mirrored by his passion, not just for training newcomers to the 4x4 game, but in his desire to see off-roading recognised and appreciated by all.

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PRODUCTS

CONSERVATION OF POWER APB import National Luna’s smart charging system for the UK market IF YOU’RE PLANNING a trip out into the wilderness and don’t intend to come back for a while, you and your 4x4 need to remain self-sufficient during the expedition. You’ll likely have loaded up the truck with numerous essentials, and some bigger essentials, too, like a shower, fridge and/or kitchen sink. It’s a lot of additional clobber for your 4x4 to contend with, but National Luna can ease any potential power problems.

If you’re taking overlanding seriously, you may well have incorporated a split-charge system in your battery setup, helping you power your vehicle and all the extras you’ve placed

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on board. And with the DC-DC Converter from National Luna, your dual-battery system will be in good hands.

The converter is a DC-to-DC battery charger and isolator, meaning it will charge an auxiliary battery from a vehicle alternator or solar panel up to a 25A output current. Not only that, but your vehicle’s original alternator, whether that be 12V or 24V, along with variable voltage alternators can be charged, too.

If we’re talking purely solar power, then the integrated MPPT solar regulator can churn out 375W of maximum power, although it should be noted that the regulator can support solar

panels of a higher output. You can also connect up solar panels with a maximum voltage of 42V if you so wish.

Don’t worry about your battery type, either. Whether you have an old-school lead-acid battery or you’re harnessing power from a lithium-ion unit, the converter (codenamed NLDC-25) is complete with a six-stage charging algorithm, alongside a three-stage safety analysis function, which can determine if a battery has suffered any damage or is ill-equipped to receive charging.

Another useful feature is the temperature compensation.

Seeing as you’ll be using your 4x4 in a variety of conditions, the

output voltage is optimised to the current surroundings, meaning you should never be caught short.

The NLDC-25 is waterproof and protects against the possibility of over-voltage and over-current, but over-temperature and reverse polarity, too. A remote monitor displays useful information regarding the system and the current status of your setup, and if that wasn’t enough, everything you need to set up the NLDC-25 and instructions on its operation is included in the box when purchased, too.

Pick up your DC-DC Converter now at the price of just £432.00 Inc. VAT. Available from www. expedition-equipment.com

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PRODUCTS

LOADS OF SUPPORT

For an industry leading, bolt-on rear suspension kit, Airride have you covered

HERE’S ONE FOR YOU: what links tennis player, John McEnroe, a golf ball and a pair of rubber trainers?

The answer, of course, is Dunlop – who have made all sorts of things since they started out in 1888 – from boots, balls and bike tyres to tennis rackets used to win Grand Slams. We know what you’re thinking: ‘You cannot be serious’, right?

But, in fact, that’s not all they make. Dunlop also manufactures top-quality air suspension kits, which is great news for your pickup. I mean, think about it. You could be riding along on Dunlop tyres providing the traction to your steed and utilise Dunlop’s air suspension kit to add the gloss to your suspension setup to put you and your pick-up in one super Dunlop harmony.

Should that sound like something that appeals, or even makes you weak at the knees, then

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you should know that AirRide – the UK’s only company that focuses exclusively on making, fitting and selling air suspension – also happens to be a leading supplier of Dunlop load-support kits.

But what is a load-support kit, and how exactly does it help?

A load-support kit is an air kit fitted in addition to your pick-up’s original rear spring, in order to lift the back end of the vehicle.

This is especially useful for pickups that carry a heavy load, as it keeps the vehicle level despite the weight. This stabilises the vehicle and allows for better handling and a smoother ride. It will also prevent the rear of your pick-up sagging in future, an otherwise unfortunate side effect after years of hard work!

Pick-up owners with consistently heavy loads can also be victim to broken springs, but load support almost entirely removes this problem – as the name suggests, the

air bags support the existing springs to make sure they don’t over-exert themselves. Think of it as the ball boy giving McEnroe his towel.

Not only do the kits make your pick-up more dependable, they are also super reliable themselves. In almost 15 years, AirRide have never supplied a Dunlop air bag that has burst or failed.

In fact, Dunlop bags are subjected to rigorous in-house testing, which involves recreating almost any conditions of corrosion, humidity, temperature, thermal shock, vibration and vehicle load the bags may have to endure in the real world. Because of this reliability, AirRide can offer a five-year extended warranty for all Dunlop products.

It’s also what makes Dunlop kits some of the best in the market – and what makes AirRide proud to supply them.

AirRide provide kits for the Toyota

Hilux, Nissan Navara, the Mercedes Sprinter, Iveco Daily, the Renault Master and many more besides.

Most Dunlop kits are also bolt-on, meaning any local garage should be able to fit your kit in just a few hours, or you may even be able to install it yourself!

If you want more control over your air suspension, AirRide also have several air management options that allow you to adjust your ride height with the touch of a button.

This is especially useful if your load often varies, as it can ensure your ride height remains constant.

Management options range from digital computer kits to manual paddles, and they can be installed with or after your load-support kit.

So, to give your truck the additional support it needs, look no further than Dunlop’s loadsupport kit, available through airride.co.uk

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DAVANT-GARDE

The new Terratoura all-terrain will be your trucks best friend this winter

DO YOU REMEMBER that big storm last year, the one everyone referred to as the ‘Beast from the East’? Quite a tough winter wasn’t it, and there are thoughts it could happen again this year. There’s no need to worry, though.

You see, last year tyre specialists, Davanti, hadn’t yet released their first-ever all-terrain rubber, but now the tables have turned and Davanti’s Terratoura tyre is here to ensure your truck retains traction, whatever the weather – and whatever the terrain.

The reason why worrying should be eradicated from your emotional

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palette is specifically down to a small symbol that appears on these new all-terrain tyres.

Having been tested in all sorts of horrendous conditions, including the likes of the Arctic tundra in Finland, Davanti’s Terratoura tyre has been awarded the Three-Peak Mountain Snowflake accreditation, something that not all tyres of this nature manage to obtain.

This means only the very best tyres are given such an accoldade, so Davanti’s Terratoura all-terrain is very much in the elite club of hardcore rubber.

‘We are incredibly proud of

the Terratoura,’ says Davanti Product Manager Gary Cross, the engineering force behind the allterrain design.

‘Having decided we needed to add an all-terrain tyre to the Davanti range, myself and the team set out to design something without compromise. We sell all over the world and we wanted to create a tyre that was equally effective in the sub-zero tundra of the arctic circle, arid, rocky deserts like the Atacama and boggy hillsides in the Scottish Highlands.

‘Once we handed it over to independent testing organisation

Tread, the feedback we got was that we really had created something special.’

Now the ‘Beast from the East’ should be worried if it’s contemplating on making a return.

The new Davanti Terratoura will touch down in the UK from September this year, but in the meantime, should you want to find out more about Davanti’s Terratoura or the rest of its range, visit www.davanti-tyres.com Davanti expect the Terratoura range to be ready in the UK in Febraury this year.

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PRODUCTS

SNOW PROBLEM

New accessory for Polaris ORVs will make snow clearance a piece of cake DUE TO THEIR off-road ability and smaller proportions, side-bysides can make it to some tricky places that pick-ups or 4x4s simply can’t reach. The little machines can skate like water boatmen across troubling terrain – and that’s why they’re so revered by farmers and agricultural workers the world round. With their latest bout of accessories, Polaris have now enabled their side-by-sides to clear the way, not just lead it.

The Glacier Plow system is designed to be easily and seamlessly attachable to the front of the Ranger. Integrated Lock & Ride attachment points renders installation effortless, and the kickstand means that you simply

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drive into it to attach it so you don’t need another set of hands to fit it.

A choice of a polyethylene or steel blade at the bottom of the plough offers either nonstick, non-rust properties or an unbreakable, tough and rigid base to the plough. Whichever you choose, the edges have the same large surface area and forward-facing corners that enact maximum ground covered and efficiency in ground clearing.

Sitting behind the blade is a frame that is wide-set and made of tough, anti-rust steel.

Adding control to the strong structure, the Glacier Pro HD Plow Hydraulic features a lift system

that, once installed, offers an alternative to using the winch to lift and lower the plough. It also gives control over the angle of the plough, so the driver can manoeuvre with ease and finesse.

Available for much of the Polaris

range, there are Glacier Plow setups available for the Ranger, RZR, General, Sportsman and Ace models. For full compatibility information, however, it is best to enquire with your local Polaris dealership, just to be certain.

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PRODUCTS

SILVER LINING

The Rhino Linings formula is the answer to all of your truck bed problems WITH THEIR HEAD office based in Nottingham, Rhino Linings have applicators all over the country, and their bed coating is suitable for applications in commercial trucks, agricultural vehicles and personal vehicles.

So if you’ve been rueing those scratch marks created by the logs you’ve been lobbing into the back, or you’re sick and tired of catching the side of the bed when pulling out equipment, a Rhino Linings treatment is just the ticket.

The lining can be applied not only on your truck bed, but also on the grille guards, bumpers and rocker panels. Applying a Rhino Lining to your truck offers increased longevity with resistance to corrosion and chemicals and decreases the likelihood of the treated areas becoming scratched.

An ideal solution then.

When applied on a truck bed, the coating offers refinement alongside

robustness, with improved grip on the bed avoiding 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.

It all sounds brilliant and you needn’t fear about quality either, because Rhino Linings UK not only has state of the art application facilities, but works with several associated companies that share a background in high quality protective coatings.

These companies include surface protection experts Paintseal Direct in the UK and Europe, Central Lotus car and carbon fibre composite experts and not to mention Rhino Linings USA. The Rhino Lining network continues to grow, and has recently announced its first fully authorised Rhino Centre in the UK – Tyntesfield Coach Works Ltd., which covers all

Rhino Linings work in the Bristol region. So if you’re in the vicinity, that’s the place you need to make your truck’s next destination.

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. You can also contact Rhino Linings with interest in joining the network.

If you’re serious about protecting your truck, then Rhino Linings is the place for your pick-up.

TUFF ARCHES FOR UK Durable Autralian wheelarches imported by Tuff Trek NEW TO THE UK is the Kut Snake range of wheelarch spats for a huge variety of 4x4s. Made in Australia and imported to the UK by TuffTrek, these are heavy-duty items designed to be bolted in place, not held on with glue.

Manufactured from ABS plastic, the arches are specifically designed to be used on vehicles running larger wheels and tyres with greater height and therefore offset.

‘These arches will not go brittle and crack, fade etc like cheap, lowquality units,’ says Tuff-Trek – and, being bolted into place, they’ll stay put. Just so long as you don’t mind drilling your arches, though given the rest of the work you’ll be doing on your vehicle to make it worth having these things in the first place that would be a surprise.

Kut Snake arches are available

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in Standard and Monster fitments (don’t you just love that), and can be specced for an enormous variety of vehicles including the Ford Ranger, Isuzu D-Max, Mitsubishi L200, Nissan Navara, Toyota

Hilux, VW Amarok, Land Rover Defender, Nissan Patrol and Toyota Landcruiser. Which models? Which years? Pretty much all of them.

How much are these bad boys going to cost you? Give or take a

quid or two, something like £380 a set in almost every case. Not cheap, but then you won’t be needing to spend it again tomorrow. Unless you buy another truck. Anyway, it’s all at www.tuff-trek.com.

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NO LOAD, NO PROBLEM Rear suspension kit keep the Ford Ranger in check when riding light IF YOU’VE FOUND yourself bumbling along the road in your pick-up truck, maybe after you’ve just finished a trip to the tip, you might notice the difference in comfort now that your rear end has become a lot lighter.

Pick-up trucks have a notorious tendency to feel more frantic at the rear – especially when in an unladen state and even the best can’t avoid such characteristics.

The Ford Ranger, for example, is a pick-up truck we very much admire here at Pickup & 4x4 Pro. However, as great a pick-up as it is, when operated regularly in the unladen condition, it can prove to be a bit uncomfortable on the UK’s substandard roads, especially for the back seat passengers.

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Now if you’ve got John in the back who has been messing around on the building site with you all day, maybe you wouldn’t mind giving him a hard time and letting him wince as you drive him back to his drop-off point. But what happens when the week is over and you want to take that holiday down in Devon? Your Ford Ranger needs added comfort and Pedders can deliver the solution.

Pedders Suspension already offers a lift kit with improved levels of ride comfort. However, for those not seeking a lifted vehicle, Pedders has developed a new ‘rear only’ suspension kit to address this exact problem.

The company has had success with its variable rate raised

spring technology and taken the innovative design and applied it to a standard height variant. Friction is often caused between the leaf springs, causing a less comfortable ride. But Pedders add ‘Inter-Leaf Anti Friction Pads’ to their setup, which in turn cuts resistance and enhances ride quality.

Pedders also vary the dimensions of the leaves with the thickness of the laminate, all helping to give added comfort. The leaves are diamond-cut to create a taper at the end, which improves articulation and if you combine the variable spring kit with Pedders’ foam cell shocks, you’ll be driving one smooth ridin’ truck.

The Pedders Suspension kit comprises of two variable rear leaf

spring packs, two specially valved shock absorbers, and the bushes and U-bolts required for fitting.

Applying the kit to your Ford Ranger is a straightforward affair, taking around two hours on a vehicle lift, or three hours if you’re without one working on the ground. No wheel alignment is required post-fitting and no specialist tools are required.

And crucially for those of you wondering out there, the Pedders comfort improvement kit does NOT reduce the load carrying ability of the vehicle. The kit suits all Ford Rangers from 2012 onwards and you can grab these kits at a special introductory price of £499.00 including VAT and delivery. www.pedders.co.uk.

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NO NEED TO BE BASHFUL

WE LOVE OUR 4X4S and many of the pick-ups and SUVs out there are magnificent machines. Vehicles like the 79 Series Toyota Land Cruiser, Ford Ranger and Mazda BT50, for instance, and we all know just how good these things can be when the tarmac stops and the terrain gets interesting. But taking a truck out of the box and pushing it to the extremes can open the door for damage if you’re not careful.

Therefore, sometimes a little extra protection can go a long way.

One of the most sensible additions you can apply to your 4x4 is an underbody protection plate, which provides ample cover for vital or-

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gans located underneath the truck’s body. And thankfully, Ironman 4x4 has just released a premium number for the latest single cab Land Cruiser, which goes alongside offerings suitable for the Ranger and BT50.

There are numerous reasons why these protection panels are the ideal enhancement for your truck, but we’ll start with the fact this offering from Ironman 4x4 is fabricated from 4mm-thick steel, which resists impacts and penetration up to five times more than you’d get with steel measuring 1.5mm thick.

The plate’s design has been engineered to give greater strength in the most common of ‘strike

zones’, helping to deflect energy and reduce the possibility of denting, whilst transferring forces to load-bearing components. And while the plate is made from tough stuff, you needn’t worry about the mountings either, as Ironman’s ‘recessed hardware’ ensures mounting points and fasteners alike are protected, meaning your truck won’t get halted in progression because of the plate getting caught.

Areas covered by the plate include the radiator, engine, transmission and steering components, providing more than three times the coverage of stock units. The mechanicals of your truck won’t

suffer either, with ventilation and drainage outlets incorporated into the product, along with the useful inspection holes that mean you don’t have to take the plate off when it comes to carry out the routine maintenance checks your truck needs.

Best of all, this premium underbody protection comes finished with an EDP E-Coat layer and is given a black powder coating to complete the unit.

Now that you definitely need this on your Land Cruiser or pick-up, you should head to www.westcoastoffroad.co.uk who are the UK importer for Ironman 4x4.

PICKUP & 4X4 PRO 04/02/2019 18:54

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PICKUP & 4X4 PRO

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Subs

PRODUCTS

FIT FOR PURPOSE

The Importance Of Correct Damper Fitment To Off-Roaders It’s common knowledge throughout the off-road game that if you want to get the best from your vehicle, the right choice of dampers is absolutely crucial. For most of us, however, the primary concern is just how much travel they’ve got.

But there’s more to it than just being able to match the extra height of your new springs. When the terrain closes in, your shocks’ performance starts to matter more and more – and, no small matter, staying in control is a pretty big deal when you’re relying on a vehicle with lifted suspension and outsize tyres to get you home safely afterwards, too.

In the world of suspension, Bilstein is a name you’re sure to have encountered – if not necessarily from the world of off-roading. But the German company has been a world leader in damping technology for more than half a century, and during that time it has come to offer an array of options for

fine tune. The ideal set-up is the one that’s best able to control the release of built-up energy created by the initial “bump” stroke. This release of energy needs to be done in such a way so as to not impact the relationship between the tyre and the wheel.’

In most applications, Bilstein’s dampers have a monotube construction. This, the company says, makes them perfectly suited to work in the most hostile of conditions by allowing the nitrogen inside them to be placed under direct, even pressure at all times.

This greatly reduces cavitation, the term for the separation (foaming) of gas and oil molecules when placed under load.

Cavitation results in a marked drop-off in damper performance, leading to a loss of suspension articulation and, in due course, a loss of traction. Bilstein says its monotube dampers are also able to dissipate heat faster than twin-tube designs, thanks to there being no barrier between the pressure tube and the atmosphere.

And then there’s the aforementioned journey home. This is where you might be expecting Bilstein’s long-running reputation as a motorsport supplier to come into its own, and the company isn’t going to disabuse you of that notion. ‘Our engineering team goes to staggering lengths to ensure that all our dampers are every bit as suited to the hustle and bustle of the public highway as they are to the rigours of off-road competition,’ it says.

The company promises a comprehensive range of fitments, too, including the subtly uprated B8 range of OEM-style dampers.

It has applications for 6 £3most at models, s popularimakes and e t u n thainre Defender, ont the a c cluding Land Rover w y l a l t be tica menand ayRover toma 5. PDiscovery lease andbiRange p u t a t i eb De like the Suzuki 4.7 smaller t vehicles irecand . rect D price of £ ine DJimny i D . d Ltdas well as a wide y rlVitara, z r nl o a e o v g r W o a e c s f ayrange of one-tonne pick-ups and 4M he r of cribe 78% off t erefore 4x s Waterw double-cabs. s b u ta th it s el.

Want to find out more? Head t Deb you canc gazines, statemen c e r i a k D s for www.bilstein.de. or call the UK n s M w a e W nl ne rb office on the following number: *UK, months u ency is W p on you u g 2 0116 247 8930. ery 1 tion a show most popular off-road vehicles – so it’s well placed to offer advice on what really matters once your quest for extra inches is at an end.

‘One of the most important considerations when choosing uprated suspension for an off-road vehicle is where you plan on using it,’ says Bilstein. ‘Articulation really is key. It’s essential to ensure that the wheel (and therefore the tyre, your only source of traction) remains in contact with the ground as much as possible, and your choice of damper plays a huge role in this.

‘Too soft and the damper will “bottom out” when placed under compression (the “bump” stroke), leading to a loss of control. Too firm, and the damper won’t deal effectively with smaller bumps.

‘The flip-side of the above is “rebound,” the term used when discussing the rate of damper extension when no longer under full load. This is dictated by the relationship between the damper and the spring and as such is harder to

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PRODUCTS

STAY SWITCHED ON

Ring Automotive’s Xenon bulbs can really brighten up your truck LED LIGHTS LOOK COOL, don’t they? But sometimes fitting them to a vehicle, particularly older models, can feel like a real hassle. It’s a fiddly job; changing a headlight bulb, which requires the precision of a surgeon and the flexibility of Mr Tickle – not necessarily the attributes one associates with Dave the Builder, perhaps.

Nevertheless, this might be a bulb worth fighting for.

Ring Automotive, who specialise in car headlights along with many other vehicle accessories, has released its Xenon5000 headlight bulbs, which match the colour of the light emitting diodes in many modern set-ups and install like any ordinary bulb should! So you can fit lighting that gives you the modern look, without having to make the installation process any harder than it already is.

The colour temperature – an unsurprising 5000K – closely matches the output of LED versions, which means results on the road are superb and is the equivalent of giving your vehicle laser eye surgery, with up to 50% more light than a standard halogen bulb.

Available in a variety of sizes, including popular H1, H4, H7 and H11 sizes, the Xenon5000 range starts at £28.49 and are entirely road legal. It’s essentially the same as feeding carrots to your 4x4 – only it’s actually beneficial.

DIESEL MATE PICK-UP TRUCKS HAVE benefitted from diesel engines as much as any other type of vehicle. And with diesel, comes Adblue.

The additive reduces harmful nitrous oxide emissions from the exhaust of diesel motors, and since 2014 have been a legal requirement on new diesel cars. You barely have to top it up, but forgetting to do so can be catastrophic, and bring your truck to an abrupt and unplanned stop. Nothing new there then…

Redex are big players in the additives game, and their four and five-litre bottles of Adblue come with a superbly useful easy pour spout that attaches to the bottle top for a totally stress-free topping up experience.

As with all Redex products, their Adblue is designed to improve engine health and performance, and if you’re Land Rover happens to be a diesel one, a bottle in the

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boot may not be the worst of ideas! Redex Adblue is available from Holts Auto, whose website is coincidentally holtsauto.com.

MARCH 2019

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PRODUCTS

THE FLOODGATES OPEN ARB are the first to break cover with their accessories for the new Jimny

SO WHO HAD ARB in the firstnew-Jimny-mods sweepstake, then? The Australian 4x4 accessories giant has unveiled its Project JBOX demo vehicle, sporting a range of off-road items which, while they are all still prototypes at this point in time, will become available to buy in the near future.

Suzuki’s Australian importer worked with ARB by giving the company’s engineers access to a pre-launch vehicle, allowing them to start work early on developing

a range of all-new and adapted accessories. In addition, ARB was able to test-fit existing products to confirm they would work on the new vehicle – and the great news for Jimny fans looking to build a serious off-roader is that these include the legendary Air-Locker.

Among the new products ARB has developed for the Jimny is the smallest ever version of its Summit bull bar. This will come complete with a winch mount, which on Project JBOX has been used to house an 8000lb Warn Magnum.

Underneath the vehicle is a new suspension system. ARB doesn’t quote the size of the lift it gives the Jimny, apart from to say it’s ‘suitable for a set of new muddies and improved off road ability’ – which could of course mean anything. Safe to assume, however, that it’ll be in the usual commercial range, which means it can be expected to be in the region of two inches.

Further metalwork will come in the shape of steel rock sliders and a tubular roof rack. You’d need to be doing pretty extreme stuff with a Jimny to put its sills at risk, especially after lifting its suspension, but for any sort of long-range

PICKUP & 4X4 PRO PRODUCTS Mar 32-48 17pp.indd 45

travel a roof rack would certainly be a must-have way of overcoming the limited luggage space that’s an inevitable consequence of the vehicle’s small size – or putting the little Suzi to work.

With this and the bull bar adorned with LED lighting, some underbody protection bolted on and a gear reduction transfer case mod to take care of the bigger tyres you’ll surely want, ARB is already well on the way to being able to kit out a new generation of super-Jimnys. How long before it all becomes available to buy? We don’t yet know – but it’s surely shorter than the waiting list for an actual vehicle. To keep tabs on progress, visit www.arb.com.au.

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PRODUCTS

DEFENDER DRAWERS Keep your gear safe and organised with the help of Masai

MASAI ARE EXPERTS in all things Land Rover and their rear storage drawers are much more than useful if you need to install secure storage in your Defender – or even if you just want to keep it looking tidy.

The box itself fits inside the rear floor space between the vehicle’s inner wheelarches, enabling you to neatly store, protect and lock away items which you regularly or permanently keep stored in the back of your vehicle.

Available in matte black, the unit comes with soft carpeting on the top and soft-close, smoothrunning Accuride drawer runners capable of holding up to 120kg.

Want to know more? It’s all at www.masai4x4.com.

ROCK SOLID Company exclusively bringing 70-Series Cruisers in the UK 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 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” four-wheel 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.

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ft, 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, by paying a visit to www.angliavehicles.co.uk you can get the ball rolling.

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

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PRODUCTS

DON’T ROLL WITH IT

SuperPro kit will keep your truck calm and collected when you need it most

YOU DON’T NEED to spend much time behind the wheel of a pick-up to discover that its back end doesn’t work the same way as a normal 4x4’s. With a long wheelbase and typically leaf-sprung rear axle, not to mention the lack of an anti-roll bar in many cases, they can be less than settled. They’ll roll through corners in the dry, and can be tail-happy in the wet.

Step forward SuperPro. The suspension specialist prides itself on its innovation – and says this is the philosophy behind its range of heavy-duty, three-position rear anti-roll bars for pick-ups.

These promise to improve stability, handling and traction – especially when the vehicle is being used on wet roads, towing or

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carrying heavy loads.

SuperPro itself takes up the story: ’The main benefit of fitting anti-roll bars, particularly on the rear, is to improve roll resistance and vehicle balance and to help limit the amount of understeer and oversteer. For a pick-up with a flat load area at the rear, this change in characteristic is significant and can provide better overall handling and greater driver control.

‘The SuperPro anti-roll bars also reduce the variation in the wheel and tyre camber setting due to chassis roll, otherwise known as “roll camber”. During cornering, the presence of chassis roll usually results in the outside wheels gaining positive camber. By increasing the suspension stiffness and reducing

the roll camber effect, the wheels and tyres stay closer to their optimal settings and, therefore, a larger patch of the tyre maintains contact with the road surface. This means that lateral grip and straight-line traction are improved.’

We know what you’re thinking, though. Adding an anti-roll bar means waving bye-bye to all your lovely axle travel. Except it doesn’t.

SuperPro says there’s no reduction in suspension articulation or significant change in ground clearance with these bars installed.

Indeed, the company claims actual benefits in terms of a vehicle’s off-road ability. ‘The linking of the rear axle and chassis on both sides results in the suspension reacting in a more synchronised way that in turn provides greater traction and stability over uneven terrain,’ it explains.

SuperPro’s rear anti-roll bars are supplied with a durable blue powder-coated finish, in a kit that includes mounting brackets, clamps, fitting instructions and a set of the company’s polyurethane suspension bushes – which, it says, further enhance the operation and longevity of the vehicle’s suspension system. Actually installation the kit requires no modifications to the chassis and original components, meaning it should prove straightforward to anyone with a bit of skill

with the spanners.

SuperPro’s rear anti-roll bars are currently available for pick-up models manufactured by Ford, Isuzu, Mazda, Mitsubishi, Nissan, Toyota and Volkswagen, and in some cases you can choose between a variety of diameters. To find out more, and to search for your nearest stockist, go to www.superproeurope.com.

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HOT PROPERTY

An elegant solution to the Defender’s winter chill DEFENDERS ARE MANY, many things. But civilised isn’t necessarily one of them Ð and in winter months (or any other time the weather feels like giving you a kicking), neither is warm. That’s why many owners opt to fit a diesel heater to their pride and joy in a bid to avoid driving in a sub-zero cabin.

If you’re just coming around to this idea, then the team at Mud-UK have something that could be very useful indeed. It isn’t a diesel heater, however it is a locker in which to house said heater without simply lobbing it on the floor of your truck.

The Mud-UK Heater Locker creates an easy method of mounting an auxiliary heater into your Land Rover. It fits in between the front seats, locating tidily

beneath the central cubby box and utilising its factory fixing points.

The lid of the locker then has corresponding holes in the top to house the cubby.

The locker is designed to house the common 2kW heaters supplied by brands such as Eberspächer, Webasto, MV Airo and Planar, and has appropriate cut-outs to accommodate this footprint. The back-plate is available with three different sized outlet nozzles Ð the standard 60mm diameter, as well as larger 75mm and 90mm apertures.

The box itself is 140mm tall, so your cubby box still won’t be in the way, and the slotted front face enables the heater to work its magic. To find out more, visit mudstuff.co.uk.

LIGHT IT UP

Integrated LED grille kit from Lazer Lamps to fit VW Amarok seen, at the sort of distance JRR Tolkein used to write books about.

The kit mounts two of Lazer’s well known Triple-R 750 high performance LED spotlights in the Amarok’s grille, adding road presence and, of course, visibility.

The grille kit is available for all versions of the Amarok from 2011-on, including post-facelift V6 models, it comes with fixings

THE VOLKSWAGEN AMAROK has become the most powerful pick-up on the market. With power comes pace, obviously – and the quicker you’re going somewhere, the better you need to be able to see where it is.

There’s absolutely nothing wrong with the Amarok’s standard headlamps. But there’s also absolutely nothing wrong with bunging in a load more light on

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and brackets that are completely weather and chemical resistant.

Fitting the lights is simplicity itself, as they mount directly to the Amarok’s standard grille. The LEDs themselves are E-mark certified and therefore fully road-legal, and you can find out anything else you need to know by paying a visit to their website - www.lazerlamps.com.

top, which is why the LED market is probably even more buoyant than the pick-up market itself. And the pick-up market is currently more buoyant than Clive Buoyant of Buoyanthampton wearing a buoyancy suit to celebrate national buoyancy day.

Anyway. Lazer Lamps has just launched a bespoke LED grille integration kit for the Amarok, allowing its owners to see, and be

PICKUP & 4X4 PRO 04/02/2019 18:55

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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All Seasons.

All Conditions.

All Terrains.

Davanti has spent years developing this AllTerrain tyre, applying the latest design and manufacturing innovation to develop a tyre as comfortable on the road, on the construction site, in the fields or up in the mountains.

Terratoura is a high performance All-Terrain tyre. Its innovative tread pattern provides exceptional traction across all environments.

All-terrain, all year round.

FOR MORE INFORMATION PLEASE VISIT WWW.DAVANTI-TYRES.COM Contents Mar 19.indd 1

04/02/2019 19:04