4 X 4 Magazine 201408

www.4x4i.
com August 2014 5

OPENING TRACK
OFF-ROADING WITH US THIS MONTH
Timeless
Classics
It simply wasnt better back then,
but its still great fun today
Off Road Armourys Rob Butler gets stuck in
the Ultra4 King of the Glens event. We sent
Alan Coutts to follow this latest Challenge
event. The Scottish mud ies from page 80
You smile when
the ignition is
switched on.
As the engine
catches, the
steering wheel
vibrates and
the vehicle has
a throb and a
wobble that
makes you feel
it is alive!
D
o you have a problem when people start moaning that things were better back in the
day? It always seems an odd comment to me, and not something I ever want to get
drawn into discussing. You just know that it will get a bit heated. There are, however, lots
of examples today where we seem to be looking back and reviving things that many had
thought had long been discarded. I am a keen vinyl record collector as it happens, but you wont
get me declaring its better than modern digitised sound. In my view, its certainly different, and I
enjoy it, but if you want to listen to downloaded music on an MP3 player thats your call. Personally, I
think you are missing out, but it doesnt bother me that much.
You hear similar when mixing with classic car enthusiasts. Discuss the merits, indeed the incredible
technological benets, of a modern vehicle and you are likely to get the cross-ngered, sign of the
devil, salute. Get behind me Satan, and leave me mopping up the oil on my driveway from my classics
leaking sump. Its similar with 4x4s, of course, and that is never more obvious than when something like
the Discovery Concept is announced. Its a display of technological wizardry that is mind-blowing, and
surely for anyone interested in this market, a fascinating subject to learn more about. (Hopefully, we
have helped here with our insight piece in this issue). Of course, trouble comes when you hear one of
Land Rovers engineers, or researchers, as they seem to be called today, saying that they are lowering
the need for the driver to do anything. You can hear the hackles rising, the pints of real ale being
spluttered into untrimmed moustaches and Imperial gauge torque wrenches being waved in frustration.
The issue crossed my mind this month when experiencing a day that makes me realise just how
lucky I am to be a motoring Editor. In the day when I saw the new Discovery Concept, and listened
rst hand to its fascinating specication, I also got behind the wheel of F981 ENV, the rst Discovery
to roll off the production line back in 1989. Its a vehicle that has been so well looked after by the
guys at Land Rovers Heritage Collection that it is hard to appreciate its actually 25-years old. It has
done less than 1400 miles, and now I have done a couple of those myself; something that felt like
an honour. Now, I say it was hard to think of it as 25-years old, so pristine was the bodywork and
the interior (which has to be a masterpiece of interior design, it remains so light and fresh), but you
do smile when the ignition is switched on. As the engine catches, the steering wheel begins to
vibrate and the whole vehicle has a throb and a wobble that makes you feel it is alive! I had jumped
straight from the very latest - super smooth - Discovery 4 into this magnicent old beast and the
difference was initially somewhat unnerving Then you just smiled. Even at low speeds, on (the
Queens no less) tarmac roads at Windsor, you have to drive this Discovery. Steering, gear
selection and braking had to be done. I was fully involved in driving, and grinning at the same time.
Was that better than whats on offer today? Just as I am presently enjoying the re-issued vinyl
version of Led Zeppelins rst album, I loved my Discovery 1 drive, just as much as I did learning
about what the very near future holds for Land Rover 4x4s. Isnt that what makes this particular
motoring subject so enjoyable?
Talking of which, heres hoping you enjoy the issue. Full of old and new stuff, as ever.
Nigel Fryatt, Editor
Its 20 years since Toyota introduced us to
the fun SUV. To celebrate we took the latest
RAV4 off-road in the mountains. Hils Everitts
Greek Odyssey starts on page 52
Rene Bauer has crossed Africa in his very
trusty Nissan Patrol and also provided us
with a great story and some really excellent
photographs, start the trip on page 44
YOUR 4X4 LIFE 90 YOUR 4X4 LIFE 90
6 August 2014 www.4x4i.com
30
CONTENTS
AUGUST 2014
Auction
action
Outlandish
bargains
Marketwatch
Focus on: Mitsubishi Outlander
4x4 Calendar
Lets go off-road
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www.4x4i.com August 2014 7
74
80
60
44
COVER STORY
SPECIAL FORCES 30
Review of some of the most outrageous 4x4s available
in the UK market. Catering for all tastes, if you have the
money, they will build them. Time to check those lottery
numbers again... just in case you can be a customer
DISCOVERY CONCEPT 22
We have had access to the fascinating technology that is
being developed by Land Rover, aimed at the new Discovery
ADVENTURE: AFRICA BY NISSAN 44
Crossing the Dark Continent by Nissan Patrol an unusual
vehicle to take on such a trip, but it proves its worth
TWENTY YEARS OF RAV4-ING 52
Toyotas Recreational Activity Vehicle has been in continuous
production for 20 years. To celebrate, we went to Greece
STAR TEST: MERCEDES-BENZ G-CLASS 60
Little has changed since its 1974 launch; the monster
Mercedes remains a true off-roading icon. We test the G350
THE VISIT: ALDERS TRANSMISSIONS 70
Better known perhaps for their Yank tanks, these guys
certainly know how to rebuild 4x4 gearboxes, and love Jeeps
WORKSHOP: FOURTRAK FIXES 74
The Daihatsu Fourtrak remains a tough off-roader. We check
out Blood Red to catch the latest tweaks and mods
SPORT: KING OF THE GLENS 80
The Ultra4 rock-crawling racers go to Scotland for the latest
in this exciting off-road competition series. Awesome action
BUYING GUIDE: TOYOTA RAV4 98
After 20 years, much has changed with Toyotas RAV4. What
that means is theres probably a model there to suit all budgets
REGULARS
OPENING TRACK 5
Getting old and staying young
NEWS AND VIEWS 10
Discovery drive in the Queens back garden
PRODUCTS 16
The latest 4x4 accessories
LITTLE AT LARGE 21
Will there ever be another original RAV4?
OUR 4x4S 86
Latest news from our fleet
COOKES COLUMN 114
Is the Jeep better value than the Merc?
News & Views
INSIDE THE WORLD OF 4X4
OFF-ROAD AT THE
HOUSE OF WINDSOR
Enjoying a great, if unusual, celebratory drive for 25 years of Discovery
TO CELEBRATE THE UK debut of the
Discovery Concept and the 25 years of
Discovery, we were permitted to drive along
her Majestys front drive at Windsor Park.
The three mile long drive is arrow straight.
Standing at the start, the grandeur of Windsor
Castle is obvious, but it does seem a long
way away. OK, so we trundled along at a very
slow speed, avoiding the many pedestrians
enjoying the spring sunshine but it was
something of an honour. While my drive
around the park was indeed special, it was
increased by the enjoyment of getting behind
the wheel of Land Rover Discovery F981 ENV.
This is the rst production model of what later
became known as Series 1 (its doubtful at
the time that condence was high enough to
consider if there would ever be a Series II, let
alone III, IV and now the Concept). This actual
vehicle was handed over to the Heritage
Collection directly from the production line
and it probably looks even better today than
it did back in 89! Climb aboard and it feels
like yesterday. The Terrance Conran-inspired
interior still looks stylish and modern, the
ultimate compliment for any design. Thinner
A-pillars help as well, but it is still a great place
to sit; the high roof helping, big hats are no
problem in a Series 1. Turn on the ignition and
the 2.5-litre 200TDi four-cylinder turbocharged
diesel rattles to life, the steering wheel vibrates
and theres a hum through the whole body.
Having previously been driving the very
latest super-smooth Discovery, this comes
as something of a shock. Its not a criticism,
however, just a comment that today we
forget just how damped and noise-supressed
modern new 4x4s are.
Top: Princess Anne looks down on the very rst
Discovery to roll off the production line. We were able to
drive this famous 4x4 around the Windsor Park lanes
RHINO
CHARGE
RESULTS
PAGE 12
FORD
BRONCO
WINNER
PAGE 14
VERY
SPECIAL
VEHICLES
PAGE 30
FREELANDER UPGRADE
WITH ALL THE excitement around the
Discoverys 25 years, plus the news of the
new Concept vehicle (see page 22) pointing
the way to the new Discovery range in
the future, it would be easy to forget the
trusty Freelander. Not so it seems, as
Jaguar Land Rover has just announced
the new Metropolis model, introduced
as the most luxurious Freelander yet. It
is based on the HSE LUX model but has
(appropriately enough!) Windsor leather,
electronically adjustable seats, panoramic
sunroof, xenon headlights, reversing
camera and 19inch alloy wheels. The
Metropolis is top of the Freelander range,
but there are also new SE and SE Tech
models for the 2015 model range; the SE
being the entry level model. The SE Tech
has the excellent 380W Meridian audio
system, touchscreen-controlled navigation,
automatic headlights and 19inch alloys.
The new 2015 Freelander model range is
available from dealers now, with a starting
price of 27,765 for the SE manual, up to
35,995 for the Metropolis SD4 automatic.
This magazine will be running a Metropolis
in our Long Term eet, starting next
month. This is actually the rst time that
the magazine has had a present day Land
Rover in its eet, so we are looking forward
to reporting just how we get on with it. Of
course, if we need to get an understanding
as to what its like to live with a latest
Freelander, we could ask Princess Anne,
since we spotted her very smart black
version at Windsor. If its good enough
for her, it should be OK for this magazine,
dont you think!
JLR SAVES
TATAS
FINANCES
THE STRONG PERFORMANCE from
Jaguar Land Rover for the last nancial
year (up to 31st March 2014) was the
prime reason for owners Tata Motors
Limited being able to report revenues up
over 2013, according to nancial analyst,
Moodys. Without JLR, the Indian business
had what was described as a very weak
year with revenues falling 23 per cent.
The parent company is hoping that there
will be a recovery in sales after the recent
Indian elections and that enthusiasm in the
home market for new models (the Zest and
Bolt) will improve the situation. Moodys
comment that until benets from these
new models kick in, woes in India are likely
to worsen. Interestingly, even the success
of JLR is reported with a signicant
caveat. JLR sales are strong, but potential
capacity is presently restrained the
company simply cannot build enough
models quick enough it seems. The rst
vehicles from the joint venture with Chery
Automotive in China have just started to
roll off the production line. This operation
has a reported annual capacity of 130,000
vehicles, so plenty of opportunity here.
However, it must be remembered that Tata
Motors has invested a great deal in JLR,
but will also need sales in its core business
in India to improve in the coming years.
F981 ENV is treated like a hot-house ower
and given no-expense-spared attention, but
that aside it drives smoothly, lacks jumps
and judders, and has a slick gearbox where
you know by feel that you are selecting a
mechanical gear; none of this multi-gear
automatics. Oh joy of joys, you are driving a
vehicle that is not submerged in sensors and
computerised control. If this thing stalls, its the
fault of the nut behind the wheel, not the ECU.
Somehow stalling this Discovery at Windsor
would be the equivalent of motorised treason.
On the same day, I also drove a Series II, III
and IV and had the option to try the Millionth
Discovery, but this spring, on a sunny morning
at the Royal House of Windsor, this was
the only one for me. When I got behind the
wheel the odometer read 1367 miles. When I
nished, it probably only read 1368, or maybe
1369. What the heck, its one of the most
enjoyable miles Ive had behind the wheel of a
Land Rover. NF
The full Discovery range was on display at Windsor, from Series I right through to the latest version - in this case the
millionth model to roll off the line. Camel Trophy and G4 Challenge models made this an impressive convoy
News & Views
RHINO CHARGE ROCKS!
ITS NOT PART of any recognised international Challenge
Championship, there are limited technical regulations or rules, and
team members come from all walks of life, not necessarily dedicated
off-roaders. It is also one of the toughest off-road driving events you
could imagine, yet it is perhaps less well known than it ought to be. Oh
yes, and it also raises signicant revenues for African wildlife!
We have always been great fans of the Rhino Charge and so were
pleased to hear from stalwart supporter and competitor John Bowden of
Gumtree4x4 about this years event; and this despite Johns Land Rover
coming to an ignominious end on its side this year (see picture above)!
Starting back in 1989, the rules of the Kenyan Rhino Challenge
have remained remarkably simple. You have to get from A to B by
travelling the shortest distance within 10 hours and in doing so visit 13
Guard Posts or checkpoints. How you do it, and the route you take
is completely up to you, but the course such as it is, provides the
challenge since it is virgin African bush and involves signicant hills,
drops and gullies over some monstrous rocks. To compete, besides
needing a decent, tough off-roader, you have to organise sponsorship
to be committed to the Rhino Ark wildlife charity. This years event
raised a fantastic 102,919,334 Kenyan shillings, which is over a million
US$, and actually 700,777! When it started, the money was raised
for the construction of Aberdare electric fences to keep the wildlife, in
particularly the somewhat destructive Rhinos, away from villages and
farmland. The success of the venture means the charity has expanded
its work considerably.
Its great to see that UK off-roaders are getting into the act as
well. Indeed, John Bowden has been competing since 2000 when
he shipped his Land Rover over to Kenya. John had won the 1998
UK Rhino Charge, and since then has missed only a couple of the
Kenyan events. It was tough this year, however, as John explained:
Despite doing two competitive sections to start with, the Land Rover
was showing signs of fatigue and crawled in the teams worst position
ever, 58th overall, after breaking a rear half shaft and the front diff as
well as rolling on their third section.
Another previous UK Rhino Charge winner, Team Dirty Berty, lead
by James Dodson, from Rutland, did really well and roared round to
secure 10th place in only their second attempt at the Kenyan event
in a Range Rover buggy (pictured below), which they shipped out
three years ago. This year, they also sacriced time and a few metres
distance travelled by towing John Bowdens stricken and by then one-
wheel drive Land Rover hybrid out of a gulley!
The overall winner was Alan McKittrick, driving his bespoke Rhino
Charge special. His team covered only 31.34km, which compares
with a theoretical straight-line distance of 24.6km. Impressive, eh!
If you fancy getting involved, you can without immediately having
to go to all the expensive of shipping a 4x4 to Kenya. Why not join in
with this years UK Rhino Charge, at the excellent Slindon off-road site
near Arundel on 21st September? Anyone interested in this fun event
can contact organiser John Bowden via rhinochargeuk@rhinoark.org.
Fewer Rhinos in Sussex, but itll be a great event!
Address: Nelson Lane, Warwick, CV34 5JB UK
tel: +44 (0) 1 926 496 668
Email: info@atturo.co.uk Browser: www.atturo.co.uk
Performance Tires
WI THI N REACH
This is the only part of your vehicle that touches the road.
Will you choose the right tire for the job ?
Good tires do not have to cost a lot of money.
Atturo, keeping true performance within reach.
News & Views
4X4 OFF-ROAD QUOTE OF THE MONTH

We have to take enthusiasts with us in the design
of the new Defender
SOURCE: Senior Research Leader, Dai Jones, while discussing the technological
delights of the latest Discovery Concept. Find out more starting on page 22
Chinas petrol thirst. The massive
country is now importing more than half
its total petrol needs. Average passenger
fuel consumption is targeted to reach
34mpg by 2015, and 47mpg by 2020.
Thats still an awful lot of unleaded.
The Range Rover Evoque Women In
Science and Scholarship has opened
for 2014 applicants. Two female
students will receive 1000 a year
towards their studies for three years,
plus practical support, mentoring and a
summer placement at JLR. At present,
only four per cent of engineers at JLR
are female. The company intends
increasing that gure.
Your 4x4 Life this magazine needs
you! We are looking for readers 4x4s for
our regular feature. It can be a standard
4x4, or modied, just send us a few
high res pictures and some details and
we will make you and your 4x4 famous.
Youll also receive a FREE 4x4 Magazine
polo shirt. Lets hear from you. Email:
4x4.ed@kelsey.co.uk
ATV specialist Polaris has just
celebrated its 60th Anniversary, with the
launch of the Ranger 400 Limited
Edition and Ranger Diesel Limited
Edition. These models are also tted
with gun scabbard mounts for shooting.
Fittingly, the models were launched at
the Clay Pigeon Shooting World English
Sport Championships at West
Wycombe, in Buckinghamshire.
We take a good look at 4x4 tyres in
next months issue. We have
experienced some serious Brazilian off-
road rubber from Genius. Top that off
with a wheel and tyre guide for pick-up
owners and its an issue not to miss!
Subscribe and never miss an issue.
Check out page 92 for all offer details.
And nally...
BRAVO BRONCO
IN OUR JUNE issue we had a feature on the
history of the Ford Bronco. It caused quite
a stir with even one Land Rover enthusiast
telling us that if he didnt have a Defender,
hed happily have a Bronco! We didnt need
much excuse to use another picture sent in
by our American correspondent Jim Maxwell
of this superb restored Roadster version that
won Best of Show in an event in California
recently. The model looks as though it has
come straight off the production line back in
1966. Must admit that we think its a great
looking 4x4, although admit that it helps that it
is photographed on the west coast of America
and that it might look a little less sensible on a
dull day in Solihull.
Woodalls Guide
Useful Classic
Vehicles
Dan Woodall
THE TITLE OF this book intrigued us somewhat, but
it does seem that most of the useful vehicles included
are indeed, 4x4! There are sections on driving off-road,
winching, modifying, plus a great many jeeps and trucks.
Besides the more obvious Toyota Land Cruiser and
Land Rover models there are also things that perhaps
you might not know about, including the Acmat VLRA
and the wonderfully named M561 Gamma Goat! One
review of the book says that its worth sitting down with
a cup of tea and thumbing through the pages to marvel
at author Dan Woodalls collective knowledge of all
these models. The pictures are in black and white, but
if obscure, oddball, 4x4s interest you - and lets face it,
that has to include most off-roaders - then this sounds
like a pretty good present, or just treat yourself!
LETS READ
Woodalls Guide
Useful Classic Vehicles
Dan Woodall
www.neneoverland.co.uk
toyota@neneoverland.co.uk
T: 01733 380687
TOYOTALANDCRUISER
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Products
WHATS NEW FOR YOUR 4X4?
Land Rover bush changes
If you have a Land Rover Discovery 3 or 4, or the Range Rover Sport
(2005 2013) and are experiencing vague steering and uneven tyre wear,
it could be a problem with the oil lled front lower arm bushes. Powerex
now has a new front arm rear bush, which offers a solution to this. The
polyurethane bush can actually be chosen to suit the drivers requirements;
whether you use the vehicle specically for on-road, off-road or just want it
to be as comfortable as possible. Certainly worth talking to the Powerex
guys to get exactly the driving feel you want. The bushes retail at 119.88
(inc VAT) per set. Check out more on the website.
Website: www.powerex.co.uk
Cover up, stay safe
It amazes us sometimes when you
see a highly modded off-roader
with an expensive winch tted to
the front, exposed to the elements.
Winches are expensive bits of kit and
although they might not be used that
often, when you need them, they have to
work. It would seem highly logical to us to have a serious cover
to protect it, not just when off-roading but when enjoying the
vagueries of the British weather! WARN has a great new range of
neoprene covers for its range of winches including ZEON, Tabor,
M8, 9.5XP, VR, Series and Utility models. The elastic covers
stretch over the winch and provide a snug t to prevent apping,
eliminating the need for cords and straps. You also get a bottle of
UV Protective Spray that ensures your cover retains maximum UV
protection. The prices of these covers start at 31.
And while we are protecting covers, how about ngers? It makes
you wince when you see anyone using a winch without protective
gloves. Madness. As you would expect WARN have a great range
of gloves, that look the business and are made of synthetic leather
with Kevlar reinforced material, yet remain breathable. The gloves
are available in both large and XXL sizes, and have an added ID
tag, which means no one else can claim your gloves! The RRP for
these gloves starts at 20, which seems very little to keep all your
ngers. Both these items are available at WARN stockists or can be
purchased direct from the team at Arbil 4x4.
Expanded Ranger
truck top choice
The supply issues on the new Ford Ranger pick-up
seem to be easing and you certainly see more of
them on the roads these days, This means the
demands for truck tops will increase. Auto Styling
Truckman has recently expanded its range of
British-built hardtops to include an Aerotop RS
for the Ford Ranger Mk5 Super Cab. Super Cab
versions of the Aerotop RS, Classic and Utility
Top are now all available for this vehicle. Auto
Styling Truckman also manufactures Double Cab
and Single Cab hardtops for the Ford Ranger.
All Aerotop Truckman units have solid sides, gel
white interior, chrome push button lock, tinted and
toughened rear glass and have an integral spoiler
with a high level brake light. To nd out more,
check out the advertisement in this very magazine,
call 01384 485405 or go direct to the website.
Website: www.autostylinguk.com
Website: www.arbil.co.uk/4x4/
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Draper Tools.
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WORKSHOP
Booklet No.2
Products
WHATS NEW FOR YOUR 4X4?
Boom,
boom
Jeep
Jeep Wranglers are
best when open to the
elements, thats when you really
enjoy yourself. Of course, there are times when
the roof needs to be tted and thats when you
realise that things can get a little loud, especially
on a long motorway drive. The answer to this
could well be a Sound Deadening Headliner kit
from the experts at Boom Mat. Made from high
quality marine grade acoustical foam that resists
mould and mildew while insulating outside heat
or cold. Its actually the same heavy-duty material
that is used in off-road and military vehicles. The
interior face is nished in cloth and is available for
both two and four door Wranglers and comes in
black, white or grey. All panels are ready cut to
shape and self-adhesive.
Website: www.boommat.com
We reported in detail about the new Defender Challenge
motorsport competition in the last issue, mentioning
the race machines modied suspension. Now, thanks
to Bilstein, it is possible to have a new switchable
suspension system for your 90 or 110 Defender. The
Bilstein B16 Ride Control system offers two switchable
modes, which are controlled from a push button tted
to the cars interior. The Sport mode offers tauter driving
dynamics and what is claimed to be optimum handling for
all situations, whereas Comfort gives a plush, cossetting
ride, akin to softer, Original Equipment dampers. Switching
between either mode can be done on the y in an
instant, allowing you to tailor the Defender to the prevailing
conditions, or indeed, your own mood. Everything included
in the kit has been designed and produced entirely in-
house in Bilsteins German production facilities and these
kits carry full TV approval and have impressive anti-
corrosion treatment on the damper bodies, which leads
to a 24 months warranty. The complete Bilstein B16 Ride
Control is priced at 1210 (plus VAT). To nd out more, call
the UK ofce on 0116 289 8345.
Website: www.bilstein.de
Bilstein Ride Control suspension
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New from MUD
Always good to hear from MUD UK, and this
month weve heard that they have increased
the range of Land Rover sun visors these
are going to be in demand as the weather
improves and summer arrives. Well, at least
we hope so. Plus theres now an increased
variety of cargo nets; all shapes and sizes to
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out more on 01422 881951 or go direct to
the website. Tell them we sent you!
Website: www.mudstuff.co.uk
Exhausting business
The Isuzu D-Max is making quite an impression
in the British Cross Country Championship, as
well as on many building sites around the UK. As
they say, motorsport improves the bread, and it
is now possible to buy a rally proven road-legal
exhaust system from Milltek. Based around 70mm
non-magnetic stainless steel tube, and designed,
developed and fabricated in Millteks Derbyshire
factory, the D-Max system can either be ordered as
a half system for those looking to get the style and
sound, but who wish to leave their DPF and catalyst
in place. Or, for those seeking outright performance,
a full catalyst and DPF delete option is also available,
which is claimed to offer considerably more power
and torque in the process. This latter option will
need new ECU software or a full engine remap. If
you are considering this, the best idea is to check
things out directly with the guys at Milltek.
Website: www.millteksport.com
Toyota Jeep Land Rover Ford Mitsubishi Isuzu Mercedes Mazda VW
Est. 1988
NewROW70Toyota 70 Series Sales Specialists
TOMSWorld Land Cruiser UKagents.
Tel: +44 (0) 1733 380687
sales@neneoverland.co.uk www.neneoverland.co.uk
Mitsubishi L200 Warrior 2.5 TDi Double Cab Pick Up, A/C,
Black, Black Leather, 18 Alloys, VGC, 5,995, No VAT,
Check www.neneoverland.co.uk
We Continue To Hold A Large Inventory Of Toyota Land
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We Currently Have Four TD5 Commercial Discoverys In Stock,
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Britpart Performance - Lifted Springs
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Defender 90 Lift Load Diameter lbs/in Height
DA4201 Front 25mm 25kg 16mm 200 420mm
DA4203 Rear 40mm Light 17mm 220 435mm
DA4204 Rear 50mm 100kg 18mm 300 - 340 425mm
DA4205 Rear 50mm 200kg 19mm 360 430mm
Defender 110
DA4206 Rear 40mm 100kg 17mm 270 - 295 445mm
DA4208 Rear 50mm 500kg 21mm 420 445mm
Defender 130
DA4208 Rear 50mm 500kg 21mm 420 445mm
Discovery 1
DA4204 Rear 50mm 100kg 18mm 300 - 340 425mm
DA4205 Rear 50mm 200kg 19mm 360 430mm
Discovery 2
DA4199 Front 40mm 20 - 50kg 15mm 180 390mm
DA4198 Front 40mm 50 - 100kg 16mm 220 390mm
DA4197 Rear 40mm Medium 18mm 290 430mm
DA4205 Rear 50mm 200kg 19mm 360 430mm
Range Rover Classic
DA4204 Rear 50mm 100kg 18mm 300 - 340 425mm
DA4205 Rear 50mm 200kg 19mm 360 430mm
Note - Spring quantity 1 = 1 pair
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Britpart Performance - Standard Height Springs
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DA4278 Rear 18mm 285 385mm
Defender 110
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Range Rover Classic
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Note - Spring quantity 1 = 1 pair
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HILS EVERITT
1994. One that came up, and prompted
much merriment and smiles all round, was the
forgotten, bizarre, yet equally funky and
mould-breaking Suzuki X-90 (pictured below
left). Remember that? A far cry from anything
4x4 before or since, it was Suzukis two-
seater sporty number that had a removable
targa roof and the most under-damped
suspension I think I have ever encountered.
Like the RAV, it prompted raised eyebrows on
its launch in 1996 with what was dubbed its
push-me-pull-you styling and, also like the
Toyota to a certain extent, it was a pretty nifty
off-roader if you really did want to push it.
Okay, so its wheels waggled joyously in the air
at the drop of a hat, but it happily went most
places, thanks to its tiny wheelbase and
surprisingly agile suspension. And it was the
rst compact (if we can actually call it that?
Has to be in a class of its own really) 4x4 to
come in two- or four-wheel drive models, and
had an auto version into the bargain.
Two-wheel drive versions of the modern SUV
have only been around in recent years.
Thinking about it now, what on earth was
Suzuki thinking when it openly admitted it was
aimed primarily at the US market? In the early
90s the US was crazy for big trucks; Suzukis
expertise was in the smaller 4x4s, as in the
exceptional LJ, SJ and Vitara, so it decided to
try and lure the Americans in with a fun but
useful alternative. Sadly, it didnt work. The
X-90 lasted only two years before withdrawal.
I have no idea how many were sold in the UK,
After celebrating the Toyotas RAV4s 20th birthday,
our columnist remembers the Suzuki X-90 and asks,
will there ever be another small off-roader?
Small talk
E
arlier this year, I highlighted the fact
that the 2014 Geneva Motor Show
marked 20 years since the pioneering
Toyota RAV4 was launched to an
unsuspecting 4x4 world. I was hoping that
Toyota would mark this major landmark in
some suitable way and indeed it has, as you
will see on p52.
Toyota thought it tting to invite journalists
from all over the world to join a Toyota RAV4
adventure in the Greek mountains. We had a
great time trundling up the steep, rocky
mountain tracks and haring around fast gravel
stages that formed part of the WRC Rally
earlier this year. You can read all about it in the
feature. We didnt take part in any serious
off-roading as, lets face it, the modern RAV
isnt an off-road machine any more. It was
good, however, to clap eyes once again on
the original RAV three-door (pictured below
right), with its independent suspension and
permanent four-wheel drive, and reminisce
about the old days when the little compact
SUV was a mighty ne little off-roader that
also offered a very pleasing on-road drive. It
was a reminder of times past and how the
world once was. How the 4x4 market has
changed! Indeed, the term SUV is really no
longer synonymous with off-roading and 4x4s,
at least not in any meaningful sense.
While we were driving around a sunny and
beautiful Greece we were comparing notes on
the various machines that have come and
gone since the RAVs initial appearance in
but you probably can count them on the
ngers of two hands. The UK motoring public
was totally confused by it and also by the
fact that it actually cost more, at 11,375 for
the 4WD version, than the four-seat soft-top
Vitara.
Unlike the RAV4, the X-90 regularly
appeared in the Worlds Ugliest Car polls,
which probably helped hasten its demise. It
didnt really know what it was. The RAV4
knew what it was, it was just that the public
wasnt quite prepared for it. We were all used
to traditional small 4x4s, such as the Suzukis
mentioned earlier and Daihatsu Fourtrak, Lada
Niva and the Fiat Panda (we talked about
those at length also), with the cute Panda the
sole survivor. So the RAV was a revelation,
marking a new era of comfort and lifestyle.
Sadly, not so the X-90, but it gave us
something to talk about for two years!
The only three-door left to us at the
moment is the Suzuki Jimny now that was a
diminutive 4x4 that Suzuki got absolutely spot
on. The RAV has been a ve-door-only model
for some while and I think we need some
fresh, new three-doors so that the Jimny and
Panda can be part of a gang, although the
Panda isnt the 4x4 force it once was. A baby
Land Rover is expected to be on its way. How
about a modern baby RAV? And perhaps a
baby Vitara again? What will the Jeep
Renegade really be like?
Yep, the RAV4s milestone has got me on
my soapbox once more... Hils
Concept made its UK debut at the
recent Royal Windsor Horse Show in
May. Geographically that alone shows
that this is a global production,
introducing the future to a wide
audience. Its a brave and condent
move to show what is, lets not forget, a
Concept vehicle, to be poked and
prodded by the general public albeit
at Windsor thats a public well versed in
Land Rovers thoroughbred heritage.
We showed rst images in last
months issue and commented that
perhaps from rst glance the Discovery
Concept doesnt blow you away, but
agreed that you need to see it in the
esh (or rather high tech aluminium
composites). Having done that we can
certainly conrm that the designers
have cleverly taken the bluff, somewhat
slab-sided, Discovery 4 shape and
morphed it into something very
different, but with obvious Discovery
genes. From the front, and indeed from
the rear, this is very obviously a
Discovery. Its a bulky, brute of a
machine from dead front, over
emphasised by the narrow front
headlights and high narrow grille. The
rear is also unmistakably
Discovery, especially with the
asymmetric moulding
around the Land Rover
badging. Its from the sides that
things look different, with the theatre
style three rows of seating, leading to
the rear row higher than the second,
which are higher than the front, giving
the Discovery Concept a much more
prominently lifted rear than the present
T
heres a mountain goat
somewhere in South America
that has recently let out a
huge sigh of relief, and gone
back to the important job of searching
for some fresh pampas grass. The Land
Rover research team has gone home,
having first discovered that the goats
skin is in fact some 15 per cent lighter
than the present leather used in the
Discoverys headlining. Sadly for Land
Rover, but happily for the goat, the
animal cannot be ethically sourced so
the team will be looking elsewhere for
its super-light interior trimmings; such is
the depth of analysis and detail that is
going into the mind-stretching
Discovery Concept.
First unveiled in New York, then
displayed in Beijing, the new Discovery
After 25 years, theres now a brand new Discovery Concept and weve been to
see it to fnd out more. A great deal has changed since the Series I model rolled
off the production line, but thats nothing compared to what is about to come
Words: Nigel Fryatt
TECHNICAL
Discovery Concept
Above: At rst glance
perhaps this doesn't
shout 'Discovery',
but in the metal, the
stepped rooine is
obvious. Interestingly
the Concept is lower
than the present D4
model, yet keeping the familiar
stepped roof line. It looks a big
machine, but interestingly is a mere inch
or so longer than the Discovery 4 and
more surprisingly, a fraction lower. Again
you have to remember that this is a
Concept, but the dimensions are likely
to be pretty representative to what the
production Discovery 5 could be.
One idea that the Concept displays
that is unlikely to appear on the
production models is the intriguing door
opening design, which includes the rear
hinging rear doors remembered by
those of us old enough to be once
unfortunately named suicide doors!
Interestingly, talking to Senior Research
Leader at Land Rover, Dai Jones, there
is no engineering reason why this
shouldnt go into production, since the
techniques available with aluminium and
aluminium composite monocoque
production means that the structural
integrity of the shell would be ne.
Indeed, looking closely at the Concept,
having rear-hinged doors would make
access and egress to the third row of
seats a great deal easier. It seems,
however, that this is one radical step
too far and if the front passenger and
rear passengers step out at the same
time they would be trapped between
the doors: After you, Claude. No,
after you Cecil. Thats another memory
for our more mature readers and fans of
early British radio comedy. However, the
Discovery Concept is anything but
retrospective and the vehicle that we
saw at Windsor last month is but the tip
of a particularly high tech iceberg and
the enthusiasm from Dai Jones for
whats happening behind the closed
research doors at Land Rover was
infectious, as he explained: The new
Discovery has to be an outstanding
vehicle. We have an acronym of PEAT,
meaning it has to be Peerless, Effortless
and All Terrain. So far so good for us
4x4 off-road enthusiasts, although
Jones also admitted that they were,
lowering the need for the driver to
whereby low grille cameras scan ahead
of the car (areas that are not visible to
the driver) and project the image into
the smart glass in the windscreen. The
affect shows what is immediately ahead
and under the front of the car creating
what could be described as a
transparent bonnet.
While this is happening, lasers are
scanning ahead to establish what kind
of terrain is coming up, for the vehicle
to proactively select the necessary
off-road mode the vehicle needs to be
in. Taking this one step further, a multi
dimensional map of the terrain ahead
can be created, that can be displayed
for the driver, or can just be left for the
vehicle to decide the route that needs
to be taken thus removing any need
for the driver. The implications of this
means that you could even create a
eet of drone Discoverys totally capable
of traversing rough terrain, guided and
controlled by a remote computer. It will
also be possible to analyse the actual
physical constituents of the terrain
ahead to see how high the water
content, for example, and therefore
whether it can hold the weight of the
vehicle, long before you drive into the
soft sand and realise you are stuck!
You have to smile at the idea that you
can remotely control your vehicle from
outside. Why would you want to
remotely control your vehicle that has
cost you many thousands of pounds
Sterling, Dollars or Yuan? Apparently it
will help farmers going through gates
know what they are doing.
That perhaps disappoints some
enthusiasts, but the Discovery is aimed
as a do everything type of family
machine that will run the kids to school,
tow a boat or caravan, carry seven and
be bullet-proof to all weather and road
conditions. The fact that it is also
awesome off-road is not actually top of
the list; buyers are not all 4x4
enthusiasts. This is a market that Land
Rover has already mined so well with
the Evoque; for 80 per cent of Evoque
buyers, its their rst Land Rover, 50 per
cent are bought by women and most
importantly for 85 per cent, its their
rst ever SUV. It will be interesting to
nd out in a couple of years what those
percentages are for new 2015
Discovery owners.
However, bemoaning the lack of
driver involvement rather misses the
point, especially since Land Rover is
investing some $5.7bn in Research and
Development in conjunction with
engineers in India, China and the highly
respected Massachusetts Institute of
Technology, in Boston USA. We
described some of the fascinating
technological innovations in the last
issue, but have now been able to nd
out more, which has led to further head
scratching
The Discovery Concepts frontal
aspect is emphasised through the
narrow headlights. These actually
include laser technology to offer brighter
light, claimed to be closer to natural
daylight. The lasers also have intelligent
tracking which means they offer
localised dipping when a vehicle comes
towards you, so you dont blind the
on-coming trafc, but keep full beam for
the road ahead of you. Lasers from the
front fog lamps can also project
reference markings onto the terrain
ahead, during poor visibility when you
would struggle to see objects, helping
to guide the driver safely ahead.
We briey described last month the
transparent bonnet technique,
Above: There are
three full adult sized
seats in the second
row. The roof glass
can be changed to
suit the mood
Below: Land
Rover designers
are reducing the
complexity of the
fascia - minimalism
is the word for the
Concept's interior
TECHNICAL
Discovery Concept
meaning they only have to get out of
the vehicle once; they then drive the
Discovery through the gate remotely
from their smart tablet, close the gate
(manually!) and then get back in.
Extravagant use of technology?
Perhaps for the farmer but not for other
commercial, industrial and military
options.
Gesture control has also been
mentioned, where a mere wave of the
hand will open or close the doors. The
Land Rover researchers (interestingly,
what we used to call engineers) are also
looking at eye tracking (one shudders to
think what you can operate with a quick
wink) and full-face recognition. The
latter is not just for security, but would
allow the vehicle to recognise you and
have your seat adjusted exactly as you
like it, perhaps also the air conditioning
temperature set and even have your
favourite music playing.
There is also work going on to have
active body panels, to allow the body to
be changed to ideally suit the
conditions, plus something called non
contact towing, which I confess leaves
my head spinning a little.
While some of these options will
remain as concepts, the interior
conguration of the Discovery Concept
is likely to make it to production, and
the emphasis has been on versatility.
This is a full adult seven seater, the third
row are not just for small, or naughty,
children. Seven can be made six with
the centre second row seat folding to
be a useful table, to a four seater where
the second row of seats can all be
folded away and a limousine mode
created for the nal pair of seats now
offering the ultimate in legroom and
comfort.
The seating versatility has one further,
very clever option, which is being called
social seating and likely to nd its way
into production. Once the rear hatch
has been opened, a deployable event
platform slides out from the rear, which
folds back to create a nifty bench seat.
A lower part of the rear body moulding
can also then fold down as a footrest.
This creates a great outdoor seating
option, but also has the versatility of
being able to carry attachments for
transporting bikes and ski racks. Its
very slick, and you just know that new
owners will delight in showing these
options to envious neighbours!
Such owners will also show off the
SkyLight cabin option, whereby the
smart glass in the panoramic sunroof
can be programmed to alter the
characteristics of the light coming into
the cabin. In theory, therefore, on a
damp grey November afternoon, the
Discovery Concept can project an
image of blue sky and sunshine.
Whether this will make it into production
has not been announced, but the ability
to brighten or dim the cabin is likely to
Above: The Concept
is a full adult seven
seater. It can then
offer six, four or even
limousine options
Below left: The laser
scanning can 'map'
the way ahead and
decide where to go -
without your input
Below: The Social
Seating concept is
very clever and we
would think very
likely to make it into
series production
TECHNICAL
Discovery Concept
be included.
The interior of the Discovery Concept
is trimmed in Foglizzo H20, which to the
eye and touch appears to be the kind of
high quality leather you would expect in
such a vehicle, but you might just
question the practicality of the creamy
white colour. Fear not, as this material is
said to be totally oil and water-
repellent. Now that is impressive, and
very sensible for an off-roader. Sadly,
we were unable to actually test this at
our Windsor showing!
Learning of all these very impressive
technical developments, one must
remember that this is a Discovery
Concept vehicle. Not everything
mentioned here will make it to
production, but a lot of it will, in one
form or another. All that has been
announced so far is the rst new
Discovery model will actually be the
Discovery Sport. It has been mentioned
in some quarters that this is effectively
the replacement to the Freelander, but
again that misses the point. Land Rover
now discuss the entire model range as
being made up of three pillars; Range
Rover, Discovery and Defender. The
Range Rover obviously includes the
Evoque both existing and future
versions, with RR in standard form, long
wheelbase and Hybrid options and is
the Renement pillar. The Discovery is
the leisure vehicle that offers Versatility,
there will therefore be different sized
Discoverys in this group and the Sport
may indeed be smaller than the
Concept shown here. Then theres the
Defender pillar and this stands for
Durability. Now, if you are reading this
and being someone of a traditional
view, bemoaning all this automatic
laser reading, remote controlled,
technical wizardry, then this will perk
you up. While Dai Jones enthusiasm for
the technical developments was
unmistakable, and infectious, so were
the words he said about the new
Defender: We have to take the
enthusiasts with us with the
replacement Defender. It seems that
the new Defender replacement will
involve the driver, you will have to
interact. Heavens above, you will need
to actually drive the thing!
Personally, having been writing about
4x4s since the mid-1980s, this has to
be the most exciting time for vehicle
technology and Jaguar Land Rover
must be at the vanguard of this for
production 4x4s. Of course, other
manufacturers are looking at similar,
and perhaps even more exciting
developments, but few develop a
concept vehicle as complete as this
Discovery and show it so quickly and
so openly to the general public. Theres
a condence in doing that. Well
founded, from where we stand. 4x4
Left: Senior Research
Leader Dai Jones's
enthusiasm for the
project is infectious
SPOT THE NEW DEFENDER? Land Rover's Brand Architecture
now has three 'pillars', explained here by Studio Director Richard
Williams; it includes Range Rover, Discovery and Defender. Check
out the graphics of the Range Rover and Discovery and you will
see they are very close to the actual products. Does that mean
the Defender will look like this graphic, we wonder?
Unsurprisingly this latest craze
hasnt gone unnoticed by the
independent bespoke specialists which
have been quick off the mark to cater
for the more discerning customer; in
particular those who want to
individualise their 4x4 a lot further than
just ticking boxes on the manufacturers
extras list. Some specialise in offering
bespoke exterior/interior styling, but
others have made a name for
themselves creating one-off, individual
vehicles with the wow factor. If money is
no object then you can literally have
N
ot everyone who buys a 4x4
wants to keep it looking like
any other that rolls off the
production line, similarly not
every 4x4 turns a wheel in anger
off-road. These days its just as
common to see a suited-and-booted
city gent behind the wheel of a
Defender, as it is a tweed-obsessed
farmer tending to his sheep. Indeed, the
respected utilitarian Land Rover has
turned into a must-have for a whole
range of enthusiasts, who dont mind an
automatic boost to their street cred, too.
If youre not one for following the crowd and are keen on customising
and upgrading your trusty 4x4 then read on. We talk to some of the
best-known bespoke specialists in the UK for inspiration...
Words: Sarah Harrington-James
SPECI AL
F O R C E S
anything you want when it comes to
customising; chrome-plating, carbon
bre, Bentley Nappa leather, power-
boosted engine conversions... and of
course youll order two identical
versions and give one away as a gift.
Here we take a look at what the
industry is up to, which will hopefully
give you some nifty ideas for what to do
when those lottery numbers nally
come up!
COVER FEATURE
Special 4x4s
Below and right:
Land Rovers, but not
as the company built
them! Below: Bespoke
Cars 110. Right top:
Nene Overland Icon
Sport Wagon. Right
bottom: Tune My
Defender
COVER FEATURE
Special 4x4s
PROBABLY BEST known for its
unique alloy wheel designs, Kahn was
founded in 1996 after British designer
Afzal Khan identied a gap in the
market. In the early 2000s the rm
moved into Range Rover conversions
and now customers can choose to
upgrade almost any model from the
Land Rover/Range Rover range even
the latest Range Rover Sport. Kahns
version, the RS300 which was unveiled
at the 2014 Geneva Motor Show along
with other models from Project Kahns
RS and LE Edition collection, has styling
upgrades including an aerodynamic
bodykit, 23-inch alloys, new side vent
surrounds, orange brake calipers and
the rms signature single exit exhaust
system. The interior sports hand-
stitched quilted leather and a
contrasting orange and black dash.
Nice. But thats the point; Kahn takes a
standard model and transforms it from
a rugged workhorse to a completely
different proposition, tailored to the
customers taste.
Not so long ago, the company
started a Defender programme, which
KAHN DESIGN
Kahn has a full range
of options from the
very latest Range
Rover, through
Land Rovers, but
also including
highly spec'd Jeep
Wranglers
TUNE MY DEFENDER
A LOGICAL STEP for The Man for
Land Rover was to branch out into
aftermarket modications and bolt-on
accessories for Defenders and so Tune
My Defender was born just over a year
ago. The online shop has taken off as
more people desire quality aftermarket
products to set their Land Rover out
from the rest. Were talking uprated
brakes such as Tarox, Bilstein
suspension, Recaro seats, KBX and
Momo steering wheels and now TMD
can offer stealth Allisport intercoolers.
Aside from bolt-on goodies there is, of
course, engine tweaking and TMD can
offer tuning packages to boost power
by 30, 50 or 70bhp for the TD5, 2.2
and 2.4 TDCi. The Stage 2 kit is the
most popular, which encompasses a
larger Serck Motorsport intercooler, SFS
silicone hoses, an ITG air lter and a
bespoke remap to give an extra 50bhp
and a healthy boost in torque. As well
as the above, the next stage up for
customers with a larger budget adds a
hybrid turbo and top notch Hayward &
Scott straight-through exhaust system.
The latest offering is tuning in
exceeded all expectations in the
popularity stakes. One example is the
Chelsea Wide Track Defender that can
be ordered as a 90 or 110 station
wagon or van and comes with many
personalisation options wide arches, a
choice of aggressive grilles, leather
interiors, wheels and more topped by
the option to specify a six-speed auto
box. But for those seeking the ultimate
Defender, there is always Kahns
top-of-the-range Huntsman Longnose
105, which comes with a heart-
thumping 6.2-litre V8 powerplant and
super-exhilarating performance. There
is a Chelsea Jeep Expedition range too,
with a choice of diesel or petrol, two- or
four-door and a selection of leather
interiors and alloy wheels.
We hear on the grapevine that Afzal
Kahn has expanded into car
manufacturing and coachbuilding,
forming subsidiary business, Ant-Kahn,
which is based in London with
state-of-the-art manufacturing facilities
in Coventry. The company expects to
produce coach-built special editions to
series manufacture of high-performance
vehicles what these will be is still to be
revealed!
Right: A great deal
of the personalisation
for these special 4x4s
goes into the interior.
Not trimmed for
your local greenlane
admitedly
If you cannot quite
make it to order a
complete vehicle,
then the guys at Tune
My Defender will
sell individual items
to make your Land
Rover special
COVER FEATURE
Special 4x4s
NENE OVERLAND
association with Bell Auto Services using
a device, which works with any Android
phone or tablet. The customer uploads
the map le to the personal asher tool,
sends it on to the tuner and its returned
duly boosted, to allow the owner to
download it to the vehicle. Whats really
cool is that you can switch between
original and tuned maps for main dealer
and MOT visits, if you so wish.
Custom builds are also popular, or if
ONE OF THE biggest UK independent
4x4 specialists, Nene Overland was
started by Land Rover enthusiast
Andrew Harrison-Smith who diversied
from buying and selling old Series
vehicles some 26 years ago. Today
there is a team of 40 working behind
the scenes on expedition preparation,
4x4 servicing, bodywork, accessories,
vehicle sales and engine conversions. In
particular, Nenes suspension packages
for a sure-footed, fast road Defender
are legendary; the rm has developed
its own anti-roll bars and progressive
springs mated to Fox Racing v2
dampers which are then valved to suit
individuals vehicles. Tuning wise, Nene
tries to cater for those who want a
simple upgrade to suit their tastes, even
if they have an older Defender, right up
youre feeling lazy you could always opt
for one of TMDs Man Made Limited
Editions that boast a whole cornucopia
of tuning goodies that start with a Stage
3 power upgrade and then some. All
current stock is sold, (unsurprisingly) so
youll have to keep an eye on the
website for any further done-up
offerings. However, sister company The
Man for Land Rover has recently teamed
up with Urban Truck to offer its bespoke
take on Defenders. Two six-speed,
2.2-litre 90 TDCi XSs are currently listed
for sale, priced identically at just shy of
35k. What do you get for your money?
Well (among other things) Black Limited
Edition upgrades such as 18-inch gloss
black Boost alloys, lowered sports
suspension, KBX grille and bonnet,
leather interior, Momo steering wheel,
Xenon headlamps and daytime running
lights. And they look so damn cool, too.
Above: Tuning
packages are
available at Tune My
Defender to boost
power for the TD5,
2.2 and 2.4 TDCi
Left: Nene Overland's
conversion, the Icon
RS 50 has a Ford
Racing 5.0-litre
engine (below right)
which can be tuned to
605bhp!
Below left: Less
ostentacious than the
RS 50, perhaps, but
the Nene Overland
Heritage series has a
great deal of class
COVER FEATURE
Special 4x4s
to where money is no object. And thats
where the bespoke side comes in; it
was four years ago that Andrew realised
that this part of the market was growing
and he saw an opportunity to hone all
of his teams skills together into creating
their own range of vehicles, known as
the Defender Icons. His inspiration
came from Land Rovers own range of
special editions models that he has
been pro-actively upgrading and
refurbishing for his customers over the
past ten years. Indeed, as it became
commercially harder to buy and
refurbish these Land Rover special
editions and make money selling them
on, Andrew came to the conclusion that
making a range of his own was the
answer. And so eight very special
Defender Icons were born that appeal
to any Land Rover enthusiast who
wants something just that little bit
different from a wolf in sheeps
clothing Icon RS Edition, to a traditional
Icon Heritage LE. In fact the latter is
Nenes most successful, as it connects
with the old skool Land Rover
enthusiast, the rural estate owner or the
guy who wants a more discerning
classic-looking Defender. In contrast,
Nenes Defender 90 or 110 Falcon
soft-top is all the rage for the Middle
Eastern customers and perfect for
hoonin about in the desert. But the
latest rendition for 2014 has got to be
the maddest yet after two years worth
of in-house development; the Icon RS
50, tted with a hyperactive and
highly-tuned Ford Racing 5.0-litre V8
which pushes out some 412bhp
naturally-aspirated, or 605bhp with the
optional tment of a supercharger! Five
gearbox options are available to suit
different requirements two autos, a
sequential race spec and two six-speed
manuals and Nenes demo version is
tted with own-brand limited slip diffs to
aid the handling somewhat. We totally
believe Andrew when he says its a
cross between a Land Rover and
an AC Cobra...
Right: Nene Overland
interiors; as ash as
you want, or the very
classy Heritage option
Below: Even if you
are unsure about
some of the vehicles
in this feature, you'd
have this one on your
drive, wouldn't you?
COVER FEATURE
Special 4x4s
BESPOKE CARS
THERE IS NOW so much choice in the
bespoke market, that its important for
businesses to differentiate themselves
from the competition. What Bespoke
Cars has done is to stay true to the
iconic Defender without detracting from
its utilitarian origins. The rms in-house
design team has focused on knocking
the rough edges off the model so it
goes better, stops and steers more
efciently and is a lot more comfortable
place to be.
At least 60 per cent of Bespokes
customers are people who require a
strong and durable vehicle for their work
to allow them to use it at a moments
notice no matter the weather
conditions, but ideally theyd like more
comfort from standard. The remaining
group only use their 4x4 for outward
bound fun at weekends with the family
and so require something with a little
more ooomph, along with a few other
subtle improvements. Bespoke offers
three elements: cosmetic
enhancements like colour changes,
alternative grilles, bodykits and custom
alloys, plus engine tuning such as
remaps up to 180bhp and twin
exhausts and nally interior overhauls
think luxurious Nappa leather and
custom headlining. Bespoke has its
own exclusively designed GTS-R styling
kits for the Porsche Cayenne and
Range Rover Sport (the latter model
can also be specced up with a GTS-R
Evo wide-body version). The resulting
sportier look is achieved by deeper
bumpers, LED daytime running lights,
vented bonnet, extended wheel arches,
boot spoiler and bespoke exhaust tips.
The Defender 90 GTS-R has over 25
modications from standard that
includes a custom bonnet, new grille
and headlight cluster, chequer plates,
exhaust snorkel and engine air
extractor, 22-inch custom alloys and
much more. The majority of the time
customers bring their existing 4x4s to
the guys at Bespoke for customising,
but by far the biggest growth in the
business is sourcing a vehicle out of the
dealer network for them. The team has
noticed that as the time draws ever
The attention to detail
of this Bespoke Cars
Land Rover 110 is
clear to see. Very
special indeed...
PRINDIVILLE
PRINDVILLE is described by its founder
as being like a tailor with its bespoke
range of services that caters for the
whole vehicle from exterior and interior
styling to engine tuning. One of the key
elements of the London-based company
is that its specialist staff will sit down
with a client to create one-off limited
edition cars right from a sketch through
to colour scheme, the look and feel. The
rm has a background in using
carbonbre/glassbre and so most of
what Prindiville manufactures are
structural carbonbre wide bodykits and
aerodynamic packages for prestige car
exteriors, which have been designed for
a sporty or aggressive and muscular
appearance. The interiors are completely
revamped too using different grades of
leather and colours to suit the
customers identity or even business.
Prindiville can also offer an entertainment
upgrade which incorporates anything
from just a replacement head unit and
speaker upgrade, right up to this plus an
1000-watt amplier, sub base box,
Tracker unit, anti-theft and 360deg
camera system.
Wealthy customers are demanding
high-quality products and more tuning
upgrades than ever before and as Alex
Prindiville says, when someone is buying
a car thats 100k, then they will easily
spend another 20k personalising it...
Prindiville will shortly be releasing its
take on the 130k Mercedes G-Wagen
which will be a limited production run
costing somewhere between 60-70k
on top of the vehicles price and is
aimed at the Middle Eastern and
Chinese markets. The conversion,
which has some 35 different parts being
mainly carbonbre, transforms the
exterior, interior, exhaust system,
suspension, engine, with some other
trickery in there too for good measure.
Each one will be made slightly different
so no two will be the same.
closer to the end of Defender
production, they are seeing a number of
loyal Land Rover enthusiasts asking
Bespoke to build them a customised
version which they will hold onto. Soon
they will be able to offer the option to
up-spec to a 3.2 TDCi engine or
5.0-litre V8 conversion too. Aside from
the Defender, we hear that Bespoke is
working on improvements to the Range
Rover Vogue and Land Rover
Discovery, in particular bringing the
Discovery 3 cosmetically in line with the
D4 with a specially designed kit.
Prindiville produces
one-off limited
versions to meet a
customer's demands
JE ENGINEERING
WITH ITS ROOTS rmly planted in
engine building and an enviable rst
class reputation for its craftsmanship,
JE quickly made a name for itself in the
80s producing V8s unlike any other.
This evolved into a series of conversion
packages, for the P38 Range Rover; a
bored out 4.2-litre which incidentally
Land Rover dropped into its last of the
line Range Rover LSEs and later a
switchable supercharged S500
bespoke build. As the market changed
and interest in Rover V8 engine
conversions lessened, JE moved its
attention to the later Range Rover
Sport/Jaguar 4.2 supercharged V8 and
created its own Super Defender
conversion range with three model
options: Zulu, Liberator and Saluki. JEs
engineers have managed to make a
standard Defender handle, brake and
perform a lot better thanks to some
clever trickery and a reworked engine
with the Zulu in particular, were
talking larger valves, change of exhaust
with twin high-ow cats, custom
induction system and so forth to
reach the dizzy heights of between 460-
500bhp. Wowzers!
The current trend for modifying
Defenders continues to ourish with
2013 having been JEs biggest year for
Zulu production, with four vehicles
completed, two of which were for a
Middle Eastern royal family. The rm
also had a busy year with suspension
and performance upgrades for standard
Defenders with a greater variety of Land
Rover models coming through the
doors, from the good old Defender TD5
up to the latest L405 Range Rover
TDV8s. We hear that a particular
highlight has been ne-fettling the
Range Rover Sport 3.0-litre SDV6,
which, it seems, becomes a serious
drivers machine once its been
breathed on by JEs experts.
Right now, JE is concentrating on
developing new products to offer its
customers in the latter part of the year.
Interestingly this will include an evolution
of the Zulu model with upgrades to the
engine and transmission to increase
performance, renement and
driveability. There will be a new addition
to the Super Defender range, featuring
a larger capacity turbo diesel engine
and new transmission options, plus a
smaller capacity petrol engine
conversion for developing markets.
Interior wise, JE will be launching a new,
bespoke premium interior range with JE
upgraded front comfort seats.
Of course, JE is also known for its
take on the latest Range Rover Evoque.
Called the JE Evoque Dakar,
customers can either cherry-pick the
options list and create their own
example, or buy new through exclusive
London dealers, Clive Sutton. Special
interior features include retrimmed
Nappa diamond-quilted leather in
contrasting colours, Dakar engraved
logo to the gear knob and Dakar/
Startech pedals. The exterior is
transformed with colour-coded
aerodynamic front and rear bumper
panels, wheelarches and side skirts and
colour contrasting highlights to the roof
and trim in orange or blue. To nish off,
there are Dakar/Startech 20-inch alloys
mated to 30mm lowered sports
suspension and under the bonnet JE
has tuned the engine with a Stage 1
remap. Interestingly, JE will be
launching a new model Range Rover
Sport Dakar edition also this year, with
performance enhancements and
Startech body styling.
Next year marks JE Engineerings
40th anniversary, making it the longest
running Land Rover performance
specialist in the business. No doubt the
brains behind JE will celebrate with
something suitably gobsmacking!
Above: The JE
Engineering Zulu
conversion for the
Defender creates a
vehicle in demand by
a Middle Eastern royal
family, no less
Below: The latest
Range Rover can now
have JE Engineering's
Startech mods
COVER FEATURE
Special 4x4s
COVER FEATURE
Special 4x4s
Auto Styling
Tel: 0845 644 4992
Web: www.autostylinguk.co.uk
Bespoke Cars
Tel: 01423 888888
Web: www.bespokecars.co.uk
JE Engineering
Tel: 02476 305018
Web: www.jeengineering.co.uk
Kahn Design
Tel: 0207 751 4555 (London)
01274 749999 (Bradford)
Web: www.kahndesign.co.uk
Nene Overland
Tel: 01733 380687
Web: www.neneoverland.co.uk
Overnch
Tel: 0207 416 6199 (London)
0844 477 2888 (Leeds)
Web: www.overnch.com
Prindiville
Tel: 0207 624 2911
Web: www.prindiville.co.uk
Tune My Defender
Tel: 01825 841148
Web: www.tunemydefender.com
Twisted Performance
Tel: 01845 574990
Web: www.twistedperformance.co.uk
TO FIND OUT MORE
AUTO STYLING
AUTO STYLING Truckman, the expert
supplier and manufacturer of 4x4
accessories, stocks a wide range of
stainless, chrome and lighting
accessories specially designed to add
air and style to 4x4s, SUVs and
pick-ups.
Front bars are a popular choice with
4x4 drivers. Made from high-quality
stainless steel, the Cobra 60mm front
bars supplied by Auto Styling are a
popular accessory, which t many 4x4s
and pick-up trucks. It features spotlight
brackets for drivers who want to kit
their vehicles out with a smart
combination of bars and lights. These
bars also serve a practical purpose,
protecting a vehicle in the unfortunate
event of a bump. Auto Stylings entire
range of front bars are pedestrian
friendly, fully compliant with EU
regulations and TV certied. Prices
range from between 305 to 566,
depending on the make and model of
the vehicle.
If it's lights that oat your boat, then
there is a wide range available through
Auto Styling. Hella driving lights are one
of the companys most popular
products; the Hella Comet FF75 driving
lamps are discrete and can be tted to
the front of 4x4s at Auto Stylings West
Midlands-based facility. These small
12V lights are all the rage and look
great teamed up with 76mm stainless
steel front bars. These particular Hella
lights t the current model Nissan
Navara and VW Amarok, but Auto
Styling also sells other Hella accessories
suitable for other 4x4 models.
There is also a wide range of chrome
light guards on offer, which is a stylish
method for protecting headlights from
minor scrapes and are individually-
moulded to ensure they t perfectly to
each different 4x4. A pair of these can
be bought for just shy of 40 and t a
wide range of 4x4s including the Toyota
Hilux and Mk5 Ford Ranger.
For some added bling, Auto Styling
can supply a 76mm stainless steel
Mitsutonida roll bar. Hand polished and
made in Italy, these easy to t, large
diameter sports bars instantly upgrade
the appearance of any 4x4. There are of
course plenty of other styling
accessories available from Auto Styling,
depending on budget and taste.
Top: Pick-ups are
catered for by Auto
Styling. Includes, Hella
Comet FF75 driving
lamps and chrome
light guards (above)
Left and below:
Stainless steel roll
bars and Cobra
front bar
ADVENTURE
Trans Africa
brother-in-law isa fabulous welder, he
offered to manufacture reinforced
bumpers, roof rack, swing-away
doors for jerry cans and a spare
wheel. Happily we agreed what we
didn't know was that he is a pedantic,
precise welder who took six months
to make all those parts.
We had often read about winches
and that they were indispensable for
such a trip. And an Engel fridge as well.
And this and that and those When
we nally had all the equipment on and
in the car, our Patrol looked like a
slammed expedition vehicle
something was wrong! We had not
even wasted one single thought on the
suspension, and so we nally decided
to buy an OME heavy-duty suspension
kit. To be honest, those springs didn't
really convince me, so I inserted
another leaf into the back springs.
The other problem was our hard top
its great that you can easily transform
this car into a cabrio, but there is no
H
aving previously criss-
crossed Australia in a Nissan
Patrol, I had always had this
dream about a real
expedition to have to dig myself out of
mud, to be dirty, camp in the bush and
maybe also feel fear of fierce locals or
wild animals. Itches like this need to be
scratched and so a plan was made; my
partner, Andrea, and I would cross
Africa, from north to south.
The rst question, however, was what
vehicle to use; Land Rover, Land
Cruiser or stick with the Nissan Patrol
that we knew so well? After looking at
prices, we quickly realised that it had to
be a Nissan Patrol, so we bought a
black SWB Nissan Patrol 2.8-litre TD.
We spent the following 15 months
building, repairing, and welding. First,
out with the back seats and in with a
bespoke drawer system. The
production bumpers went, as well as
the side steps and we started
planning the replacement parts. As my
CONTI NENTAL DRI FT
way it can carry a long roof rack with a
roof tent, spare jerry cans, another
spare wheel and all souvenirs and
artifacts. So on top of everything we
developed a frame structure, which
reached down and was bolted to the
chassis. And then, nally, in October
2008 we were ready to go
Tunisia was a slow drive into the
African continent, there was still too
much asphalt for our taste but we could
slowly get used to our equipment. Our
rst route took us along the coast
towards the Algerian border, from where
we veered inland to get to the table de
Jughurta, a table mountain, which
served the Berbers as a fortress against
Roman invaders.
What we were looking forward to
most in North Africa was the Sahara
what we hadn't expected were
thousands of Italian and French
weekend adventurers digging up the
sea of sand!
It may surprise you to know we
It had to be a real adventure, and so there had to only be one route, traversing
the continent of Africa, from north to south. The choice of off-roader was
perhaps a little more surprising, as the journey was completed by Nissan Patrol
Words and photography: Rene Bauer
Main: Alone, in Africa
photographing the
wildlife. Is there a
better way to spend
the day, we wonder?
hadn't practised off-road driving at
home, which meant we got stuck
almost immediately, just outside of
Douz. On one hand that's rather
embarrassing, on the other, it's a good
opportunity to try out our sand boards.
We had never heard about reducing
tyre pressures before.
But we managed to get far enough
into the desert and make camp behind
a big dune. There we spent our rst
night in the Sahara, around us only stars
and sand. It was a beautiful feeling.
We had organised a guide for Libya.
Our expedition car was a little too heavy
for trips deep into the desert, so we had
decided to cross Libya in four days
from one border to the next. What our
guide didn't know was, that we would
squeeze him into an already overlled
car. Andrea somehow managed to nd
a place behind my seat and this dwarf
of a guide had the comfy front seat.
Those four days in Libya passed
quickly, but Gadda's face never left us
he was looking down on us from
nearly every building.
In Egypt we could nally relax a bit.
A bit means that instead of one month
we stayed two! But driving here was
also very stressful at times, Egyptians
just don't like using headlights at night.
How they can see at night we don't
know but somehow it seems to work.
As the pyramids werent our main
concern, we turned off south right
behind the border our destination was
Siwa Oasis. When arriving there we felt
thrown back a few hundreds of years.
Life in the oasis is quiet and peaceful,
there are more donkey carts here than
cars, palm plantations, hot springs,
gardens and traditional locals. There
are no campgrounds in Siwa, we
retreated into the desert every night.
Thanks to the hot springs, our
hygiene and washing was safe! So fully
refreshed and cleaned up we could
move on to the next destination the
Sinai. This peninsula counts as Egypt's
wild west, a conict zone between
Egypt and Israel, home to opium
Above left: The
decision from the
start was to have a
roof tent. Secure, and
simple to unfold
Right: Rene and
Andrea spent a
couple of hours with
wild lions - who is
taking the picture?
ADVENTURE
Trans Africa
traders, gunrunners and Bedouins. We
had nearly landed on one of those
poppy plantations when looking for a
place to bush camp. We had turned off
the main road at dusk and had found a
good spot behind the many hills.
Unfortunately it only took two minutes
before the rst dshabilld Bedouin
arrived and begged for cigarettes. We
packed up quickly and moved on.
Our trip continued along the banks of
the Nile, south to Assuan, where we
had planned to cross into Sudan by
ferry. Well, ferry is quite an
overstatement. We were a little afraid to
load our reliable travel companion onto
one of those tubs, especially after
having paid an extortionately high fee of
$900US for the tickets. The idea was to
send the car a day earlier and follow the
next day by passenger ferry so we
would all arrive in Wadi Halfa in Sudan
at the same time. As we had to save
some money, we didn't book a cabin
but spent 24 hours on deck. And while
the sun was slowly cooking our brains,
we waited on deck all day before
everything was loaded tin cans,
fridges, TVs, goats, people etc etc. At
some point at night, when the heat
slowly gave way to a mild breeze, we
fell asleep.
Completely exhausted, we arrived in
Wadi Halfa but there was no car waiting
for us. We were very nervous so we
tried to nd the captain and ask him
what had happened. Thankfully, he
explained that the car ferry had had
engine trouble and would arrive the next
day. We had wanted to continue on our
way but now had to take a hotel in
Wadi Halfa for a night.
Above: The Nissan
Patrol is dwarfed by a
Baobab - the Tree of
Life, and an enduring
African image
Below: Rene wanted
to get stuck, and one
day he did! He had
to remove the winch
from the front bumper
and t it to the rear to
pull the truck out
Thankfully, the next day, our car
arrived and Sudan was ours to discover.
Finally we could enjoy sand and
gravel tracks, endless scenery, small
villages and camping in the desert
that's how we had imagined it. This
time we didn't even need to use sand
boards. Sudan has a bad reputation but
the locals we met were so hospitable
and friendly that sometimes we couldn't
even drive 10km without being invited
for a tea or coffee.
When entering Khartoum we got
stopped by a group of Sudanese who
admired our truck, and proved to be
4x4 crazy! One of them, Abdel Salam,
had a workshop in Khartoum. We had
no choice but to get invited for lunch
and on top of this even got invited to
stay at their place and go on 4x4 tours
with them. One of those tours led us to
a huge airplane cemetery in the desert,
then along small villages and elds, and
then at a little dam, we got stuck. We
sank slowly into the soft, muddy
ground. Fortunately, a group of
Sudanese got us out, by standing on
the front bumper and thus putting the
wheels back on the ground. With much
better traction I nally got out, with a lot
of smoke and a screaming engine. To
put it mildly, I felt embarrassed.
After a few days with these lovely
people we had to leave. Travelling on
absolutely desolate, washed out dirt
tracks we nally arrived in Kadugli in the
Nuba Mountains, where we again by
coincidence got in touch with a few
tribes, and even got invited for a
ceremony; Andrea even got a wedding
henna! There are literally no tourists in
this area, so we were received with a
warm welcome.
Soon though we left the dusty, dry
and hot Sudan and swapped it for the
Ethiopian Highland. Just to be prepared
we had bought chicken wire, which we
stretched over our back window. Other
travellers had warned us that Ethiopian
beggars love to throw stones when they
don't get what they want. It happened
to us our truck got spat at, kicked
and stones thrown at it. One time a boy
even threw his school book at our car.
Unfortunately, the effect of handing out
sweets or money is devastating for the
locals, it breeds more beggars and
teaches dependence. In north Ethiopia
we got to an altitude of 4500m above
sea level and suddenly our truck started
smoking and spitting it just lacked
oxygen, so much that sometimes we
could only move forward in low range.
The very dirty, bad diesel didn't help
either often we thought that our head
gasket was blown to pieces by the way
the truck smoked blue, white, black
and everything inbetween.
Driving in Ethiopia can be very
dangerous, the whole country is
overpopulated, the roadsides are
crammed with people, mostly men
strolling along with a few goats, while
women with bent backs carry
Rene had a strong idea from the start that he wanted to use a
Nissan Patrol. The ttings were all hand welded by his brother-in-law
over a six month preparation period. They stood the test of Africa!
I had always had the dream of a 'real'
expedition - to have to dig myself out of
mud, to be dirty, camp in the bush and
maybe feel the fear of erce locals
ridiculously heavy amounts of rewood,
mostly with extra 20-litre water cans on
their heads.
After a little excursion to Harer, close
to the Somalian border, where we fed
hyenas outside the city walls, we
entered our rst national park at
Nechisar. The rst few tracks in the park
were actually pretty good, we saw our
rst zebras, hippos and crocodiles, then
we came upon a hill full of huge rocks,
meaning we could only advance at
walking speed. On the map we found
an apparently nice track to follow.
Again, like in Sudan, the track got
smaller and smaller, the grass grew as
high as the car. Then it happened, with
a big bang we fell into a hole. Nearly the
whole front of the car had disappeared.
What now? I would have nearly
forgotten about the winch, which until
now hadn't served for anything except
looking good on the car. The only
problem was that the winch was
attached to the front of the vehicle, and
this was in the hole. Somehow I
managed to dig my way to the winch,
unfasten it and pull it out. We had our
winch sitting on an adaptor plate so we
could attach it to the back bumper of
the vehicle. There were trees around,
the only disadvantage though all
plants in Africa are thorny! We nally
managed to pull the car out backwards
and saw that we got away pretty
undamaged, only the front bumper was
a little bent on one side. Relieved I went
behind a bush for a pee and saw a pair
of big eyes there were big cat tracks
on the ground. Packing up and leaving
was quick!
Our last destination in Ethiopia was
the Omo valley, known for its wild and
traditional living tribes. Driving here was
good, mostly sand tracks, dusty at
times but no bone rattling like on
corrugated gravel tracks. To get into
Kenya we had chosen the unofcial
route, which led from Omorate, one of
the last stations in the Omo Valley, to
Illeret and along Lake Turkana. We
couldn't have chosen better. We
followed a dry, sandy river bed and
passed between palm islands and green
bush, then we came onto an open,
pan-like plain and when we reached the
top of one hill there it lay before us, Lake
Turkana. What a vast moon landscape
with the lake in its middle. No plants,
just rocks and saline water.
We camped by the lake but it was a
restless night in our roof tent. The winds
got stronger by the minute and we felt
very lonely there. We felt better when
we could leave this place in the
morning. Soon the vegetation became
thicker and we felt like we had nally
Above: With an
OME heavy-duty
suspension lift kit
tted, wading African
rivers was not a
problem
Left: Part of the
journey has to be the
people that you meet;
most of whom were
always helpful and
friendly
ADVENTURE
Trans Africa
reached the real Africa, a vast savanna
dotted with acacia trees. At a little
police outpost we registered in Kenya,
and soon reached the lands of the
Samburu, the mighty cattle herders of
Equatorial Africa. And it was there that
we ran out of diesel. No fuel station for
the next hundred kilometres. The only
possibility is to ask in missions and
stop every car that passes. But that is
a rare thing in these parts of the world.
And of course, one has to be prepared
to pay at least double the normal price
for uncertain amounts of an uncertain
quality of diesel. Well, that's what we
had to do, at least until we got to
Maralal, where we found a fuel station
and actual civilisation. Kenya was
denitely an experience for us, we
spent a lot of time on asphalt, but the
country offers so many diverse
landscapes that sometimes we felt like
we were on a different planet.
We don't really like big cities but had
to go to Nairobi to sort out some visas
for our further trip. It was there that I
landed in prison for 10 minutes and had
two court cases on my neck, because
we didn't want to pay bribes. It wasn't
the nicest experience, but denitely
worth it and at least I had time to scrape
my name into the cell wall. We felt that
after all these exhausting travels and
experiences we needed to relax and
unwind a bit, so we made our way to
Mombasa and Kenyas white beaches.
For a good week we spent our days
lazing around under coconut palms. And
we could also clean up all our mess,
wash and maintain the technical side of
the car. I didn't nd anything serious
except 'vanishing' suspension bushes.
After sun burn, fresh sh and
coconuts we still wanted to get towards
the Masai Mara. There we found a
Catholic mission headed by a priest,
who took us in and even had a goat
slaughtered for his guests of honour.
We paid him back by going into the
forest with his workers tochop down
trees to make boards.
Through the Amboseli and passed
Kilimanjaro, we entered Tanzania, which
for us was more of a transit country.
The reason was that we had planned
six months for this entire Trans Africa
trip, but had to realise that six months
had passed and we were only in Kenya.
Our budget and diminishing bank
accounts urged us on!
Zambia showed itself to us as the
most corrupt country we visited. At
every checkpoint someone tried to
extort a bribe from us. I remember one
road block where we spent four hours
trying to out wait them and nally
managed to get away because the
police there ran out of patience. We had
cooked lunch, I had maintained the car
and we caught up with our diary.
Neighbouring Zimbabwe held the
same uncertain mystery as Sudan had;
a dictatorship, high ination, empty
shops and fuel stations, and genocide.
All this led to a lot of doubts about
visiting this country. Well, fully loaded
with food and diesel (even fuller than
usual because Andrea is one big hunter
of artefacts and souvenirs) we crossed
the border into Zim and within 15
minutes we realised that we could pay
in $US, that there was food and diesel
widely available and that the country
made a run-down but peaceful
impression. Again, this conrmed to us
that most locals were very different to
their leaders. Many roads were freshly
tarred, well, it was Chinese tar, so about
two cm thick and cracking, but all in all
ne. On the side roads one has at least
a little feel of adventure with gravel, dirt
and sand tracks. What we saw was a
soft and wonderful bush scenery,
granite kopjes, acacia trees, rondavels,
abandoned and burnt farms, collapsed
silos and towns with an architecture
which came to a halt in the 1970s. It
was love at rst sight. Right behind the
Kariba dam, along the Zambezi, is
Mana Pools National Park, a uniquely
wild park without fences and in which,
Above: Lunch is
ready! Can you
imagine a better place
to enjoy yours?
Below: Africa is
certainly a place
where you realise
some 'western' habits
can appear odd to
the locals, especially
children!
ADVENTURE
Trans Africa
if you are lucky, you can have
elephants, hyenas or even lions next to
the tent at night. Mana had been our
rst real contact with wild animals,
which we enjoyed even if it meant we
didnt sleep much at night.
For this trip, we had to leave
Botswana unvisited and instead
returned to Zambia to enter Namibia
through the Caprivi strip. Very quickly,
this dry but beautiful country became
one of our favourites in southern Africa;
endless open spaces, empty deserts,
breathtaking panoramas, wild,
traditional tribes and German wurst to
eat! In the north, the Kaokoland is a
paradise for off-road addicts, there are
tracks of all grades of difculties here.
And the best bit is while you are busy
digging your car out or building a road
to cross a dry riverbed, you have to be
careful not to be trampled to death by
desert elephants! It all adds a little spice
to the whole adventure.
It's easy to get lost in a country like
Namibia. What we will never forget was
as we drove along the Skeleton Coast
four out of six tyres punctured, which
meant stopping every 30 minutes to
pump them up again. If, on top of that
the compressor breaks, you quickly
realise that sometimes this overlanding
isnt fun!
But you know it is all worth it when
sitting around a campre at night,
soaking up the exotic smell of the burnt
wood and always remembering that
while you are far away from home, it will
www.ourwildjourney.com
http://renebauer79.wix.com/
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TO FIND OUT MORE:
be something to tell the grand kids.
South Africa was pretty quick for us.
We had nally come from the bush in to
a more civilised part of the world, where
everything was available everywhere;
fuel stations, good tar roads, car-
jackings, townships, farms, beaches,
Zulus and white sharks. And of course
theres Table Mountain. We opened a
bottle of champagne, which had
travelled with us for more than
50,000km and sitting by the two
oceans at Cape Agulhas, we celebrated
the last 10 months of adventures! We
laughed because we had collected so
many experiences, and cried because
this unique trip was about to nish. We
both looked at each other and at our
Nissan, gave him a pat on the bonnet
and thanked him for bringing us here. It
had taken nearly 8000 litres of diesel to
cover more than 52,000km, and
despite sometimes being mistreated, he
never gave up. Before we ew home he
actually told us that he doesn't want to
go home but rather stay in Africa. He
now lives in South Africa and waits for
our return 4x4
Left: We made it!
Some 52,000kms
later Rene and Andrea
pose at Cape Agulhas.
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4X4 ANNIVERSARY
20 years of RAV4
it: the RAV4 Club model was clearly
enjoying itself as it semi drifted around
the hairpin bends and bombed along
the straights, kicking up dust and
sending stones hurtling into the trees.
This is not a normal activity for what
is, in essence, a family-sized SUV built
mainly for on-road comfort, albeit with
adequate off-road ability to tackle
incongruous terrain at a more sedate
pace. We wouldnt expect to nd
regular RAV4 owners behaving quite
like this, but we were taking part in a
special event to mark the Recreational
Active Vehicle 4s 20th birthday. Its hard
W
e had only hit 60kph, but
in a Toyota RAV4, on
winding gravel tracks
high up in the Greek
mountains, it felt like we were haring
along considerably faster. Thrashing
compact SUVs, on what had been a
World Rally Championship stage a
couple of months previously, could be
deemed inherently wrong. In Sport
mode, however, with the assistance of
the Dynamic Torque Control all-wheel-
drive system, the whole experience
didnt conjure up any feelings of
outrageous inappropriateness. Far from
to believe the 4x4 that broke the mould
and spawned a host of what we now
term compact SUVs has been around
for 20 years. Its quite a milestone and,
therefore, tting that Toyota wanted to
mark the occasion in some way. And
what better than to organise a driving
adventure in the Greek mountains over
a few days, taking in some spectacular
scenery (not to mention some local
driving habits that left us wide-eyed in
amazement and giggling with
incredulity...)?
Arriving at Athens airport, located
almost at the southeast corner of the
Main: Vroom with a
view - the nal leg of
an incredible journey
in the Ziria mountains
overlooking the Gulf
of Corinth
Twenty years have passed since the modern compact SUV was
born, courtesy of the Toyota RAV4. That is some milestone, so in
tting tribute to the granddaddy of 4x4 SUVs, we joined Toyota
for the birthday bash in the Greek mountains, which happened to
include a couple of classic WRC Rally Stages
Words: Hils Everitt Photography: Hils Everitt, Toyota
A GREEK
ODYSSEY
Greek mainland, we were given the
keys to a small eet of three RAV4s for
the UK contingent. They were French,
Belgium and Italian registered diesel
models, two Club and one 20th
Anniversary Special Edition sadly
neither are available in the UK. The
most noticeable feature of 4x4
Magazines French-registered Club
was a rather smart, tan leather trim to
the dashboard and other bits of animal
hide dotted about. The satnav was
programmed to get us from the airport
to Keratea, to the south. We cruised
along the 89 route until we hit the rst
of our off-road forays into the hills,
where the road book kicked in to lead
us to Akroyiali.
Our gravel track adventure started
with a moderate climb. Like most of the
gravel tracks we encountered, this
was littered with sharp stones of varying
sizes, which had the potential to cause
havoc with the 18in Bridgestone Duller
rubber wear, so care was needed
throughout. The sun was shining in the
brilliant blue sky, although a pretty
vicious swirling wind was whipping up
into a frenzy as we gained height. Our
French, manual automobile rarely
managed to get into third gear, but who
cared? We were sauntering along an
easy route, savouring the beautiful
views offered by the Sounion National
Park while avoiding the larger sharp
stones and small rocks on the rm
dusty track. It was plain sailing, apart
from a section of steeper descent that
included an awkward step that needed
some spotting to make sure the
low-slung RAV4 didnt scrape its belly
or bodywork on the unfriendly rocks.
Our ultimate aim on the second leg of
the days journey was a fodder stop at a
small, but perfectly formed, old sh
restaurant that sat right on the beach at
Akroyiali. Trouble was, the wind was so
ferocious that the waves were riding
very high; a surfers paradise, but
encroaching well onto the beach. The
water was lapping at the restaurants
foundations.
In the distance on the headland we
could see the Temple of Poseidon, a
44BC ruin dedicated to the Greek god
of the sea very appropriate and well
positioned on its rocky outcrop on
Cape Sounion. We leapt back in the
RAVs nding it quite tricky, thanks to
the wind, to keep the doors open to
jump in and drove on tarmac to the
temple car park. A short walk led to the
temple, high above the crashing waves
below. It seemed Poseidon was having
a bit of a thrash about, and making his
presence well and truly felt.
Our drive back to the overnight stop
was on tarmac, along the twisting west
coast road overlooking the deep blue
Aegean Sea. That continued for some
time, until our polite satnav lady
informed us that we should prepare to
turn off right and head inland towards
the ancient city of Athens. And this was
where the fun started.
Here in the UK we have pretty strict
rules about what you can and cant do
in or on a vehicle while on public roads.
It seems the Greeks have no such
boring or restrictive practices. Hearts in
mouths, we nally came into the centre
of Athens to be confronted by
motorcyclists happily chatting away on
their mobiles, stuck to their ears, with
no helmets, weaving about in front of
us. We even saw people with children
on the back of the bikes with no
helmets on either. Unbelievable, and
fairly disconcerting to drive behind! We
were also surprised to nd how easily it
was to get onto roundabouts until we
realised that it seemed the rule was to
give way to those coming on, which in
4X4 ANNIVERSARY
20 years of RAV4
Above: Greek
off-roading was
mostly gravel tracks,
but beware those
sharp stones littered
everywhere
Below: It wasn't just
abandoned, rusty old
trucks encountered
on the mountain
passes
itself caused some congestion chaos
on the roundabout.
We made it, nally, to the central
Athens hotel in one piece and rather in
need of some refreshment to calm the
nerves. A local restaurant provided
dinner underneath the oodlight
Parthenon temple sitting on the
Athenian Acropolis, a hill overlooking
Athens, and it was stunning. Dedicated
to the Greek goddess Athena (she is
the patroness of Athens) it was
designed by the famous sculptor
Phidias, who was commissioned by
Pericles, a Greek politician who, it is
said, founded Athens itself. Built from
447-438BC it is, of course, far from
intact, but retains an unearthly presence
up there on its perch. Our route back to
the hotel took in some stunning ancient
buildings mixed with terrible decay and
grubbiness that reminded us of
Greeces dire economic situation. We
hardly saw a new car; in fact,
everywhere we went, over the duration
of the trip, it was amazing to see so
many vehicles obviously well over 20
years old, battered and bruised, but still
on four wheels.
Those vehicles included dozens of
rusty of old pick-ups, parked outside
tired homes or just abandoned in the
bushes at the side of the road during
day two, our long day in the mountains.
A lengthy drive west from Athens, along
the E94, led us to Kamareta in the
Peloponnese. This is a beautiful
mountainous region that includes
famous archaeological sites, such as
ancient Olympia, Epidaurus, Mycenas
and Byzantine churches. But we
werent here to revel in the history of the
region, we were here to drive up into
the mountains and enjoy the
breathtaking scenery. We were headed
for the Semeli Winery for lunch, but
before that we needed to negotiate just
shy of 80km on off-road tracks, and
these would include our rst taste of
driving the WRC Stage from Klenia to
Mycenae, that formed part of the Rally
Acropolis.
We were led by the Toyota French
team up into the mountains, with a
superb 20-year-old Land Cruiser on
large tyres and tted with a snorkel
bringing up the rear to mine sweep and
cope with any problems that our RAV4s
might encounter; unlikely, but just in
case.
As it happens, one of our UK team
did require some assistance as literally
only about a third of a mile from the
coffee stop at a sweet little church
about seven miles from Aginorio, their
RAV suffered a puncture on the front
nearside Bridgestone Dueller. The track
had been littered with loose rocks of all
shapes and sizes. Many of them lined
the track and so it was probably
inevitable that somebody would get
caught out. We waited for the support
behind to join us and the Toyota team
jacked up the RAV and swapped the
tyre in a few minutes, while we soaked
up the sunshine and admired the
incredible view of the valley below and
soaring mountains in the distance.
Until then, the 26km journey had
been straightforward, at times picking
up speed as the track attened out and
at others crawling round steep hairpins
that occasionally required two
manoeuvres to negotiate: couldnt help
thinking the original three-door RAV
would have taken those without a
second thought.
After our refresher stop it was time to
drive some tarmac for a few miles and
then we hit the start of the WRC Stage.
My driving companion was Richard
Seymour, Toyotas technical and
product PR man. He owns a beloved
20-year-old Hilux; and Toyotas own
modded Hilux that he built featured in
this very magazine back in the
September 1996 issue cover story, no
less. Despite our love of Hiluxes and
trundling along off-road, we were
exhilarated by the rally drive that
covered 18km of fast, gravel, twisting
tracks. The professionals had driven it
in late March and the deep grooves that
the rally cars create as they drift around
the bends were very evident. We strived
to avoid them; and, although we
couldnt quite emulate the expert
drifting of the pros in our SUVs, we had
a lot of fun trying.
It was over all too soon, and we
arrived at the Mycenae archaeological
site in a cloud of dust; the RAV now an
impressive shade of dust-effect grey.
We followed tarmac, passing signs to
Korinthos, Tripoli and Nemea before
hitting the vineyards. Turning off
towards the winery, we drove on gravel
tracks again, criss-crossing the green,
lush vineyards and enjoying the Greek
sunshine. We were passing what felt
like deserted hamlets with lovely little
chapels and churches everywhere and
wildly barking dogs on the loose,
running into the track ahead. They
always darted safely away, but it was
unnerving, as we couldnt see them
most of the time.
Our post lunch adventure was very
different. The landscape became more
rugged and remote as our convoy
sauntered up the mountain on a far
trickier track that required more care
and attention no obstacles as such
but plenty of large rocks and a steep
track punctuated by some very sharp
hairpins. We were in the Ziria Mountains
and, as we climbed, the temperature
dropped heavily and the sunshine was
blocked out by overcast skies. Our
RAVs ticked off the miles with no tyre
problems, despite the rather more
treacherous nature of the terrain
beneath. We eventually reached the top
to come across a couple of areas
marked technical in the road book.
The instructions suggested a short cut
to avoid some very deep and boggy
Top: Poseidon Temple
with a commanding
spot on the blustery
headland at Akroyiali
Above: After three
arid days the
water splash nally
appeared; on ooded
tarmac by the beach!
Left: Admiring
stunning views while
constantly mindful
of vicious rocks and
sharp stones
4X4 ANNIVERSARY
20 years of RAV4
The pioneering rst generation Toyota RAV4; still
looking good... Small, fun, SUVs are rare today
A ne display of four generations of Toyota RAV4s, high up in the Greek mountains. Total sales have busted ve
million units in 20 years - which is certainly impressive. The model has evolved signicantly over that timeline
TOYOTAS 20 YEARS OF THE RAV4
In 1994 Formula 1 legend Ayrton Senna
was tragically killed at Imola during the San
Marino Grand Prix, Michael Schumacher
won his rst F1 Championship, Nelson
Mandela was inaugurated as South Africas
rst black president and the Cold War is
nally over as the last Russian troops leave
Germany. Quite a momentous year, then,
and yet there was another notable landmark
as the Toyota RAV4 (Recreational Active
Vehicle with permanent four-wheel drive)
began a new era for the 4x4 market. The
Geneva Motor Show was the launch pad for
the rst ever Urban 4WD; a compact
three-door with permanent 4WD, a centre
diff option for those wanting to have fun off
tarmac, a small 2.0-litre 129bhp petrol
engine, mounted transversally with a
monocoque bodyshell and all-round
independent suspension, as opposed to
traditional separate body and chassis and
solid axles. It was a revolution and very
nearly didnt get built.
In 1989 the Tokyo Motor Show featured
the RAV-FOUR concept, but with no real
detail and just a design idea. But it was very
well received and got the green light in
1991. At the time, however, Chief engineer
Masakatsu Nonaka struggled to convince
other Toyota design departments that it
would be possible to create a mass
production car that would be sold in a
segment that didnt actually exist. The
Sports Utility Vehicle was still unknown and
many didnt believe a compact 4x4 was
viable. The cars development did actually
stall due to internal resistance, and the
whole project was looking doomed until the
Japanese and European Sales Division
came to the rescue stating that the time
was right for this vehicle. There was a gap
between traditional off-roaders and
conventional saloon cars to be bridged. It
took components from the Corolla, Camry,
Carina and Celica GT-Four.
And so a whole new genre of 4x4 was
born and now we have 19 different models in
the compact SUV segment. Initial production
estimates were 4500 a month, but 8000 orders
were received in the rst month. Toyota sold
53,000 units of its permanent 4WD in its rst
year; it was a real winner and a trendsetter.
Sales doubled in the next year when the ve
door was launched and tripled in 1996 with
front-wheel drive versions. A three-door soft top
followed (Cabrio in 98) and the rst RAV4 EV,
electrically powered (to comply with Californias
need for zero emissions vehicles) was produced
from 1997 10 2000. A facelift came in 98 with
more equipment, improved safety, more engine
power and a fresher face with crystal style
headlights.
After six years, the model required updating
and its radical design tempered into something
more akin to the modern trend of smoother
and curvier lines as rivals such as Suzuki
Grand Vitara, Honda CR-V, Subaru Forester
and Land Rover Freelander had emerged onto
the scene. In 2000 the new-look RAV4
emerged in three and ve-door, with both
models 5.5cm and 4cm longer than the rst
generation. Two engines were now available, a
1.8-litre 123bhp and a 2.0-litre 150bhp.
Full-time 4WD was still featured but now with a
centre differential Limited Slip diff viscous
coupling and the Torsen rear diff was offered as
a factory option. This generation also saw the
rst diesel introduced, the 2.0D-4D 116bhp.
Another six years on and in 2006 the third
generation was introduced with a new
platform. The three door was dropped,
meeting the needs of the ballooning family
SUV market. The USA and Russia were also
given a longer wheelbase version, but the
standard ve-door for us here in Europe and
the Far East was already 19cm longer than the
previous model and stamped the RAVs new
look. Its engine line-up was also extended to
include 2.0, 2.4, 2.5 and 3.0-litre V6 petrol
engines plus a 2.2-litre diesel. This model also
dispensed with permanent 4WD and featured
a new system with electronically controlled
coupling that was based on speed, throttle
information, steering angle, longitudinal
acceleration or g-force. The era of hi-tech
4WD systems was in full swing by now and
it also offered Downhill-Assist Control and
Hill-start Assist Control plus an AWD Lock.
It also, radically, lost the rear-mounted spare
wheel. Subtle revisions to grille and rear end
came in 2008 and 11 to keep it fresh before
the next model appeared.
Last year heralded the fourth generation
with only one wheelbase for all countries.
The model-up included two petrol engines,
2.0 and 2.5-lite and two diesels 2.0 and
2.2-litre and a new four-wheel drive system
was introduced. Dynamic Torque Control
AWD offered two new functions with
cornering control and sport mode, plus
Downhill-Assist Control and Hill-start Assist
Control were also available. More cabin
room, increased load carrying, fewer
emissions and retuned front and rear
suspension were also on the improvements
list. The overall look of the RAV4 has
morphed into a butcher, more muscular car
yet with a very angular and aggressive
front-end stance with the rising door line
towards the rear end, which is the modern
trend. From the quirky and fun walking boot
look of 94, it now resembles competitors in
the bursting SUV market.
The rst generation was a cracking little
off-roader and on-road cruiser, which we
loved, but now the off-road credentials have
been lowered to suit the market. Its a
family-sized SUV that has sold 5.2 million,
1.3 million in Europe. Toyota reckons more
than 90 per cent are still on the road today
which is impressive. The compact SUV
segment is one of the few still growing in
Europe with sales increasing by about 36
per cent between 2008 and 2013. Thats
some accolade, and its all thanks to that
pioneering, wacky-looking, highly capable
and fun little 4x4 that took everyone by
surprise 20 years ago. HE
ruts; it was tempting to have a go, but
we thought better of it as it did look
extremely gloopy and our ground
clearance and rubber wear didnt
really augur well for a clean and
trouble-free passage.
At the very top, the landscape
attened out into what resembled,
essentially, a wide valley oor. We were
amazed to nd some cattle quietly
grazing there. They were unmoved by
our presence as we continued on the
now easy, at track before beginning
our descent. That continued with the
use of some braking (no low range to
take advantage of) until, after about
17km, we reached the second of our
WRC Stages. This one was Goura to
Ziria and, once again, was a mix of fast,
wide gravel tracks with narrow tight
corners, avoiding the deep trenches
carved out by the rally cars, yet trying to
emulate their prowess. We also had to
avoid a rather slow, massive truck that
appeared out of nowhere, much to our
astonishment.
After about 11 miles, our big grins
and laughter were transformed into
smiles of self-satised content as the
stage ended and we took a sharp left
back onto tarmac. Our overnight stop
in the mountains at the Pliadon GI
Resort at Trikala afforded some
stunning views as the sun went down
behind the peaks.
Day three consisted of more
climbing into the mountains in the
morning, but this time on muddy
tracks, often very slippery. A few of the
more technical sections found our
RAVs waggling their wheels in the air
and splashing through the puddles.
Once again, the vistas were absolutely
stunning as we wound our way below
some sheer craggy walls and around
tight bends over sheer drops
festooned with vibrant yellow gorse
bushes. After an hour or two we turned
a sharp left-hander and suddenly there
was the brilliantly blue sea before us.
Our adventure was near its end.
The track sauntered down to sea
level at Kato Pitsa. The last section
included a deep-water drive on a
ooded concrete road that gave the
RAV4s a much-needed wash and
brush-up. Wed had a superb drive over
three days, discovered some of
Greeces hidden delights and found
plenty of lovely, old, rusty Nissan,
Toyota and Mitsubishi pick-up trucks
and some with badges we couldnt
place and gaped, open-mouthed at
the lack of road safety that appears to
be practised in this beautiful but
troubled country.
This trip had been a perfect way to
pay homage to the granddaddy of the
SUV world, and the sight; nally, of the
rst generation RAV basking in the late
evening sunshine outside our retreat in
the mountain was a real sight for sore
eyes and prompted much nodding of
heads in appreciation. Now, with some
modications the original RAV could
make a great little rally car... 4x4
Above: Punctures
high in mountains
on narrow track are
always good fun.
Last spare called into
action
Left: Anniversary
adventure included
WRC Rally Stages.
Way too much fun in
a RAV4
Below: Tight hairpins
dominated much
of Day 2 - a few
manoeuvres required
at times
*Car covering 15,000 miles per year = saving of 331.00. 4x4 covering 15,000 miles per year = saving of 572.00. HGV covering 50,000 miles per year = saving of 5250.00
DRIVE FORWARD WITH THE NEWTUNIT ADVANTAGE
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AFTERSALES SUPPORT
18 & 36 MONTH PAYMENT
CONTRACT PLANS
(INC. FREE UPGRADES)
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hand-built, and despite all the high tech

production developments that have hit
the motor industry over the past 35
years, that remains the case. Equally
surprising is the fact that more G-Class
models were hand built in 2013 than
ever before, with a total of 10,000 being
registered. Only 160 were sold in the
UK, but the machine is a global icon,
with the US its biggest market. At
present, some 60 are produced daily in
Austria. Here, the base model starts at
83,830, but there is also a more
powerful AMG 5.5-litre V8 engined
version, which has a starting on the
road price of 124,000. So, taking our
test vehicle as an average price,
multiply that by 10,000 models sold
and this venerable off-roader is still
worth well over 1m in sales to
I
f you visit the Natural History
Museum this summer, theres an
exhibition called Mammoths, and
the promotional poster shows a
small inquisitive child standing before
the massive, imperious beast,
wide-eyed in wonder, but with just a
touch of cautious apprehension.
Standing on my drive beside our test
Mercedes-Benz G 350 BlueTEC, I too
felt that child-like awe. Its hard to really
understand quite why this thing isnt
extinct. And with an on the road price of
a staggering 106,150 for a vehicle we
intended taking off the road, there was
a cautious nature to control my natural
enthusiasm as well.
The rst G model rolled off the
production line in Graz, Austria back in
1979. That rst model was effectively
Mercedes-Benz each year. Extinction is
not likely any time soon, especially as
the company has announced a
signicantly revised model will be
launched in 2017 (see News, July
2014).
Blip the central locking key fob
(something that wasnt available in
1979), pull on the door handle and you
remember that the door mechanism is
the same, and nothing happens until
you press the door button with your
thumb. Opening the door is like
swinging open the door of a bank vault,
heavy and solid. Our G 350 was
nished in a pleasing Mystic Blue paint
(a cool 2370 extra), but the interior
was something of a shock with the
cream coloured designo leather. The
seats have a bafing display of
Main: Our off-road
test arena was
courtesy of John
Morgan's excellent
Slindon site. It's a
regular Pay 'n' Play
venue. Check out:
www.4x4driving.co.uk
THE 4X4 STAR TEST
Mercedes-Benz G-Class
After 35 years of hand-built production, the Mercedes-Benz G-Class
remains an iconic off-roader. We get our hands on the 2014 G 350
BlueTEC both, on and off the road
Words: Nigel Fryatt and Bob Cooke Photography: Nigel Fryatt
THE 4X4 STAR TEST
adjustments, that in the short time with
the car, we never quite mastered. The
seats had that rm Teutonic stature that
have you perched on rather than sunk
into, but that was not really on my mind
when engaging Drive and easing this
mammoth off my drive and into the
Surrey trafc.
This is one big beast and it feels like
it from behind the wheel. Its an
occasion driving this, not just an
experience. The 208bhp V6 turbodiesel
engine is anything but rened,
compared to similar 2014 units; its
noisy, agricultural and has the military
feel from which the vehicle was
conceived. In this format power isnt
that high, but with a torque of 398lb ft,
despite the 3200kg gross vehicle
weight, the G 350 can be hustled
along, thanks in part to what is probably
the most up to date part of the
package, the 7G-Tronic seven speed
automatic gearbox. The steering is
unexpectedly heavy and imprecise,
which means some care is needed as
rather too much enthusiasm entering
onto a large roundabout induced a
large dose of understeer; ploughing
straight on is not what was expected.
The trailing link and Panhard rod
suspension on both front and rear axle,
and the imprecise power steering, are
due for change in 2017 and it should
signicantly improve road manners. The
ride is choppy on our roads,
exaggerated at times thanks to the
pot-holed craters that litter the tarmac
in supposedly afuent Surrey. This is not
really a vehicle that you would enjoy
driving that quickly through the
countryside, yet since the ride is far less
Above: The G will
wade through 600mm
of standing water,
which is more than a
Defender
Below: For regular
simple off-roading,
the G copes
contempuously
sophisticated to other prestige SUVs,
its not a vehicle for a leisurely limousine
ride either. There remains a rmness, a
military nature, to the G 350s progress,
which we might question when
comparing to other similar priced quality
off-roaders, but theres a solid
indestructible character to the thing that
is undoubtedly appealing. Make no
mistake, odd steering and lumpy ride
maybe, but its a great deal of fun
driving something the size of a small
house, while looking down on other
motorists, both physically and
philosophically.
Our route to John Morgans excellent
off-road site at Slindon, near Arundel,
took us down the M23 motorway and it
was surprising that at motorway speeds
the brick box design appeared
remarkably quiet. There are no attempts
to aerodynamic efciency here, so
much credit has to go to the
soundproong, sealing and vibration
damping, but even at a fair lick of
speed, there was no need to increase
the volume of the stereo system. Much
credit has to go here to the excellent
sounding DAB stereo with its superb
retro radio style tuning where you
dont press touch screen buttons, but
twist a massive tuning wheel to watch a
red line cross the screen and select a
channel. Excellent.
It takes a very short time to settle into
the position of being a G driver. During
my rst period as Editor of this
publication, I had a G-Wagen,
non-turbo 3-litre diesel for a long-term
six-month loan. Compared to this
beast, it was remarkably Spartan, but
theres no mistaking that underneath
the exclusive designer upholstery, fancy
carpets and spaceship-like centre
console of controls, little has really
changed.
The fascia and switchgear is an
interesting point. My original G had a
very basic collection of dials and
switches, while this latest G 350 has
certainly taken inspiration from vehicles
like the Porsche Cayenne to have a
plethora of beautifully crafted buttons
and dials. There seem to be hundreds
of them, and you suspect that really
appeals to the sort of person that owns
a modern G; you are not going to be a
shrinking violet and you are going to
enjoy having lots of things to press, turn
and click once behind the wheel. Most
prominent, of course, are the three
diff-lock buttons that take pride of place
in the centre. The switches are properly
engineered and from left to right lock
the front, centre and rear diffs. However,
they are numbered from left to right 3,
1, 2 indicating clearly which order they
are to be used (explained in more detail
in Bob Cookes technical appreciation
at the end of this feature). They look so
good, you just want to go off-road, and
get stuck, just to be able to use them!
Anyone who looks at a G will agree it
is a big vehicle. Strange, therefore, that
it should be so cramped in the rear.
With the drivers seat in what would be
an average position, rear legroom is
limited for any six-foot passenger. The
Above: Our test G
was powered by the
208bhp, 3.0-litre V6
Below:This is a big
vehicle, and it pays
to take some care
where you are about
to plant it!
In this format, power isn't high but with 398lb ft of
torque and despite its 3200kg bulk, the Mercedes-Benz
G 350 BlueTEC can certainly be hustled along
THE 4X4 STAR TEST
rear seats are very upright in stance,
which emphasises this, and also makes
the superb quality DVD screens on the
headrests very difcult to watch. For a
vehicle in this price range, taking
passengers for a long drive is certainly
no Range Rover-like experience. This
fact has been acknowledged by
Mercedes and will be addressed with
the new 2017 model. Given that the
basic slab sided, boxy nature of the G
will remain, it will be interesting to see
how they improve rear seat comfort.
One thing they will not need to improve
is headroom, as there certainly seems
to be ample space above, but get three
average sized adults in the rear and it
would be cosy.
Far better, perhaps, to be the Golden
Retriever gun dog in the vast rear
luggage space. You would get a couple
of adult dogs in the back without any
trouble at all; it appears quite cavernous
when you open the massive rear door.
Its a very open and square space,
unencumbered by wheel arches, or
modern SUV mouldings. As a load
carrier, this is hard to beat and offers an
impressive 630kg payload. The G 350
also has a towing weight of 3500kg.
Our short time with the G 350
included on and off-road driving and at
the end, the vehicles computer showed
an average mpg of 18.3mpg, which
given the weight and spritely progress is
not too ridiculous; the Combined Cycle
is claimed to be 25mpg. Taking
off-roading out of our progress and that
would seem achievable. None of which
matters to a person able to afford
100k+ for this off-roader perhaps, but
it does show the modern efciency of
the Mercedes-Benz power unit.
Some vehicles are a triumph of
style over substance and atter yet fail
to achieve. Some vehicles, like the
latest Range Rover, are today the
zenith of both style and substance
when it comes to a prestige off-road
capable SUV. The Mercedes-Benz G
completely ignores style, trends and
fashion yet has a substance that is
only achieved from stubbornly
refusing to change signicantly and
sticking to original principles. It is
loaded with idiosyncrasies, and it is
stubbornly out-dated. It is also an
almighty off-roader, which as far as
you can tell, is as close to
indestructible as a 4x4 can be. Mind
you, early man probably said the
same about the mammoth NF
Below and right:
The G's cockpit is a
delight for those who
like lots of buttons
and dials to play with!
Surprisngly, perhaps,
given the number,
it is all quite logical.
The electric seat
adjustment did bafe
us and the designo
seat trim was hardly
practical off-road
THE 4X4 STAR TEST
TALKING TECHNICALLY
Its an awkward mix of old-style truck and modern luxury limousine that allows the
revitalised G-Class to blend massive on-road presence with true off-road capability
L
ooking back at our road test of
a 280 GE in the April 1986
issue is a clear reminder of
why weve always had mixed
feelings about the Mercedes-Benz
G-Class. It was patently a military
vehicle, shaped for practicality rather
than style, upholstered in wipe-clean
fabric with painted metal doors bearing
minimal cladding, hard plastic for the
functional dashboard, a chunky
truck-like centre console with
mushroom-topped levers to operate the
locking axle differentials. The lightweight
seats and door panels were trimmed in
gaudy check-pattern cloth, there were
big sliding levers operating the heating
and ventilation and the handbrake
cables stretched up through the floor as
you hauled on the lever. It looked and
felt like a sparsely trimmed but
better-built alternative to a Land Rover.
We could not fault the quality of the
engineering and the enhanced off-road
specification, but at what extra cost?
The 5-door 280 GE automatic with its
slot-in Pioneer tape deck and no air
conditioning was priced at 18,175 at a
time when you could buy a One Ten
County with a smarter interior for
12,399, or with V8 power for just 400
more. The G-Wagen cost 250 more
than a Range Rover.
Not much has changed the current
G-Class has a choice of more powerful,
more efcient engines and
transmissions, and a veneer of luxury in
the form of leather upholstery and
dashboard trim plus modern electronic
communications, traction and stability
aids, but the 83,830 price tag of the
350 BlueTEC compares interestingly
with the 77,920 being asked for a
Range Rover Vogue TDV6 and with the
optional extras taking the price of our
test vehicle to over 100,000 its in
seriously luxurious Range Rover
Autobiography territory.
Yet behind the sheen of opulence the
G-Class has changed very little its still
the same military truck that rst rolled
off the Steyr-Puch production line in
Graz, Austria, more than three decades
ago. It is the longest-serving passenger
car model in the Mercedes-Benz range,
and its hard to escape the conclusion
that it remains in production on the
back of anticipated large-scale military
orders, the luxurious civilian versions
being very much a protable sideline.
Where all its key luxury rivals
including its supposed replacement, the
truly luxurious GL - have long adopted
sleek aerodynamic styling, lightweight
monocoque construction, all-
independent suspension and hands-off
auto-engaging four-wheel drive systems
with auto locking axle differentials, the
G-Class stubbornly retains its strong,
separate steel chassis with beam axles,
so its nearly half a tonne heavier than
the Range Rover.
A major selling point has always been
that the G-Wagen has proper locking
front and rear axle differentials, marking
it as a potentially excellent hard-core
off-roader. Our main gripe with early
examples the petrol-engined 230 GE
and 280 GE and the normally-aspirated
300 GD is that they were seriously
underpowered not just in terms of
on-road performance, but off-road,
where low-revving high torque is
paramount; those road car derived
petrol engines dont achieve peak
torque until over 4000rpm, even the
thumping diesel didnt peak until 2400
rpm; Land Rover engines peaked at
between 1800 and 2000rpm.
In its latest incarnation the G-Class
does signicantly better with its 208bhp
3.0-litre turbodiesel, giving it livelier,
smoother performance, and with a
beefy 397lb ft of torque developed at a
low 1600rpm its turned the tables since
the 3.0 TDV6 Range Rover peaks with
just 325lb ft at 2000rpm.
With the outward appearance of
hi-tech modernity its easy to miss the
point that the G-Class is basically an
old-style truck, and the add-on
Above: It was difcult
to edge the G over
bumps slowly with
one wheel in the air,
unless the centre diff
is locked
Right: Getting a
wheel to spin in the
Slindon dirt wasn't
difcult, but we did at
least have three diff
locks to sort this out!
electronic wizardry doesnt always meld
happily with the hard-core drive train.
For instance, its easy to forget that
permanent four-wheel drive as on
the original Range Rover and coil-
sprung Defender doesnt stay
permanent when youre off-road and
tackling slippery or tortuous terrain. On
any modern 4x4 worthy of the name
the centre differential which in many
cases takes the form of some sort of
clutch arrangement locks
automatically if a wheel loses traction.
Traction control, which works by
applying the brakes to a wheel thats
spinning, ought to take over when the
centre differential isnt locked, but in the
case of the G-Class it just doesnt seem
to be sensitive enough to operate
effectively when trying to edge the car
carefully over an angled hump with a
wheel or two in the air and with its
suspension tautly controlled to ensure
stable on-road behaviour at speed, it
gets cross-axled quite easily. On paper
it has good ground clearance, but we
found it all too easy to bring the sills into
contact with the ground over quite mild
terrain.
The traction control would appear to
be there mainly to cope with on-road
conditions, where its wired in as part of
the stability and trailer steadying
controls. Off-road the answer is simple,
even though it means taking manual
control. Just push the rst of the three
diff-lock buttons on the dash, which
locks the centre differential, and if the
terrain still has the car oundering
engage the other locks in sequence.
Rear rst the front locker wont engage
unless the rear has been selected.
The front diff lock needs to be used
sparingly. Because it forces the front
wheels to turn at the same speed it
becomes difcult to steer the car, and in
some cases such as if trying to steer
up a slippery slope the fact that both
wheels are forced to turn at the same
speed can result in both tyres losing
traction sending the car lurching in the
wrong direction. Thats one reason why
other off-roaders that have included
locking axle differentials in their
standard specication, for instance the
Mitsubishi Shogun, Nissan Patrol and
Toyota Land Cruiser, have generally
limited this feature to the rear axle.
Its also questionable whether the
seven-speed automatic is the best
choice for tricky off-road action.
Off-road traditionalists tend to favour
cars like the early G-Wagen with its
proper manual lever to engage low
range, and a gear selector that clearly
shows what gear youre in, not only so
you know exactly where you are but
also so that you can trust the
mechanism to stay that way until you
deliberately select another
conguration. With the modern
seven-speeder the gear selector is a
simple knob with Drive, Neutral and
Reverse positions; the transmission has
a choice of Sport, Manual or Comfort
modes, selectable by means of a small
multifunction switch beside the lever,
and a separate button nearby to select
low range, though this only works at
speeds below 25mph. In the Manual
mode specic gears may be selected
by shifting the main lever forwards or
backwards or by icking the paddle
controls on the steering wheel, all very
effective and simple to use, but care is
needed off-road where the only way
you can tell what gear youre actually in
is to watch the display on the dash and
its all too easy in a moment of
excitement (or panic) to ick a paddle
control and accidentally select a higher
gear than you need. The adaptive
braking is another clever arrangement
which includes an anti-creep function,
which means you dont have to stay on
the brakes while waiting for trafc lights
to change, and a hill start feature which
is marvellous when having to pull away
uphill with a heavy trailer on the back.
Slightly less intuitive is the way it holds
the car on a steep downhill slope as
you ease off the brakes expecting the
car to creep away gently and
controllably only for it to stay put for a
few heart stopping moments, then lurch
forwards suddenly. A minor problem,
just a feature the off-road driver needs
to get used to, along with where and
when to use the differential locks and
which mode to use on the auto
transmission.
The sales material has a cute way of
describing this enigmatic hybrid of old and
new: some cars have long memories.
The 30-year-old hard-core memories of
the G-Class may today be somewhat
clouded by the softening luxuries of
leather and gimmicky electronics, but we
cant help saluting Mercedes-Benz for
having the gall to make such a fashionable
modern class act out of its nails-hard old
army truck. BC
Below: While
on paper ground
clearance was good,
it became a concern
when the sills caught
on some seemingly
minor humps
On a steep downhill slope, as you ease
off the brakes expecting the car to creep
gently forward, it stays put for a few heart
stopping moments, then lurches forward
Specifications
G 350 BlueTEC
Engine: Six cyl/2987cc
Power: 208bhp@3400rpm
Torque: 397lb ft@1600rpm
G 63 AMG
Engine: Eight cyl/5461cc
Transmission: Seven-speed automatic
4WD: Permanent, dual range
Suspension:
Front: Live axle, coil springs
Rear: Live axle, coil springs
Brakes: Ventilated discs front, discs rear
Tyres: 265/60R18 (AMG 275/50 R20)
Length: 4662mm
Width: 1760mm
Height: 1951mm
Weight: 2570kg (AMG 2550kg)
Towing capacity: 3500kg
Off-road data:
Ground clearance: 210mm
Approach angle: 36deg
Departure angle: 27deg
Ramp angle: 24deg
Side slope: 54deg
Wading depth: 600mm
Own a 4x4 with an automatic transmission? Then at some point you may need
the services of a gearbox specialist; we visit Alders to find out more...
Words and photography: Sarah Harrington-James
T
his must be the place. I feast
my eyes on a letterbox red
1959 American classic Chevy
GMC pick-up, and a quick
glance around reveals it is in good
company, surrounded by a bevy of
other classic American stalwarts like the
Dodge Charger and Pontiac Firebird.
However, although I am happy to
admire such cool looking models, it is
actually the 4x4 side of Alders
Automatic Transmissions that we have
come to explore.
When business owner Dave Alder
was a schoolboy, he often admired a
neighbours Chevy Camaro and it was
this that started his passion for
American vehicles. An apprenticeship
with Ford followed and Dave would
often stop off on his way home and
help the guy out with his American
classic. After seven years with Ford,
Dave moved on to a gearbox specialist
GET INTO GEAR
Above and right:
Not the obvious entry
to a 4x4 specialist.
Once inside, however,
things get a lot more
familiar...
THE 4X4 VISIT
Alders Automatic Transmissions
where he learnt the trade of
reconditioning units. Even there he
never lost his interest in the American
car scene and after building up several
contacts, decided to break out on his
own at the tender age of 27 and focus
on rebuilding automatic gearboxes. I
got a little workshop on a farm and as
word got around, Len Wright who I
used to work with came and joined me
full-time, explains Dave. By this point
we had to move to bigger premises
where weve been now for 10 years.
Although Alders mainstay is mostly
Ford F150 pick-ups, Dodge Rams and
Hummers, the team of three also see in
plenty of Jeep Cherokees and a few
Wranglers, not just for gearbox rebuilds
but also for servicing, repairs and
upgrades. We went through a spell last
year where we did a lot of competition
off-road boxes for people doing comp
safari racing and then we had a run of
Range Rover and BMW X5 jobs that
had come to us on recommendation
from local garages, says Dave. In fact
the competition gearboxes were for
V8-powered space frame racing
buggies, built by local rm Off-Road
Armoury. To boost the boxes internals,
Dave stripped the units and then built
them up using uprated clutches,
heavy-duty steel hubs and upgraded
torque converters. Soon hell be doing
some differential rebuilds for the same
company, too.
Daves latest project is sitting in the
workshop on the day of my visit a
left-hand drive Jeep Wrangler a model
he has a soft spot for. I wonder what his
plans are for that. Ill use it as a daily
driver and smoke around in it really! he
laughs. It was in a mess when I bought
it it had been sat in someones eld
for about ve years and had no engine
or gearbox. Ive ended up putting in an
Isuzu 3.1-litre turbo diesel and Ive just
got to nish the wiring and buy some
new tyres for it. Through this, Dave
became a dealer for Rough Country
after tting one of its lift kits to the
Wrangler and has already sold a few of
these kits to customers.
So what can go wrong with 4x4
gearboxes then? A lot of the Jeep
boxes are of the A500 type and its
quite common for the governor
pressure control solenoids to block up
with debris, which is often caused by a
clutch failing internally, Dave explains.
As a result, we often see Jeeps and
Dodge Rams with ratchet shift
problems, where the vehicle cant
decide what gear it wants to be in.
As well as rebuilds, Dave does a lot
of gearbox oil and lter changes too.
This can be done on the majority of
vehicles, but the Land Rover Freelander
is renowned for having a lter, which is
hard to access. Dave adds: It is inside
the gearbox casing, which is bolted
together, so youve got to strip down
the transmission to get to it. Aside from
the Freelander, most vehicles have a
sump pan on the bottom that can be
removed to gain access to the lter. Of
course this also makes the Jaguar Land
Rover Sealed for Life statement rather
nonsensical... saying that, Chrysler
Jeep is at it too, as some gearboxes
tted to the Chrysler Voyager and Jeeps
have an external solenoid pack with a
metal covering which has do not under
any circumstances remove this cover
stamped on it, even though a gasket
and seal servicing kit is available from
the manufacturer!
The advanced 45RFE transmission,
which was tted to the 4.7-litre Jeep
Grand Cherokee has its own special
trait. The transmission control module
times how long it takes to change gear
between the input and output speed
sensor, so as the gearbox wears out,
the module speeds the oil ow up into
the clutches to maintain a smooth gear
change even then Dave tells me you
wont notice any deterioration in shift
quality. He says: If you recondition one
Below middle: There
is a vast array of
spare gearbox parts
at Alders, including
these internal
transmission clutches
Below right: Len
Wright getting stuck
into the latest gearbox
rebuild
Units 4-5, Northeld Business Park
Lower Dicker
Hailsham, East Sussex BN27 4BZ
Tel: 01323 848448
Web: www.automaticgearboxes.info
CONTACT
of these gearboxes without doing an
adaptive learn process with a scan
tool afterwards, the computer still thinks
the box is worn out and will continue to
feed the oil in quickly. This will feel like
someones slamming the brakes on
hard between gears and can result in
transmission damage.
Gearbox rebuilds at Alders can cost
around 1800 (plus VAT) if the team has
the vehicle on site and completes the
whole job, but if the customer removes
the transmission and torque converter
themselves it can cost 500 less,
depending on the model. Earlier
three-speed auto boxes are a lot
simpler to rebuild and so start off from
about 800 (plus VAT). We always
cover all internal electrical components
the warranty is 12 months or 12,000
miles, whichever comes sooner and
we can do a six-month or 6000 mile
extension after the rst year and then
complete a transmission ush, says
Dave. The transmission ush machine
on site cleans through the entire
system, whereas Im told that some
companies who service transmissions
will drop the sump off and only change
half the oil. We do rebuild some
manual transmissions as well, but
normally only on more obscure stuff
that manual gearbox specialists dont
want to touch, he adds.
Already Alders is bursting at the
seams and at some point a new site will
have to be found as business is
booming and will be for a long time to
come. It is unlikely that Brits will get
bored anytime soon of the big, brash
V8-powered American machines! 4x4
Above: Dave Alder
with his latest Jeep
Wrangler soft-top
project
Right: A big fan of
Jeep Wranglers, Dave
is using this one for
spares
Bottom right: If
youre not impressed
by this stunning 1959
GMC pick-up, then you
dont have a pulse!
Below left: Its
amazing what you can
nd tucked away in
Alders yard; modied
L200 Warrior, next to a
classic Dodge Charger
THE 4X4 VISIT
Phone: 01323 848448
www.aldersautomotive.co.uk
Alders Automotive, Units 4 & 5 Northeld Business Park,
Lower Dicker, East Sussex, England, BN27 4BZ
All Automatic
Transmissions
Reconditioned
We recondition transmissions &
torque converters for all 4x4s
IncludingJeep, Range Rover, Land
Rover, BMW & Mercedes We have the
latest diagnostics equipment and full
workshop facility's for installing your
transmission
Off Road Transmissions
& Torque Converters.
Custom built racing transmissions, For
all applications from 4x4 Play
Days to Full Comp Safari Race Cars
Transmission Service.
Flushes the entire system.
Restores Shift Quality.
Extends Transmission Life
Derale Cooling
Products
Transmission & Engine oil coolers &
Cooling fans Available
www.BloodRedOffroad.com
Suppliers of High Quality off road products.
www.BloodRedOffroad.com
Suppliers of High Quality off road products.
Fourtrak lift kits,
Bumpers,
Rock sliders,
Snorkels,
Heavy duty trailing arms,
Skidplates,
One off fabrication and tube work,
tting available.
Ring for details.
01484 711344/07796401187
Qualied BORDA
Instructors, and approved
off-Road venue offering
complete event support.
Website www.nottinghamoffroadevents.co.uk Tel 0800 999 8865
Driver Tuition and Recognised
Qualication to help satisfy PUWER
legislation
Challenging Off-Road Experience for
all levels
4x4 Vehicle familiarisation, Learn the
potential of your vehicle!
+ Many More Exciting Events and
Training Opportunities
Daihatsus Fourtrak and Sportrak are fast becoming popular as off-road toys.
We visit Blood Red Off Road to discover their favoured top ten modifcations
T
he Daihatsu Fourtrak and
Sportrak are unsung heroes
within off-road circles and the
demand for them as a capable
alternative to SWB Land Rovers and
similarly competent vehicles is growing.
Production commenced in 1984 and
spanned across three decades when
the model was eventually axed in 2002.
These vehicles were sold around the
world, but often with different names,
including the Lovibond Rocky, Feroza
and Rugger (there was even a Toyota
equivalent called the Blizzard, which
was sold in Japan). SWB, LWB and
convertible variants have all been
manufactured.
Whilst the Sportrak had a shorter
production life and was equipped with a
smaller 1.6-litre petrol engine, the
rugged Fourtrak was a more serious
off-roader and work vehicle. At rst, it
was powered by a 2-litre petrol engine,
which was replaced by a 2.2 fuel
injected unit between 1990 and 1992.
However, the 2.8-litre diesel engine in
naturally aspirated or turbocharged form
is the more common engine and whilst
the turbo diesel was available from the
start of production, it was the only
ROCKY FOUR
engine tted to the Fourtrak after 1992.
With all engines mated to a ve speed
manual gearbox, live axles were tted at
rst to the front and rear, but in 1992, the
front was changed to an independent
suspension set up incorporating a
transfer box with driveshafts.
Suspension was based around leaf
springs at the front and rear on the
Fourtrak, but the Sportrak had torsion
bars at the front. From 1992, the Fourtrak
adopted torsion bars at the front and coil
springs were tted at the rear.
The braking system remained the
same throughout production with single
piston calipers and discs at the front
and drums at the rear.
Nowadays, expect to pay at least
1200 for a tatty Fourtrak or Sportrak,
but if you want a low mileage vehicle
that has been maintained, budget for
over 2000. Common problems to look
out for appear to concern corrosion,
especially on later models instead of the
earlier variants that were built to
withstand agricultural use and abuse.
Rear wheel arches, sills and rear
suspension mounting points can
corrode, along with the rear trailing
arms, which are weak and can break.
Words and photography: Rob Hawkins
Blood Red Off Road
Tel: 01484 711344
Mobile: 07796 401187
Website: www.bloodredoffroad.com
Email: dave@bloodredoffroad.com
Facebook: bloodredoffroad.com
Contacts
Fourtraks and Sportraks are relatively
simple vehicles when it comes to
construction. There are only 10 mounts
that secure the body to the chassis and
most models have a removable GRP
rear roof section, although it isnt a
ve-minute job to unbolt it.
Specialists such as Blood Red Off
Road appear to have become well
known for modifying the Fourtrak and
Sportrak and developing a number of
products ranging from lift kits and
snorkels to pick-up conversions. Behind
the scenes, theres engineer David Kerr,
who has been operating from his
Yorkshire based premises since 2007.
The following pages outline his 10 most
popular upgrades.
WORKSHOP
Daihatsu Fourtrak
Standard trailing arms can fracture, especially if
polyurethane bushes have been tted to the front most
mounts, which are only spot welded in three places. Blood
Reds uprated trailing arms have a more substantial rose
jointed link, which ts into the original mounting point on the
chassis. The tubing for the trailing arm has a 7mm wall
made from CDS steel with a 6mm thick spring plate and
they recommend using Superpro polyurethane bushes for
the rear mount. A pair of trailing arms costs 239.95.
REAR TRAILING ARMS
Right: Standard trailing arm on left is weak and prone to fractures.
Uprated replacements from Blood Red cost 239.95 for a pair
SKID PLATE
Above: Chassis crossmember shown in the centre of the image is low and
susceptible to grounding the vehicle. Fitting skid plates is the solution
Above: Blood Reds full-length skid plates help to protect the underneath of the
vehicle when driving off-road
Above: Substantial steel skid plate helps to cover the central crossmember that
can catch the ground
SNORKEL
A Bearmach snorkel for the Land
Rover Discovery Mk1 can be
tted to the Fourtrak and Sportrak
and Blood Red have developed a
kit, which includes mounting
brackets and will be soon
stocking blanking plates for the
standard air box (at present, the
air box needs to be welded). The
work involved in tting the snorkel
is quite extensive, requiring the
inner wheel arch trim to be
removed, so set aside a full day to
complete the conversion. Blood
Red charge 135 for the snorkel,
another 70 for the air box
modications and a snorkel kit
supplied and tted costs 295.
A full tting guide is available on
Blood Reds website.
Above: Blood Red have found Bearmachs snorkel for the Mk1 Discovery can be made to
t onto the Fourtrak and Sportrak. The standard air lter box needs to welded and sealed,
but a riveted conversion will be available soon.
A crossmember underneath
the centre of the vehicle is
commonly caught when driving
off-road, leaving the vehicle
perched or anchored. The best
solution to this problem is to t
a series of skid and protection
plates underneath, which result
in a smooth underbelly and
less risk of catching the ground
and stopping the vehicle.
Prices start at 69.95 for a
centre skid plate that covers
the crossmember. A full-length
skid plate is also available
from 199.
The underneath of the sills can be
protected with lengths of powder coated
steel rock sliders that are bolted to the
main chassis legs. Additional holes do not
need to be drilled into the chassis legs
(existing holes are used instead), and no
welding is required. A pair of rock sliders
cost 240.
ROCK SLIDERS
Above: Rock Sliders provide protection for the sills and
are bolted to the chassis legs
Coil sprung suspension was tted to the
rear of the Fourtrak from 1992 onwards,
with torsion bars being tted at the
front. The front can be lifted by around
one and a half inches through adjusting
the torsion bar, but the amount of lift is
limited by the clearance between the
upper wishbone and bump stop. At the
rear, taller springs are available, which
produce a two-inch lift without altering
the spring rating. Heavy-duty springs
are also available along with custom
specications. Prices start at 144.95
for a pair of springs. Longer Pro Comp
shock absorbers can be tted on the
rear (Blood Red havent found much
improvement with these on the front) to
avoid over-stretching the standard units.
Just like the shock absorbers tted to
leaf sprung vehicles, Pro Comps are
two or three inches longer than
standard and cost 104 a pair including
dust boots.
LIFT KIT COIL SPRINGS
Left: Taller coil springs can be tted at the rear on
vehicles made during 1992 and later
New mounts are available to help raise the
Fourtrak and Sportraks body by two inches.
The original mounts are retained, but all
other ttings are replaced with new
components. Nylon mounts are used to
raise the body and will take most people a
full day to t. Additional work includes raising
the height of the front and rear bumpers as
these are mounted to the chassis. A full kit
costs 108. Blood Red charge 340 to
supply and t the kit, including raising the
height of the bumpers.
BODY LIFT KITS
Above: Lift kit retains the original body
mounts, but replaces all other ttings
Above: Blood Reds lift kit will raise a Fourtrak
or Sportraks body by two inches
The standard front bumper on
the Fourtrak and Sportrak is
insufcient for mounting a winch,
so Blood Red have modied the
Land Rover Discovery Mk1
tubular winch bumper and
manufactured new mounts that
are welded onto the front of the
chassis. A new Disco bumper
costs 399, but Blood Red can
supply the mounts for 30,
allowing you to source a
second-hand bumper and adapt
it to t. They charge 60 to weld
the mounts in position on the
chassis and t the bumper.
Alternatively, Blood Red
manufacture a folded steel front
bumper that mounts to the
chassis with no welding required.
This costs 360 unpainted, or
400 powder coated. A winch
can be mounted onto this
bumper.
WINCHES AND BUMPERS
Top right: Modied Mk1 Disco bumper can be tted onto the front of the Fourtrak
and Sportrak with a 30 set of mounts that need to be welded to the chassis
Right: Folded steel front bumper can be tted onto the chassis without any
welding and includes a mounting panel for a winch
WORKSHOP
Daihatsu Fourtrak
Roll bar hoops, custom bumpers and a variety of custom tubing
can be tted to the Fourtrak and Sportrak. Popular products include
a rear roll hoop on Blood Reds pick-up conversion and custom
one-off box section for mounting winches with a standard bumper.
However, Blood Red is more than just a fabrication specialist. They
have also gained a reputation for being able to tackle obscure
projects and one-off designs.
CUSTOM TUBE WORK
Above: Custom roll bars and other bespoke tubing is made to order
Above: Blood Red is well known for its custom fabrication and one-off projects.
This customers vehicle started as an NCF Blitz
WHAT DOESNT WORK?
The guys at Blood Red Off
Road have discovered through
trial and error that some
upgrades dont work and
some standard parts are
useless, especially under
extreme conditions such as
driving off-road. For instance,
they remove the anti-roll bars
when driving off-road as they
dont seem to help, but stress
they must be tted when the
vehicle is used on the road.
The rear drum brakes
become next to useless
off-road, especially when water
is involved, so one of Blood
Reds next projects is to
develop a rear disc brake
conversion.
Right: Blood Red
recommend removing
the anti-roll bars for
off-road work, but
tting them when
the vehicle is being
driven on the road
PICK-UP
CONVERSION
The rear roof section on the Fourtrak
is made from GRP, takes a few hours
to unbolt and is quite heavy at around
70kg. Once removed, Blood Red can
covert the vehicle into a pick-up. The
rear door needs to be cut down to
form a tailgate and the glass section
is moved to the back of the cab.
Additional steel is used to strengthen
and construct the rear load area.
Conversion prices start at 960.
Left: Thanks to a GRP rear roof, a pick-up
conversion is a little easier, but fabrication
is still very time consuming
LEAF SPRING LIFTERS
Early Fourtraks featured leaf springs at the front and rear, whereas
Sportraks only had leaf springs at the rear with torsion bars at the front.
With shackles mounted at the rear of each leaf spring, extended ones
can be tted, which help to raise the height of the body by one inch. A
pair of shackles costs 79.95. Longer shock absorbers are worth tting
to avoid over-stretching the standard units. Pro Comps shock
absorbers are two or three inches longer than standard and cost 104
a pair including dust boots.
Above: Extended leaf spring shackles help to raise the height of the vehicle by one inch
WORKSHOP
Daihatsu Fourtrak
COUNTRYVEHICLES
SHELTHILLFARM, SHELTHILL, WOODBOROUGH, NOTTSNG146DG
Telephone: 07973 139 483
Telephone/Fax home: 0115 965 2204
ALL VEHICLES SERVICED & NEW MOT
EXPORT SHIPPING ARRANGED CALL FOR DETAILS
OPEN 7 DAYS Please call rst
mile off the A6097 East of Nottingham
Defender 90 300 TDI 97R 140,000 miles,
GOOD CONDITION 4995
Discovery 1 200 +300 Braking for
Spares. Most parts available POA
Landrover 90 Turbo D 87E Good runner
BFG AT Tyres 2995
Defender 90 TDI 91h Side Windows B.F.G.
Tyres, Good Runner. 4,995
TDi engines, ex-Disco 200-300, ideal
conversions, C/Wrad intercooler etc 450
Landrover 90 Pick Up 87E 200 TDI Defender Engine
265 BFG Mudterain tyres. Ideal Off roadster 3995
TEL: 01704 229014 www.westcoastoffroad.co.uk paul@westcoastofforad.co.uk
Complete integrated suspension
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FIND US ON
Bravehearts
COMPETITION
King of the Glens
The European Ultra4 Challenge championship makes its rst appearance in Scotland,
and lived up to its name. We were there to catch the truck breaking action
Words and photography: Alan Coutts
T
he first ever Maxxis Ultra 4
Europe King of the Glens race
took place in the vast Griffin
forest complex in Perthshire,
with more off-road opportunities
than you could shake a stick at, set
among thousands of acres. These
included fast, dusty Category A forest
tracks, slippery gravel spewing climbs,
hectares of open moorland, tight tree
sections and car sucking swamplands
of awesome glistening bog.
Some 22 competitors from nine
countries pitched up on a Thursday
afternoon for the 4km prologue stage, a
fast and furious course that decided the
running order for the main event on
Friday. It all looked easy enough on the
map, but multiple punctures and broken
steering told a different story. Take
Graveyard Gulley for example, a lonely
place of bleached deer skulls,
weathered bones and loose rocks. A
distant buzz grew into the sound of
Team LetZroll in an ESAB-sponsored
Defender Trayback special, clawing its
way up the crumbling gulley. Driven by
Mike Robertson and supported by dad
Colin, spannering in the pits, it was one
of several new or heavily repurposed
cars debuting for the season. A ripple of
excitement signalled the arrival of the
faster cars such as Axel Burmann of
Team Offroadterror, Jaap Betsema of
Team Fireant, and the two cars from
Team Gigglepin bouncing, bucking and
forcing their way over the 4km long
section. The result? Jim Marsden
snatched pole position for Friday by a
mere four seconds from hard-charging
Belgian Axel Burmann. Team Gigglepin
debuted Jims new GP Defender Evo2
at King of the Glens, a car with a host
of improvements designed to place it
back at the top of European off-road
racing. The prologues been lively for
us as we were getting used to
everything from the lighter honeycomb
Richards race chassis, to the Spidertrax
axles, Fox shocks, and a 525bhp LS3
engine driving through a Quaife
QBE86G six speed sequential 4x4
gearbox. The new cars a Monster!
exclaimed Jim, clearly stoked with the
cars performance.
The long dusty trails on Friday threw
up clouds of choking dust as the cars
raced hard on the dirt roads, the big
engined Ultra 4-style buggies really
getting the hammer down; almost half
the Grifn circuit was thrilling, undulating
gravel surfaces, but the other half was a
world of pain. Out on the piste, a
determined Axel Burmann began to eat
into the times set by Marsden and
Birch, until he destroyed the offside
front wheel on a rock. Axel had decided
to save weight by leaving the spare
wheel back at the start, so it was a slow
run back to base where the race
engineers found a leaking brake caliper
that couldnt be replaced before time
ran out.
Ahead of them, Jaap Betsema
wrangled his Superswamper Boggers-
shod car to a well-deserved fth spot, a
placing that inspired him to turn up the
wick on Fire Ant, his Land Rover
inspired spaceframed D&G racer.
Powered by its original LS2 Chevy
engine and serviced by a crew that
believed it has a winner on its hands,
team Fireant thrived in the punishing
conditions, blasting through the nal lap
until the front winch broke, but gentle
giant Jaap was clearly delighted to
bring Holland a podium two place. He
said: Ive totally enjoyed the whole
Ultra 4 experience in Scotland; it's been
well organised and full of surprises with
some awesome sections that
demanded total concentration. Id like
to thank my great support team and
co-driver Dieter Duytschaever from
Above: Off-Road
Armoury Euroghter
mid-engined V8
buggy debuts at King
of the Glens. Builder
and driver Rob Butler
had to quit (left) when
he bogged out!
Below right: Wrex
Racing with Dan
Elias and Ross
Wotherspoon
Below left: Jim
Marsden and Mark
Birch thundering to
rst place overall
D&G tuning for making it happen.
At this latitude, the high desolate
peaks in the distance were still white
with snow, something not totally
appreciated by furthest travelled
competitors USA team Lucky Dog from
Kansas, a city that averages 83degF in
June. Lucky Dog driver Levi Shirley and
co-pilot Terry Madden, started their
European challenge in a US inspired
Euroghter mid-engined V8 racer from
the stable of Off Road Armoury Racing
at Laughton, East Sussex (featured in
our July issue). Shirley and Madden had
a torrid time in the fearsome sloping
peat bogs of section 10 along with ORA
builder and driver Rob Butler; I watched
them recover Robs half-buried car from
a fearsome mud lled trench beside
high voltage lines. Walter Philippo and
super-t co-driver Tom Ramaekers
started a high fth on the Friday in their
Jeep style JHF special buggy, but after
seven miles, it sheared all six bolts on
the offside front hub coming down a
long boggy run. Hours later, parts
sourced and hub rebuilt in the deep
mud, they made it back to base. Then
on Saturday, they literally amed into life
at checkpoint six when their steering
hose hit the exhaust and up it went in
ames, but got it xed to nish stage
three in a solid seventh spot. The King
of the Glens was pitiless on
components, so Team Buzz Sweets
repurposed steroid sized Land Rover
and Wrex Racings radical Defender
built by Dan Elias retired due to minor
issues. Theyll be back!
The French tricolour was ying high
after a podium winning performance
from team WSRs beautifully
constructed, Rover V8 powered,
radically designed buggy, driven by
WSR boss Nicolas Montador. I asked
Nic on Friday night how the car was
going and he replied: Really well. Its
reliable enough to take on properly
tough conditions like this, and we have
developed it to take the punishment
that Ultra 4 competitions are famous
for. They started second on Saturday
after two great runs but were in third
COMPETITION
King of the Glens
Top: Team WSR
muscles passed
Walter Philippo and
Tom Ramaekers in
their stricken Jeep
style JHF special
buggy
Above: WSR buggy
picks up speed through
a forest section
Left: Off-Road
Racing's Bruiser, with
a 502bhp Ram Jet
Chevrolet engine,
TH400 transmission,
Advance Adapters
Atlas II gearbox, and
Corporate 14 bolt
axles threads through
the stump elds
fourplus4
LIMITED
For all Vehicle
Sales Repairs & Service Parts Accessories
Independent Specialists for LandRover,
RangeRover, Discovery & Freelander
Sheepscar Street North,
Leeds, LS7 2BX
Tel: 0113 243 8116
Internet: www.landroverspecialists.com
Authorised Importers
We undertake gas (LPG)
conversions on classic to modern
vehicles as well as supply DIY kits.
Classic and 4x4s early to present day
We can supply an olive to a full kit
Have a vast supply of parts in stock
UKLPG insurance inspections
We also undertake the following:
Old & New Land Rover and 4 X 4,
servicing, MOT work,
tuning and special builds.
Evening courses run to help
with the DVLA driving test
Wanted: LPG installers that would like to become part
of the Zavoli Gas Point UK network with the back-up
of spares, kits and training on the new Bora system.
Tel: 01904 728461
www.trailmasters.com
For
2014 Wild
in Wales
dates, see
our website
for details
COMPETITION
King of the Glens
spot by the tree stump section at 14,
overtaken by Fireant. Team WSR
suffered alternator problems on lap
three, leading to dead batteries from
winching, and were assisted out of the
section by Axel Burmann, himself
retiring with a holed front winch
housing. Fourth spot went to the always
competitive Jerry Hunt from Team
Gigglepin, who overcame trailing arm
bush problems and a roll to ght his
way back into contention for a top ve
nish. It was clear even on the Prologue
that the King of the Glens was going to
be fearsomely tough even by Ultra 4
standards, so much so that only one
car completed the last lap on the nal
day Jim Marsden and Mark Birch of
Team Gigglepin 4x4. They drove it like
they stole it from start to nish, to take
podium one by over four hours, a
massive achievement with a new
untested car. Interesting fact? Thom
Kingston, co-founder and owner of ace
axle engineers Spidertrax from
Colorado, told me that their Spider 9
axles were on the top three nishers,
Jim Marsden, Jaap Betsema and
Nicolas Montador. Maxxis King of the
Glens? Ultra tough, ultra good. 4x4
Check out the Ultra 4 Europe website at ultra4europe.
com for details on the race series, how to enter, whats
on, rules and regulations. Dont forget the King of the
Valleys is in August and the Walters Arena, near Neath, is
very spectator friendly
WANT TO KNOW MORE?
KING OF
THE GLENS
TOP TEN
Driver Total time
1. Jim Marsden 08.54.57
2. Jaap Betsema 12.23.22
3. Nicolas Montador 12.28.33
4. Jerry Hunt 13.35.16
5. Henrik De Nijs 13.53.48
6. Axel Burmann 14.20.19
7. Walter Philippo 14.51.16
8. Sylvain Bessiere 14.51.16
9. Mike Robertson 14.52.20
10. Philon Parpottas 14.54.08
Top: Reborn Gigglepin
GP Defender powers
its way over a
moorland sideslope
Right: Philon
Parpottas puts his
TD5 proto down a
forest slope
Left: Team Gigglepin
take rst place. Jim
Marsden (left) with
Mark Birch (right)
RJ LANDROVERS
PN60 EPU 2010(10) LAND ROVER
90 Tdci DEFENDER PICK-UP, PAS,
TOWBAR & ELECTRICS, 24,000 MILES
ONLY, KESWICK GREEN
13,995 + VAT
PJ59 XBZ 2009 (59) LAND ROVER
TOWBAR & ELECTRICS, 38,000 MILES,
TAMAR BLUE
12,750 + VAT
CE59 MWL 2009(09) LAND ROVER
KESWICK GREEN
11,750 + VAT
V465 MEC 1999(V) LAND ROVER
90 Td5 DEFENDER HARD TOP, PAS,
TOWBAR & ELECTRICS, 67,000 MILES
ONLY, CONISTON GREEN
7,495 + VAT
M764 BEC 1995(M) LAND ROVER
90 300 Tdi DEFENDER HARD TOP,
PAS, TOWBAR & ELECTRICS, 113,000
MILES, ARLES BLUE
6,250 NO VAT
K653 WFK 1993(K) LAND ROVER 90
200 Tdi DEFENDER PICK-UP, PAS,
TOWBAR & EECTRICS, 83,000 MILES,
ARLES BLUE
6,250 NO VAT
PE08 WEW 2008(08) LAND ROVER
KESWICK GREEN
10,750 + VAT
PE07 AZF 2007(07) LAND ROVER
KESWICK GREEN
9,250 + VAT
www.rjlandrovers.co.uk | Tel: 01487 830813
wwwww.rjllanddroveers.cco.uk | Tell: 01487 83008133
Monthly reports on the exploits of
our personal feet of 4x4s
Our 4x4s
LR DISCOVERY 3, 110
Robert Pepper
Spec: Discovery 3
Mileage: 83,567
MPG: 23.3
Recent costs: None
Arrived: March 2012
SUZUKI GRAND VITARA
Louise Limb
Spec: 2.0 TD 3DR
Mileage: 76,388
MPG: 36-40
Recent costs: None
Arrived: Oct 2008
T
here are places I
wouldnt take my
Cherokee, and that
includes some of the
holes at John Morgans Slindon
off-road site. I go there quite often
because its not that far I reckon
just over half a tanks drive there
and back, and but for the price of
petrol Id go more often and
theres such a good variety of
off-road terrain that anything from
standard 4x4s to heavily modified
specials can find terrain thats
challenging enough to excite
without damaging the vehicle. Of
course if you dont mind a bit of
damage theres plenty of suitable
terrain for that as well, such as
when a couple of over-excited
lads sent their Discovery
sideways down a serious slope or
when an overconfident chap
drove his Range Rover into a
puddle without thinking to check
how soft the bottom was
I admit that I dont punish the
Cherokee anything like that much,
because I still use it as a road car,
but even treading lightly the
three-inch suspension lift and
Goodyear Wrangler Duratracs
give it enough extra clearance
and traction to tackle terrain at
Slindon thats exciting enough to
get the adrenaline going and
without getting stuck.
Meanwhile my town car the
black 1998 Cherokee has also
had a brief spell of off-roading.
Youll probably laugh when you
hear that I havent dared put it
into four-wheel drive yet, but
would you blame me? Ive heard
so many fright stories of how the
transfer box on Cherokees can
seize or even destruct if not used
regularly and this car was one of
those legendary one lady owner
cars, and London-based at that,
so I really cant be sure that its
ever been in four-wheel drive. Im
waiting for a nice warm sunny day
before attempting it, and only
when Ive got a recovery crew
around to help me limp it back
TOYOTA RAV4 XT-R
Sue Loy
Spec: 2-litre
Mileage: 53,902
MPG: 34
Recent costs: Service and MOT
Arrived: June 2012
JEEP CHEROKEE
Bob Cooke
Spec: 4.0 Limited
Mileage: 75,359
MPG: 20.2
Recent costs: None
Arrived: July 2011
SUZUKI GRAND VITARA
Nigel Fryatt, Editor
Spec: 3-door SZ4
Mileage: 9756
MPG: 29.56
Recent Costs: None
Arrived: July 2013
GET STUCK IN
Jeep Cherokee
Bob Cooke
SUBARU FORESTER
Hils Everitt, Editor at Large
Spec: XD Premium
Mileage: 2963
MPG: 48.6
Recent costs: None
Arrived: June 2014
The going here is too
soft for my Cherokee...
home if it all goes badly wrong.
In spite of that I chose to give
it a drive down to Slindon, not to
do any tough off-roading, but
because John Morgan was
hosting a clay pigeon outing and
I was eager to show him what a
crack shot I am. Even though the
access road to the site is rough
loose-surfaced gravel and quite
steep in places the Cherokee
coped perfectly well in rear-wheel
drive, but it wasnt the traction
that suddenly worried me it
was the tyres.
Driving the older Cherokee on
rugged Goodyear Wranglers
meant Ive pretty much forgotten
about punctures, but as I
launched the newer Cherokee
over some sharp rocky outcrops I
remembered its running on
Bridgestone Dueler H/T road
tyres, lots of tread but with
sidewalls probably signicantly
less well protected than the
off-road Wranglers. I crept gently
from then on, because I didnt
fancy changing a wheel in such
rough and slippery conditions.
The spare in the Cherokee is
bolted to the side of the luggage
compartment, and in the smart
black car was hidden under an
upholstery-matching cover. Back
at home I decided Id better
check the condition of the spare,
just in case and discovered to
my horror (and amusement) that
the spare was a puny 155/90D16
space saver how much good
would that have been off-road,
even at crawling pace? Needless
to say I immediately replaced it
with one of the spare road wheels
from the other Cherokee, tted
with a Goodyear Eagle road tyre.
The black Cherokee will be
back at Slindon with off-road
tyres later in the summer, but in
the meantime Id like to remind
anyone interested that the Slindon
site is open for off-road fun on the
fourth Sunday of every month; if
thats not enough the nearby
Boxgrove site is open on the
second Sunday of every month.
To avoid any confusion, and to
check location, not to mention
viewing some of the off-road
action taking place there, check
Johns website, the aptly-named
www.4x4driving.co.uk. 4x4
PRECIOUS CARGO
Suzuki Grand Vitara SZ4
Nigel Fryatt
W
hen you get quizzed by those other motorists who
dont just get why we own 4x4s, one word usually
ends the argument. Even for those who dont want
to go off-road, or dont have the ability to understand
how good a 4x4 is during inclement weather conditions, one thing
they can never argue against is versatility. If you own a 4x4, then
you have the ability to do just about anything.
Our little three door Grand Vitara is a perfect example of this.
Provided you are happy to use just a little more fuel than absolutely
necessary, then the thing is like a hot hatch and can be hustled about
with aplomb. Great fun, and it does surprise people at times with its
ability to launch itself down the road. When off-road, we have found
that once ground clearance and that vulnerable-looking (and
massive) rear exhaust silencer box are accounted for, the little trucks
ability to be slotted into Low range does make it a surprisingly
competent mud-plugger. The light steering and a good all round
visibility helps here as well, but it performs better than many think.
You can get people in the back, although to be fair, the ve-door
version is probably a more sensible option should you regularly
carry extra passengers. Granny wont thank you for having to climb
in the rear thats for sure, and some people do nd it a little
claustrophobic.
Fold the seats back, however, and the things an ideal load
carrier as we found this month when one day it was a case of
transporting my daughters Springer Spaniel, Pip. I was surprised
to discover that Pips cage tted perfectly. Surprised and relieved,
because Pip has a tendency to want to help with the driving if shes
loose in the car! Then the next day, we were off sailing and the rear
was full of assorted sailing gear, sleeping bags, pillows, food, and
lots of drink. We also had assorted coats for all weathers; oh, and
did I mention the drink?
It may be small, but the Suzuki Grand Vitara is more than
capable of coping with a lot of different challenges. Even Pip was
happy in the back! 4x4
Naturally, I have switched the space
saver for a real tyre before off-roading!
...and I wouldn't take this slope sideways...
...but there's still enough rough going for my trusty Jeep Cherokee
OUR 4X4S
Running reports
L
ong journeys in pursuit
of features was never a
problem in the good old
days when fuel cost a
few pence per gallon. We didnt
bat an eyelid at driving big old
petrol 4.0-litre engines for several
hundred miles in more traditional
4x4s that ate up the miles and,
therefore, the gallons. Returning
less than 20mpg, and in some
cases 10-15mpg didnt really
figure on the radar.
Oh how times have changed.
Now, we hardly ever drive big
petrol engines. Big diesels, like in
Discovery 4s and its rivals, now
return over 30-plus and we are
pleased with that. The big luxury
4x4 manufacturers still strive to
bring those gures into the more
palatable zone towards the 40mpg
mark, but it is in the mid-sized
SUV market where youll nd the
most impressive mileage returns
for your hard-earned cash.
Our long-term Subaru Forester
boasts a combined gure of
49.4mpg, with 40.4mpg on the
Urban cycle. In its rst few weeks
buzzing around town and shorter
local trips the computer told me
that I had averaged 39.6mpg,
which is pretty pleasing and
almost on the button. On a few
long trips lately if has not failed to
meet its target and has impressed.
In fact, it has exceeded them on
occasion. A drive from Kent to
Exmoor, as the rst real test, I was
clocking up to 47.5mpg. That trip
included quite a number of miles
overworking the manual six-speed
gearbox on steep, winding narrow
Exmoor lanes. That was actually
quite disconcerting seeing the
display to my left constantly
updating consumption, and on
those beautifully scenic and
hazardous lanes it was dropping
from the mid 40s.
The Exmoor trip (some fruits of
which you would have read about
in last months issue) consisted of
a mix of motorway, the inevitable
crawling trafc around
Stonehenge on the A303, some
lovely fast cruising on an empty
A30 and those pesky, but fun,
country routes. All in all, the best
my Forester and I registered was
48.6mpg; impressive I reckon,
considering the variety of road
and trafc conditions.
A recent trip to Wales (youll
read about the RSPCAs trucks in
Snowdonia next month) involved
motorway driving, nearly all the
way from Kent to Colwyn Bay on
the northern Welsh coast. On the
way back the Subaru and I wound
our way along the glorious, but
often slow and gearbox-wrenching
Welsh lanes to Ledbury in
Herefordshire before heading back
to Kent via Cirencester and the
M4/25. But during that round trip
the screen readout actually peaked
at 50.1mpg along the remarkably
free-owing M4. Unfortunately, I
couldnt produce photographic
evidence as I was driving at the
time, but was impressed that the
magic 50 was breached.
Watching the sectors on the
fuel gauge going down very
slowly is a highly pleasing sight
and makes these long trips so
much less hassle as I didnt
constantly have to think about
available fuel stops. I have yet to
test its fumes threshold by
running it down to the E level
and see how much I can push it
before chickening out and bolting
to the fuel station. I have
managed another magic 50 miles
on the redline in my Jeep Grand
Cherokee and would love to bust
that in our Forester. The price of
fuel is a pig, but I am loving the
economy our modern mid-sized
SUV is producing. 4x4
FUEL FOR THOUGHT
Subaru Forester XD Premium
Hils Everitt
T
he last update covered
the sale of our much-
loved Discovery 3, and a
wrap-up of its
performance. But only the cars
performance, and any
overlanding vehicle is more than
just the base car. So its time to
look at some of the accessories
we fitted, and how they fared over
the years of use and thousands
of miles of off-roading.
First up is the bull bar. In
countries with kangaroos and
other large idiot animals, its a
lifesaver. Doesnt really affect the
handling or performance, but it
does increase front suspension
wear. Also handy is a winch, sand
ag and spotlight mount.
Speaking of which, the Warn
9500XP is a top-end winch and
has performed faultlessly on
demand, and demand seemed to
be nothing for a few months then
a urry of recoveries. Quality is
always worth paying that little bit
extra for.
The roof rack is the standard
Land Rover unit, light and stylish,
but the crossbars are way too
widely spaced, so I added a metal
mesh oor. That xed it, and
made a useable load space,
although one not as wide or long
as the cars roof is capable of
handling. No real complaints,
although the paint job isnt the
best. The rear ladder has worked
ne and not appeared to stress
the door, although a bit of anti-slip
on the rails isnt a bad idea.
The Brown Davis long-range
tank has been superb, carrying
another 100-litres of fuel, which is
transferred by pump to the main
tank. Cant fault it, and the extra
range is a welcome boost when
travelling in remote areas.
What has been a problem is
the 4x4 Design rear carrier. The
clever latch system failed, so I cut
it off and replaced it with a
simpler system from Rrijidij
Offroad. Innovation is good, but it
needs to be tested rst.
Another problem was that the
ARB compressor mounted under
the bonnet worked very well for a
couple of years, then the pressure
sensor failed. The local ARB
outlet gave me a new, better one
for free, it was easily replaced and
its been faultless since, although
the air hose mating mechanism
needs the occasional spray of
WD-40.
The second battery is an
Optima Yellowtop and thats been
good for around three years of
use each time, not bad
considering it runs a 47-litre fridge
and various other electrical loads.
Its about the same lifetime as the
main Land Rover battery,
something important to keep in
good order for a trouble-free
vehicle.
For the last few years we ran
the standard Land Rover 17x7
alloy rims, and theyve been
superb. Last set of tyres were
Cooper AT3s in 245/70/17
light-truck construction. These
have worn from 12mm to 8mm
over 34000km, giving a projected
life of 54,000km to 4mm (a good
replacement tread depth for
off-road tyres) which given their
road-biased tread is not great, Id
want around 80,000km. What is
great is their general quietness,
and combined with the D3s
fantastic traction control, Ive
never wanted for more grip
off-road, even in slippery mud.
So, that proves the point that the
newest vehicles can make do
with less grippy off-road tyres
than older ones. But regardless of
age, our relatively trouble-free
experience with the D3s
accessories has proven that once
again, quality is worth it or as a
mate likes to say, poor people
cant afford to buy cheap. 4x4
PRODUCT TESTING
Land Rover Discovery 3
Robert Pepper
NEXT MONTH: Full details of why Robert sold his beloved Land Rover
Discovery D3 and replaced it with a Ford Ranger pick-up! Traditionalists
might be horried, but we run a more secular off-road church on this
magazine. You have to admit, both these trucks look great. Find out why
Robert chose the pick-up route in next months issue.
Marketwatch
MONTHLY 4X4 PRICE REVIEW
I
ts not often that a nearly new car turns up
on an auction floor, and the gleaming 2013
Land Rover Discovery 4 3.0 SDV6 GS with
26,000 miles that went under the hammer
at a recent Brightwells auction looked like a
particularly attractive proposition. There are
two possible reasons why it didnt sell, the
most likely being that bidders, seeking a
bargain, didnt offer enough to reach the
sellers reserve. Which leads smoothly to the
second reason, which is the tangible air of
suspicion that falls over the sales floor when
such a seemingly desirable car is wheeled in
if the owner cant sell such beautiful car
retail, the feeling is that there has to be
something wrong with it. Thats not necessarily
true perhaps the owner, having got fed up
with the massive Discovery after a year, took it
back to the dealer that sold it to him and was
offered a poor trade-in value. Luxury cars do
take a particularly hard initial depreciation hit,
and that remains true for premium brands
PROBLEM, OR OPPORTUNITY?
even though car valuation experts CAP report
that dealers around the country are offering
higher-than-average trade-in values on good
mainstream used cars taken in part exchange
to secure a new car sale. The trouble at
auctions is that most bidders are used car
dealers and arent going to offer much more
than the going trade-in value, even of a very
desirable nearly new car.
One of the problems of buying at auction is
that you dont get much of a chance to check
a car over in detail. You can generally watch
and listen as the driver starts it, so you can
listen for unexpected rattles and watch for
excessive exhaust smoke, if youre lucky you
can pop the bonnet and have a quick look at
the state of the engine, you can possibly open
a passenger door and have a look inside to
see if any warning lamps are showing on the
dash. Reputable auction houses insist that
sellers disclose any faults with the car, and the
auctioneer will make these known at the time
Theres good and bad to be found at car auctions, but its not
always easy to tell which is the better value, as Bob Cooke
explains, problem cars could be a better buy if the price is right
of sale, but its always a bit of a gamble.
But while on the subject of problems with
cars, anyone handy with a spanner okay,
anyone who has a tooled-up garage big
enough to work on a car should take note of
what quite often happens at the other extreme
of a car auction the non-runners.
These can be older cars that frankly are
worth only scrap value, but often theyre
relatively good vehicles that have suffered
some mechanical failure that the owner
considers uneconomical to repair. Yet these
cars sometimes go for a pittance.
TO FIX OR NOT TO FIX
An example that might have interested a Land
Rover enthusiast is the 2010 Defender 110
pick-up, 77,405 miles and MOT to March
2015, its the sort of car that could be yours
for 2000-3000, even allowing for the
subsequent cost of repairs good value for a
car which, in good condition, would retail for
around 11,000.
We also spotted a 2005 Nissan Navara King
Cab with 68,000 miles, canopy, load liner and
tow bar a car that in good shape would retail
for around 5000, so as a non-runner would
go for a few hundred. Even if it needed a
1000 replacement engine it would be a
bargain for a DIY mechanic. Similarly a 2006
Mitsubishi Shogun 3.2 D-ID GL with 144,000
miles sold for 1500, less than a third of the
value of a good-condition example. And before
shrugging these off as too much of a gamble,
the auctioneer will almost always detail what
the problems are, and weve seen cars sold for
peanuts simply because they wouldnt start.
Meanwhile demand remains good for
slightly older premium off-roaders. A relative
rarity at auction is the Volkswagen Touareg,
but the 2009 3.0 V6 TDi Altitude auto that
came up at a recent Brightwells auction,
78,000 miles, leather upholstery, satnav and
MOT to February next year, sold for 13,600,
pretty much at the top end of its trade value. A
Mercedes-Benz GL 320 auto from 2007, with
71,000 miles, was something of a bargain at
13,700, only 92 per cent of trade value, while
a pair of 2007 Range Rover Sports sold for
top trade value, an S with just 80,000 miles
going for 12,800 and a 128,000-mile HSE
fetching 11,200, in each case a good 2000
less than youd pay retail.
Nearly new and desirable with it Too good to be true, or just too expensive? Posh bargain - a luxurious GL for an under-par price
A rare appearance,
with a top price to suit
Buying Guide Archive
What are you looking for?
We have run a number of detailed
Buyers Guides, useful if you are
thinking of changing your 4x4, or
buying for the rst time. Back Issues
are available by calling 0845 872
7385 or online at: www.4x4i.com
FOCUS ON: Mitsubishi Outlander
GO FOR: GX4 AIM TO PAY: 24,000
BMW X5 2000-2007
Issue July 2011
Daihatsu Terios 1997-2005
Issue May 2011
Ford Maverick 1993-1996
Issue August 2011
Hyundai Santa Fe 2001-2005
Issue March 2011
Jeep Cherokee 1993-2001
Issue November 2011
Jeep Grand Cherokee 1999-2004
Issue July 2013
Kia Sorento 2003-2009
Issue June 2011
Land Rover Discovery 4
Issue September 2013
Land Rover Freelander
Issue February 2013
Land Rover Freelander 2
Issue April 2014
Range Rover 1970-1995
Issue January 2013
Range Rover Sport 2005-2012
Issue June 2013
Suzuki Jimny
Issue January 2014
Toyota Land Cruiser 1998-2006
Issue January 2012
GROUP BUYERS GUIDES
Buying a budget 4x4 (under 3000)
Issue October 2011
Pick-up Buyers Guide
Issue November 2013
COMPARISON BUYERS GUIDES
BMW X5 v Volvo XC90
Issue May 2013
Honda CR-V v Nissan X-Trail
Issue April 2012
Mitsubishi Shogun v Grand Cherokee
Issue May 2012
Toyota RAV4 v Suzuki Grand Vitara
Issue June 2012
LR Discovery v Toyota Land Cruiser
Issue July 2012
LR Defender v Jeep Wrangler
Issue August 2012
Porsche Cayenne v VW Touareg
Issue April 2013
Suzuki Jimny v Mitsubishi Pinin
Issue September 2012
Range Rover v Mercedes-Benz ML
Issue November 2012
Seven-seater SUVS
Issue March 2014
One of the Outlanders claims to fame is that the car was designed at the outset to be a
plug-in hybrid, an aim that has come to fruition in the PHEV which, thanks to the
governments aid package for such vehicles, doesnt cost much more to buy than the
straightforward diesel-powered version. Its too early to tell how popular the hybrid
version will be, but its arrival has led to competitive pricing of the standard car, with nearly
new and ex-demonstrator examples being offered at particularly attractive prices.
Mitsubishi see the Outlander as a fairly unique vehicle, suggesting that the Honda
CR-V and Hyundai Santa Fe come closest in concept to this boldly-styled crossover
which more than ever biases the crossover concept towards tarmac use in the way it
blends some of the practicality of a sports utility with high levels of family-car luxury.
All versions are well-equipped, even the entry-level GX2 has air conditioning, cruise
control and hill start assist, as well as high-tech features such as automatic headlamps
and the City Crash Provision feature which helps to avoid fender-benders. Note that the
GX2 is a ve-seater the extra row of seats comes as part of the GX3 trim and above.
Key extras in the GX3 include dual-zone air conditioning, rain-sensing wipers, power-
folding door mirrors and Bluetooth. The GX4 adds leather upholstery with heated and
electrically adjustable front seats, rear-parking sensor with rear view camera that uses the
colour satnav screen, electric sunroof, xenon headlamps and paddle-shift auto
transmission as an option. The top model is the GX5 with adaptive cruise control with its
collision mitigation feature, lane departure warning, DAB radio and a powered tailgate.
The seven seater version offers better-than-average comfort for the rearmost
passengers; the individual seats are easy to ip up when needed yet are supportively
shaped and sprung for comfort. The centre row of seats not only folds down when
necessary but also has good fore-aft adjustment so passengers can optimise legroom
when driving seven-up.
Power is provided by a 2.2-litre clean
diesel engine producing a useful 147bhp
and good low-rev torque while offering
low CO2 emissions and consumption
better than 50mpg. Transmission is a
six-speed manual or the paddle-shift
six-speed automatic on higher-
specication models.
Four-wheel drive is an auto-engaging
type, with an eco mode that drives the
front wheels only and a lock mode that
engages four-wheel drive permanently; in
the default mode four-wheel drive is engaged electronically when its needed and includes a
yaw rate feedback feature that sharpens the steering when driving in a more sporting style.
While the GX5 has a retail price tag of 33,999 many dealers are offering low-mileage
examples with worthwhile reductions. Fownhope Mitsubishi (01432 273791), for example,
was offering a pristine white 2014 example with just 10 miles on it for 3000 less. While
the 31,000 being asked for a 2000-mile 2014 GX4 by Unity Automotive (01733 737104)
for a GX4 seems eye-wateringly high even if it is packed with extras, other dealers are
being more sensible; Gallaghers of Warrington (01925 859040) were offering a 4000-mile
GX4 ex-demonstrator for 26,490, while Smithy Garage (01341 247799) were offering a
GX3 with just 33 miles, plus the optional extras of full black leather interior and white
pearlescent paint for 24,995, 4469 under the normal list price.
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Lets Go Off-Road
WHERE TO GO TO ENJOY YOUR 4X4
Pay and Play Sites
Here are some of the best places to go off-road in the
UK. We would always advise that you call to check dates
and times. If you have a site that ought to be included,
email us on 4x4.ed@kelsey.co.uk and mark your email
4x4 PAY AND PLAY
4X4 SAFARI
Green laning trips from one day to two weeks. Start and nish close
to Penrith (access from M6 Jct. 40). A day long tour of the lanes
and tracks in and around the Lake District National Park. Standard
vehicles with road tyres will be able to complete this whole day. 45
per vehicle. Contact for details or to book. Email: Lakes@4x4Safari.
co.uk or call: 07711 231417. Check our Facebook page: 4x4Safari.
ASH 4X4
Ash 4x4 Ltd have a Pay and Play site at Chirk Quarry, LL14 5AH, near
Shrewsbury. Check the website as the venue may vary between
Hawkstone Park and Chirk Quarry. There are no toilets, food or other
amenities, just very good off-roading. Call Billy Hilton on 07581 030331
or go to the website on: www.ash4x4.com
AVALANCHE ADVENTURE
Run by Avalanche Adventure, this venue is at Sibbercroft, near Market
Harborough. Pay and Play days and other 4x4/off-road activities. Give
them a call on 01858 880613 or look for more details on:
www.avalancheadventure.co.uk
BALA OFFROAD LLANNERCH YR ERYR
The Llannerch yr Eryr farm and off-road site is a very popular and
well-known pay and play site. Spectacular views over Bala lake and
surrounding mountains. Always ring to check the weather in the
winter months. 30 a day, 20 after 1pm. Call: 07850 800709.
www.balaoffroad.co.uk
BLUE LIGHT OFF ROAD CLUB
This off-road club operates in southern England, and is open to all
4x4s. Prices vary, but usually 45 per vehicle and the Pay and Play site
is often at the Army Training area at Bagshot, Surrey. Go to:
www.bluelightoffroadclub.co.uk or contact John Amos on 07805
656947 or email: blorc@hotmail.com
BOXGROVE 4X4
Boxgrove 4x4, Tinwood Lane, Boxgrove, near Chichester, West
Sussex. Huge 80-acre site of mud, gravel tracks and woodland.
Catering and toilets. 25 per vehicle. Quads are welcome, 15 per
rider, all riders must be 16+ and theres a 10mph speed limit. Call:
01903 812195 or 07802 582826.
Email: johnmorgan@4x4driving.co.uk www.4x4driving.co.uk
DEVILS PIT
Devils Pit is 60 acres of different courses (novice, experienced and expert)
at Barton-Le-Clay, Nr Luton, MK45 4LG (A6) Bedfordshire (OS Grid ref:
TL078297). 26 per vehicle. Children (under 16) are free. Toilets and
catering, rst aid and recovery facilities. Tel: 01582 883349
Email: devils.pit@virgin.net www.devilspit.co.uk
ESSEX, ROCHFORD & DISTRICT 4X4
Essex, Rochford & District 4x4 Club have a 4x4 site located on
Creeksea Ferry Road, Canewdon, Essex, open on the second Sunday
of every month for both members and non-members, check out:
www.4x4er.co.uk
JUNE
28/29
PAY AND PLAY DAYS
DERBYSHIRE TPORE
COUNTY DURHAM
Kirton Off Road Centre
JULY
5/6
ORGANISED DRIVES
YORKSHIRE
Yorkshire 4x4 Specialists. Fully escorted
trip Westmoorland Run. Not suitable for
soft-roaders, Low box essential. 60 per
vehicle. Trip is run on the Saturday and
Sunday, only 100 for both days. For
more details call 01757 638479.
www.yorkshire4x4specialists.com
6
PAY AND PLAY DAYS
HAMPSHIRE Muddy Bottom 4x4
GWYNEDD
Bala Off Road Llannerch yr Eyr
12/18
ORGANISED DRIVES
EXPLORER TOURS
Landtreks Pyrenean Explorer Tour.
Seven days exploring the Spanish
Pyrenees. Heading eastwards the tour
nishes in France. Call +33(0)631288936
or check out: www.landtreks.com
13
PAY AND PLAY DAYS
WEST SUSSEX Boxgrove
ESSEX Essex, Rochford and District
BERKSHIRE Harbour Hill
ORGANISED DRIVES
NORTH WALES
Landcraft 4x4
Snowdonia Adventure Drives. Call David
Mitchell of Landcraft 4x4 on 01678 520820
or check out www.landcraft4x4.co.uk
19
ORGANISED DRIVES
JEEP OFF-ROAD DRIVER
INSTRUCTION DAY
SURREY
See details in separate panel
19/20
ORGANISED DRIVES
YORKSHIRE
Yorkshire 4x4 Specialists. Fully escorted
trip for Freelander-type, soft-roaders.
Only 50 per vehicle driving over the
Yorkshire Wolds on the Saturday, with a
more difcult drive on the Sunday for
60 per vehicle. For more details call
01757 638479.
www.yorkshire4x4specialists.com
20
PAY AND PLAY DAYS
HAMPSHIRE Muddy Bottom 4x4
UK EVENTS DIARY
If you are a Jeep owner and always
fancied driving off-road, but never
quite known where to start, this could
be the day for you. The Jeep Owners
Club has booked the MODs Bagshot
training base for a special beginners
driving day. The Club is teaming
up with All Road Training to offer
training by a fully qualied LANTRA
instructor. Space is limited, which
means youll get a lot of time behind
the wheel, but also means you
ought to book up quickly. Camping
is an option onsite for Friday and
Saturday evening. Site facilities are
limited but there are places to stay in
Camberley, a couple of miles away
from the site. To nd out more, you
can contact Stewart Harding on:
stewart.harding@jeep-owners-club.
co.uk or call 0773 4014598. More
details of the club can be found on:
www.jeep-owners-club.co.uk. If you
are a beginner and decide to attend,
do make sure that you take some
photographs and send them in to let
us know how you got on.
JULY JEEP BEGINNERS DAY
We aim to make this feature the most comprehensive off-road events calendar published, and you have to admit, there are a lot of
events listed here! However, we know we can do better, but need to hear from you, your club, association or travel company. If you
are planning something, send us the details and a couple of pictures and we will highlight your event, off-road day, expedition or
weekend jolly in these pages. Just send to 4x4.ed@kelsey.co.uk mark the subject of the email: 4x4 CALENDAR
FRICKLEY OFF-ROAD CENTRE
Frickley Off-road Centre is near Doncaster in South Yorkshire, DN5
7BU and includes climbs, hollows, woodland and rock climbs suitable
for the novice to the experienced off-roader. 25 per vehicle, all
road-legal 4x4s welcome. Call Charlie: 07836 544335
Email: offroad@frickley4x4.co.uk www.frickley4x4.co.uk
HARBOUR HILL
Harbour Hill, near Aldermaston A340. Non-members 30 (10
membership, 20 for the day). Wheel washing, catering and toilets
available. Call: 07887 533168 Email: withoutaclub@yahoo.co.uk
www.4x4-withoutaclub.co.uk
MUDDY BOTTOM 4X4
The Muddy Bottom 4x4 site is located in the heart of the New Forest
(postcode SO43 7FL). All pay and play days have an entry fee of 25,
and you need to be a member (day membership is only 1, or annual
membership 10). The site has a jet wash, burger van, picnic area and
free recovery, Please note that no kinetic ropes are permitted on site,
and that you will have to jet wash you vehicle before you leave to avoid
leaving any mud on the roads. To nd out more contact Carla
07754 940783or07801 088203. Email: muddybottom4x4@aol.com
www.muddybottom4x4.com
LANDCRAFT
Offering the chance to get to some superb parts of Snowdonia, David
Mitchells experienced outt offer some great Adventure drives, and for
those more adventurous, theres always Adventure Plus. Paying on the
day is 60 (inc VAT), pre-book and save 10. Call 07831 258864
Email: info@landcraft.co.uk www.landcraft4x4.co.uk
KIRTON OFF ROAD CENTRE
Kirton Off Road Centre is a massive 600 acre site near Kirton
Lyndsey, Lincolnshire, DN21 4JH. Standard days are 40, and there
are often camping weekends at 75 inclusive. Check website or call
for more details. Call Paul: 07907 450974 Email: paul@korc.co.uk
www.kirtonoffroadcentre.co.uk
PARKWOOD 4X4 (TONG)
Parkwood is at Tong village, Bradford, West Yorkshire, BD4 0RR.
Open 10-4pm, catering, toilets, rst aid, vehicle wash, 35.00 per
vehicle including passengers - providing that there are correct tting
seatbelts. Call: 0113 285 4356 Email: info@parkwood4x4.co.uk
www.parkwood4x4.co.uk
SILVERDALE
Explore this site at Haying Wood, Silverdale, Stoke-on-Trent, ST5
6QQ has 53 acres of steep wooded tracks, water holes and mud!
25 per vehicle. Open from 10am until 4pm, road taxed vehicles
only. Tel 07970 286881. Email: exploreoffroad@hotmail.com
www.exploreoffroad.com
SLINDON SAFARI
Slindon Safari, near Arundel, West Sussex, 10.00-16.00 hours; 30
per vehicle, 3 spectators, Quads welcome, 10, all riders 16+ and
theres a 10mph speed limit. Routes for beginners and more advanced.
Call: 01903 812195 or 07802 582826
Email: johnmorgan@4x4driving.co.uk www.4x4driving.co.uk
TRANS PENNINE OFF ROAD EVENTS
Club runs Pay and Play sites at various venues in Derbyshire including
Holymoorside, near Chestereld, S42 7EG; Biggin Quarry, Ashborne,
DE6 1QU and Padley Wood Farm, S45 8EL. Gates open at 9.00am
and costs are 20 per vehicle. Catering and toilet facilities.
Email: events@tpore.co.uk Check out: www.tpore.co.uk
25
SEPTEMBER ISSUE OF 4X4
MAGAZINE ON SALE!
In our next issue, we have lots of helpful
advice on tyres, we also look at a new
Jeep suspension option, plus uprating
Land Rover brakes and we report on
why one serious off-roader ditched his
Land Rover Discovery for a Ford Ranger
pick-up. To ensure you never miss an
issue,why not take out a subscription,
check out the special offers on page 58
25/27
NORTHAMPTONSHIRE
Billing LR Show
Billing Land Rover Fest Billing
Aquadrome, Northamptonshire NN3 9DA
www.billinglandroverfest.com. If you are
looking to camp, call 01524 781453
26/27
YORKSHIRE
JEEPEY JAMBOREE
Annual gathering for Jeep enthusiasts,
for all models from military right up to
the latest Grand Cherokee. The event
includes off-roading for the novice to
advanced, guided tours, show and
shine, camping and trade stands. The
event is held at the Parkwood Off-Road
4x4 Centre (Tong) near Leeds. This
excellent event is also raising money for
the Yorkshire Air Ambulance, so a
worthy cause as well as a great event.
To learn more, go to: www.jeepey.com
PAY AND PLAY DAYS
COUNTY DURHAM
Kirton Off Road Centre
27
PAY AND PLAY DAYS
WEST SUSSEX Slindon Safari
AUGUST
3
PAY AND PLAY DAYS
GWYNEDD
Bala Off Road Llannerch yr Eyr
10
PAY AND PLAY DAYS
WEST SUSSEX Boxgrove 4x4
BERKSHIRE Harbour Hill
23/24
PAY AND PLAY DAYS
COUNTY DURHAM
Kirtson Off Road Centre
We have reported before on the Yorkshire 4x4 Specialists organised drives and
so were interested to hear about the latest developments. It seems that the
tours will continue (dates included on these pages each issue) but there are
also now some special 4x4 days. These include a Get to know your 4x4 day
which includes instruction and off-road driving and costs 125 (with your own
vehicle) or 175 if you use a 4x4 provided. There is also a Ladies Only version
of this that could well appeal. There is also a one-day RoSPA winching day,
which is highly recommended if you have a 4x4 with a winch, but have never
really learnt how to use it properly! You can learn a lot more by going to the
website: http://www.yorkshire4x4specialists.com or email Russell Dykes on
rdykes@yorkshire4x4specialists.com. The guys also organise very successful
trips to the Pyrenees (pictured above) if you need to take your 4x4 further than
Yorkshire! Do let him know that you are a regular 4x4 Magazine reader, and let
us know how you get on should you take a course or organised drive.
2014 YORKSHIRE 4X4 OPTIONS
BUYING USED
Toyota RAV4
Once upon a time the reason for buying a RAV4 was to bring a grin to your face. The
current model is a much more serious affair, but more spacious, rened and efcient
with it. Which version you want depends on your mood
GENERATION GAME
I
n 20 years the Toyota RAV4 has
developed from a playful motor show
concept fun car to a mainstream
mid-range SUV. So complete is the
transformation that its hard to see how
the current model can justify retaining
the Recreational Activity Vehicle
nomenclature indeed the last
generation RAV4 was badged
Vanguard in Japan. RAV4 is a title that
suited the original car very well,
because considering Toyotas generally
very conservative approach to styling
the original was remarkably funky,
patently aimed at rivalling the
staggeringly successful Suzuki Vitara
as a high-fun runabout for the young at
heart who liked the idea of a four-wheel
drive but didnt need it to be a serious
hard-core off-roader or a practical
TARGET RANGE: 500 - 29,000
family estate. The RAV4 is slightly
larger than the Vitara, with a more
comfortable interior, more power from
its 130bhp 2.0-litre twin-cam petrol
engine and more ride comfort from its
all-independent suspension; it raised
eyebrows in off-roading circles
because the body is of monocoque
construction, rare for an off-roader at
the time, and while four-wheel drive is
permanent there is no low-range
gearing. Nevertheless it has enough
off-road ability to satisfy anyone who
wants to leave the tarmac to access a
picnic spot, and the recreational
intention is highlighted in the cabriolet
version.
It soon became obvious that the
RAV4s appeal outstretched the
capabilities of a two-door funster,
resulting in the launch of a ve-door
version, which may have lost some of
the funkiness but added enough
practicality to start Toyotas new
compact SUV on a rollercoaster ride to
the big league.
The rst major change of direction
came for the 2000 model year with an
all-new and slightly more conservatively
styled range. Any off-road appeal the
original may have had is also reduced,
with a lower ride height, tauter
suspension and more powerful engines
aimed at better tarmac performance
and handling. Theres also a more
distinctive styling difference between
the three-door, which is all about
youthful roadster appeal, and the
ve-door, which has much more of an
air of the serious family estate. The
Above: The original
RAV4 was quite
obviously built
for Recreational
Activities
ve-door has added practicality in the
way the rear seats can be easily
removed to increase luggage space.
The 2.0-litre petrol engine delivers
148bhp, but from September 2001
there was also a D-4D turbodiesel
offering nearly 40mpg economy.
By 2006 the RAV4 had shrugged off
its frivolous origins, the all-new model
for that year taking on a rened
mainstream family estate persona,
longer, wider and taller than its
predecessor with more power and a
new auto-engaging four-wheel drive
system. Choose between a 156bhp
2.0-litre petrol or smooth new 2.2-litre
D-4D turbodiesel engine, which could
be specied in 138bhp or 174bhp
form. The transformation from funster
to family estate was complete, and
although a three-door variant was
available it was offered almost
exclusively in the UK as a practical
ve-door. By this time the RAV4 was
competing against some serious rivals,
including the Land Rover Freelander
and the Honda CR-V, so naturally the
levels of equipment and technology are
a match with features like six-speed
manual or CVT automatic transmission,
electronic stability controls, traction
controls and hill start assist included in
the specication.
The constant drive for efciency
meant an engine upgrade including a
new Optimal Drive 2.2-litre turbodiesel
combining a hefty 148bhp with frugal
48.7mpg and reduced CO2 emissions.
The petrol engine was switched for the
revised Valvematic type with 156
horsepower.
A facelift for 2010 improved
aerodynamic efciency with a new grille
and headlamp design while the quality
of interior materials and equipment
was also enhanced. Note that this
generation also included two-wheel
drive derivatives, and some variants,
such as the T180, have no spare
wheel, opting instead for run-at tyres
or temporary repair systems, hence the
lack of a door-mounted spare.
The all-new fourth generation RAV4
of 2013 further blurs the line between
crossover and full-sized SUV. Its
roomier than its predecessor with
easy-fold rear seats and a capacious
boot, a wider engine choice and
excellent equipment in the top-
specication Invincible. With a 20-year
history to look back on, your choice of
which RAV4 to buy depends on how
much you admire the funky styling of
the original compared with the
improved driveability and practicality of
the newer generations.
Above: The very
latest RAV4 is a
very different beast.
Rened certainly, but
now somewhat soft
in nature
Below: One aspect
of the RAV4 that
continued for some
years is the spare
wheel on the rear
door - its not a hatch
BUYING USED
Toyota RAV4
OUR VERDICTS
We naturally approached the original
RAV4 with some scepticism. At a time
when we still werent really sure about
the role of the Suzuki Vitara it seemed
too much of a low-riding boy racers
street rod to appeal as a proper
off-roader the cheeky new Toyota with
its monocoque body, lack of low range
and its all-independent suspension
struck us as being too much of a
compromise to please anyone; it was
too sluggish to be a sports car, not hard
enough to be a full-on off-roader and
not practical enough to serve as an
everyday family estate. The buying
public didnt seem to mind, so we
compromised our own opinion. Typical
was this comment from one of our
team: Its a clever concept, a lifestyle
off-roader worth considering. It isnt for
everyone, but it is a soft roader with a
useful edge on the black stuff, stylish
transport for those who dont need a
full-on full-sized 4x4. We were even
grudgingly appreciative of its off-road
ability, noting the effectiveness of the
auto-locking centre differential and the
Torsen-type limited slip rear axle
differential.
We were a bit more upbeat about the
second generation RAV4 for 2000,
perhaps having become a bit more
accustomed to the growing trend for
road-only SUVs. We said of the new
model: Still recognisable as Toyotas
off-road funster, the new RAV4 has
been unashamedly tweaked to give it
better on-road performance and
handling and more high-street posing
appeal. The striking new body styles
bring the RAV4 right up to date. Noting
that the base 1.8-litre engine is only
available in 2-wheel drive variants, we
skipped quickly to the punchier 2.0-litre
unit: This engine gets closer to
GTi-type performance with a 10-second
0-60mph time and a 115mph top
speed, the efciency of the variable
valve timing engine returning excellent
fuel consumption of 32.1mpg. That
seemed excellent at the time
We did, however, conclude that the
RAV4 was a superbly rened car, but
with very little rugged off-road appeal.
That trend continued, along with an
inexorable increase in pricing. Our rst
report on the new model for 2006
commented that not only did the Rav4
come only in ve-door form: but with
prices from 18,995 to 26,995 the
cost is sizeable too, but in a sector now
awash with Korean pretenders Toyota
sees the RAV4 as a rival to the BMW
X3. Build quality is up to the BMWs
Above: The 2006
XT-R model is the
one to look for as
its well specd.
It has, however,
moved closer to the
ubiquitous SUV-look
but does still have
some prescence
Left: The interior is
true Toyota in that it
is logical, neat and
unfussy in its design
standards, better in places, while space
is excellent for both occupants and
luggage. We were less impressed with
the cars dynamic abilities. Of the 2.0
VVT-i we commented: The RAV4 feels
like a big front-drive MPV. The handling
is stodgy and it will understeer
excessively when pushed, despite
impressive levels of grip. With low
ground clearance, moderate wheel
travel and conservative approach and
departure angles the RAV4 is no great
off-roader either, disappointing in a car
that arguably dened this sector.
Our own view hasnt prevented the
driving populace at large from taking to
the RAV4 in large enough numbers to
rank it as one of the most popular
SUVs, in spite of the relatively high price
at least the equipment specication of
high-end versions make the price seem
easier to swallow, not to mention a
tendency to hold its value well
second-hand.
The mutation from funster to family
car has reached its conclusion with the
new generation introduced in 2013. Of
our rst driving experience our
correspondent wrote: The RAV4 has
morphed into an aggressive-looking
sharp-cookie that disappointingly
blends all too well with the rest of the
19-strong mid-size crossover SUV
pack. Thats not to deny the quality
and practicality of the latest model,
which is also faster and more poised on
the road than the earlier models,
attributes that combined so well with
the smart auto transmission and
improved ride quality to earn the latest
RAV4 a highly recommended accolade
in our latest 4x4 of the Year contest.
WHICH ONE TO BUY
The original RAV4 has classic value,
and even though you shouldnt have to
pay much more than 500 for one in
good condition some dealers are asking
close to 2000 for high-specication
examples with well over 100,000 miles.
The range included base, EX, mid-
range GX and range-topping VX trim
levels, but here were also special
editions worth looking for including
Edge, Freesport, Heat, Reebok and
Giant. One of the more attractive deals
we saw was for a red three-door GS
from 1996 with just 70,000 miles on it
with an MOT and full Toyota service
history going for 525 at Huzaifa Cars
(07815 945949). The rst RAV4 was
funky, but with 1500 to spend wed
rather look at one of the neater, better
performing second-generation which
has less classic value but is a more
engaging car to drive. These were
originally badged NV, NRG, GX and VX,
this changing from 2004 to XT2, XT3
and XT4 trim levels. Even the base
model has air conditioning and electric
front windows, mid-range includes
electric sunroof and alloy wheels,
high-end models include a CD
auto-changer and leather upholstery.
For 1500 you will be looking at a
relatively low-specication version, but
be aware that the base 1.8-litre NV was
two-wheel drive. Keenest offer we
spotted was the 2000 NRG 3-door,
silver with air conditioning, 16-inch
alloys and one-touch electric windows
for 1500 at VTG Vehicle Supermarket
of Nuneaton (01163 664066). Expect to
pay 2000-3000 for a high-mileage
run-out 2.2 D-4D XT3, 3500 for a
leather-upholstered XT4.
For family users most interest will
focus on the third generation from
2006, featuring better performance,
economy and safety features through
the range. Badging ranged from a base
LE through XT3 and XT4 to XT5, but
with T180, XT-R and SR180 offering
extra value equipment levels. The XT3
and XT4 were the most popular and
therefore most numerous second-hand,
youll pay 4000 for a reasonable
mileage early example, more like 5000
for a well-maintained one with low
mileage. Note that the T180 has no
spare wheel, check that the one you
buy has a get-you-home or tyre repair
kit. We spotted a smart green 2006
model with a long MOT and 84,000
Specifications
Toyota Rav4 1994 2000
2.0 16v
Engine: 4cyl/1998cc
Toyota Rav4 2000-2006
2.0 VVT-i
Engine: 4cyl/1998cc
2.0 D-4D
Engine: 4cyl/1995cc
Toyota Rav4 2006-2013
2.0 VVT-i
Engine: 4cyl/1998cc
2.0 V-matic
Engine: 4cyl/1987cc
2.2 D-4D (140)
Engine: 4cyl/2231cc
2.2 D-4D (180)
Engine: 4cyl/2231cc
2.2 D-CAT
Engine: 4cyl/2231cc
Transmission: Five/six-speed manual, four-speed/
CVT/six-speed automatic
4WD: Permanent
Suspension:
Front: Independent, coil springs
Rear: Independent, coil springs
Brakes: Ventilated discs front, discs rear
Tyres: 225/65R17
Length: 4395mm
Width: 1815mm
Height: 1685mm
Weight: 1465kg
Towing capacity: 1500kg
miles going for 4995 at SW Trailers
(07999 511732), full leather interior,
electrically adjustable drivers seat and
privacy glass.
The XT-R from 2008 is one to look
for, the specication including electric
sunroof, privacy glass, dual zone
climate control, plus Bluetooth
connectivity, cruise control, parking
sensors and 17-inch alloys. Park Road
Garage of Bedford (01234 843272) was
BUYING USED
Toyota RAV4
offering a 95,000 mile example for
6490, silver with a full Toyota service
history and a long MOT. Alternatively
the sports-themed SR-180 with the
higher-performance 2.2 D-4D engine
has18-inch alloys, extended
wheelarches, run-at tyres and
dark-tinted headlamps, Rycote Motor
Company, Oxfordshire (01844 279000)
had a smart grey 2009 model with
electric sunroof, 99,000 miles but with a
full service history on offer at 7990.
Naturally facelifted models for the
2010 model year are more desirable,
these had the more efcient Optimal
Drive turbodiesel and Valvematic petrol
engines. The high-specication XT-R
was also available in Style and Premium
Nav form. Theres a good selection of all
of these around, Cargiant (08444
824110) were asking 11,000 for an
XT-R in Decuma Grey with leather
upholstery and a CD multichanger. Pay
up to 17,000 for a run-out example of
2013, though this should be a pristine
low-mileage example, like the silver 2.2
D-4D at Motorpoint of Peterborough
(01733 737096) priced at 16,999 with
7000 miles, equipment including rain
sensing wipers, auto headlamps,
dual-zone air conditioning and
Alcantare leather upholstery.
Meanwhile theres already a good
selection of nearly-new examples of the
current model on offer at Toyota
dealerships around the country, some
offering remarkable savings over the
new list price for example Oakmere
Toyota were offering a top-specication
Invincible 2.2 D in mahogany metallic
with 3000 miles on it for 24,450,
comparing well with the 28,500
showroom price on a new example.
LOOK OUT FOR
ENGINE
Petrol engines on early models need a
cam belt change every 60,000 miles, so
be wary when buying anything with
120,000 miles showing, check if the
work has been done and if youre not
sure argue 250 or so off the price to
allow for the cost of replacement.
Check the state of radiator hoses, split
hoses arent uncommon and a sudden
loss of water can lead to overheating
and a failed head gasket. Even on later
models with the VVT-i or Valvematic
engines check for signs of leakage from
the water pump, which can also lead to
sudden overheating; even if there are no
signs of leaks, listen for squeaks or
shrieks from the pump pulley indicating
bearing wear. With the VVT-i and
Valvematic engines listen for rattles or
clicking sounds that could indicate
problems with the high-tech valve train.
Check that the engine runs sweetly and
all dashboard indicator lamps go out
after start-up, exhaust sensor failures
are not unknown leading to erratic
running. The turbodiesels are generally
reliable but water pump failures can
lead to head gasket failure, so check for
water leaks, also check for oil leaks
around the timing chain cover. The
D-4D consumes a lot of oil, check the
level before you buy and also frequently
thereafter. Clogged diesel particulate
lters can cause problems on later
models, excessive fuelling during the
burn-off phase can lead to excessive
engine wear.
DRIVETRAIN
Transmissions are generally trouble free,
reject any manual with a notchy or
baulky shift quality. The clutch action
should be lights and progressive, if its
snatchy or theres too much pedal
movement pick another car. Any
juddering or shuddering from the clutch
Top and above: 2008
models, now only four
door. Fully folding rear
seats offers a large
and completely at
load area
Left: Later models
have the spare wheel
inside the vehicle,
but it remains with its
rear door, rather than
hatch option
could point to impending failure of the
dual-mass ywheel. The CVT
transmission takes some getting used
to, check on a test drive that it doesnt
seem to allow the engine to over rev too
much. Wheel bearing failure is not
unknown, listen for a distant drumming
or groaning noise, if youre not sure jack
the car up and check that theres no
excess sideways play on any of the
wheels. Check for kerbing damage on
the alloy wheels, not only from an
aesthetic viewpoint but also to be
aware that tracking might have been
put out, leading to excess tyre wear.
CHASSIS
Rust isnt unknown on the oorpans of
early examples, or on bodywork under
the plastic cladding panels. Dont buy
an older car unless it has an MOT. Few
RAV4s will have been used off-road, but
its worth having a look underneath to
Or you could consider
SUZUKI GRAND VITARA
Suzuki was quick to follow Toyotas lead as
the RAV4 developed into a family estate,
launching the Grand Vitara in 1998 as a
comfortable and road-friendly expanded
derivative of the original Vitara. The Grand
Vitara may be a little more compact than the
RAV4 but it has an edge in off-road ability by
sporting a dual range transfer gearbox,
marking it as a better bet than a Toyota if you
intend to do some off-road adventuring the
short-wheelbase version is ideal for that role.
Engine options in the early ve-door version
include a 2.0-litre Peugeot diesel, a 2.0-litre
petrol four or a lively 2.5-litre petrol V6. If you
need more space the XL-7 offers seven-
seater versatility. The new model from 2005
offers better ride from its all-independent
suspension and more renement from
smoother and more efcient engines. Expect
to pay around 7000 for an average-mileage
1.9DDiS from 2009.
NISSAN QASHQAI
The Qashqai may well be an SUV in name
only, shifting the off-road on-road crossover
compromise almost entirely on to tarmac,
but thats unlikely to be a concern for
anyone considering a modern RAV4 either,
so we can only point to the remarkable
popularity of the Nissan as a reason to
consider it. The styling isnt particularly
striking and the interior a bit on the bland
side, but equipment is good through the
range and the 2.0-litre engines are smooth
and responsive whether mated to manual or
CVT automatic transmissions. Most buyers
chose two-wheel drive versions, so make
sure the one youre planning to buy does
have the All-Mode 4-wheel drive system;
note that from 2011 the 1.6dCi turbodiesel
was made available with 4ED and stop-start
technology for ultimate economy. Pay
around 7000 for a four-year-old Visia or
ve-year-old Tekna.
KIA SPORTAGE
Originally something of a rough-edged
budget plaything, the Sportage has grown
into a serious competitor for the likes of
the RAV4 with its smooth and powerful
petrol and diesel engines, all-independent
suspension and good-value equipment
specications. Even the rather dumpy-
looking 2005 model is worth considering
as a reliable low-cost family runabout,
since the interior is well-appointed,
comfortable and practical, and a high-
specication run-out 2010 XE shouldnt
cost more than 8500. The latest version
launched in 2010 is a much smarter
proposition all round, with striking modern
looks and rened 2.0-litre common-rail
turbodiesel, pay around 12,000 for a
KX-2 of 2010 with part leather and a
panoramic roof to 25,000 for a nearly-
new 2014 top-specication KX-4 with just
400 miles on it.
see it there have been attempts to hide
sill damage under ller and paint. Make
sure the car rides stably and doesnt
wobble about too much in corners,
suggesting excessive wear to the
springs and dampers; anti-roll bar
bushes can wear leading to similar
cornering sloppiness. Steering column
joints and track rod ends can wear
leading to a vagueness in the steering,
though knocking or clicking noises can
also indicate worn CV joints. Check that
the car brakes smoothly, especially on
later models, where discs are known to
warp after heavy braking and may need
to be replaced.
BODY AND INTERIOR
Corrosion shouldnt be a serious
problem on later models. One aspect to
check on the third generation car is that
the tailgate operates smoothly and
hasnt sagged from the weight of the
spare wheel. Note that the rear door on
cars with door-mounted spares wont
open fully; a checkstrap prevents the
door opening far enough for the spare
wheel to obscure the taillights. Many
owners removed the checkstrap or
replaced it with the one from the T180,
which does not have a rear-mounted
spare. Some will even have changed
the entire door for one without a spare
carrier, if so check that theres a tyre
repair kit, or if the car was specied with
run-at tyres check that such tyres are
still tted. Electrical problems arent
unknown, so check that all electrical
items, such as electric windows, stereo
and, on premium models, the satnav,
work properly. 4x4
Below: This 2010
interior shows the
integral satnav and
a neat squashed
steering wheel
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BOB COOKE
It was almost as if a virtual mirror had appeared
from out of the greenery only the reection was
bigger, bluer and a whole lot more expensive
Squaring up
W
hen my Jeep Cherokee
unexpectedly encountered
a Mercedes-Benz G-Class
on an off-road outing, I
couldnt help marvelling at
how closely the Steyr Daimler Puch designers
had referred to the Jeeps classic squared-up
shape when styling the bodywork of their new
off-roader
Oh, all right, the G-Wagen came rst, and
the designers wouldnt have taken their styling
cues from the Cherokee of the time, which
was a much bolder and more rounded truck
than the compact and boxy XJ. It did get me
thinking about roots, however. It seems the
name of the man who designed the G-Wagen
is lost in history, which is a pity because the
Austrian rm that builds the G-Class now
Magna Steyr but originally Steyr Automobiles
did have some classy individuals in their
employ, for instance Hans Ledwinka who
designed the beautifully aerodynamic Tatra
T77 of 1933 (and came up with the air-cooled-
engined backbone chassis design that
inspired the rst Volkswagens) and none other
than Ferdinand Porsche, who designed the
hilariously-named Raupenschlepper Ost
(actually, it just means caterpillar tractor) to get
German artillery to otherwise inaccessible
parts of the Eastern Front. Armed with this mix
of sheer automotive artistry and unstoppable
off-road practicality, youd think theyd come
up with something a little more appealing than
a Tonka truck that actually isnt as unstoppable
as G-Wagen enthusiasts keep insisting.
The XJ Jeep may have come later, but
oddly enough its classic shape which one
American writer says is possibly the best SUV
shape of all time, it is the paradigmatic model
to which other designers have since aspired
came largely from a man whose previous
efforts include a car probably most famous for
being driven by Brendan Fraser in Looney
Tunes: Back in Action, the AMC Gremlin,
which may have been an innovative design but
can hardly be considered a styling icon. He
apparently wasnt involved in creating an AMC
car that deserves much more credit than it
ever enjoyed, because it predated the current
maelstrom of models that dont really know
what they are 4x4s that are more at home
on the road than off, more like saloons than
estates, in other words the crossovers. The
original crossover was the AMC Eagle of
1980, which incidentally used the British-
designed Formula Ferguson permanent
four-wheel drive system. It was remarkably
stylish for an American car, and popular
enough to see AMC through the rough patch
when its Jeep commercial truck business
suffered a downturn.
It was Richard A. Teague, AMCs vice
president of design, who headed work on the
XJ Cherokee, which started back in 1978, at a
time when AMC was tied nancially with
Renault, and its quite possible that the Eagle
concept helped shape the eventual
mechanical make-up of the XJ Cherokee.
Since the Steyr Daimler Puch team were
tasked with creating a rock-hard military
off-roader its hardly surprising that they went
for a box with maximum capacity for the body
and a beam-axle on separate chassis layout for
a car that didnt demand aesthetic appeal. The
AMC team, however, were looking for good
handling, compact comfort, fuel economy and
European appeal, hence the decision to make it
a monocoque albeit with a reinforced oorpan
to save weight and a body style that basically
shrunk the curves out of the previous
generation Cherokee, ending up with the same
sort of box that features on the G-Class, only a
little longer and a little leaner.
The G-Class has a reputation for being
excellent off-road and tougher than old boots.
Yet its the Cherokee XJ thats been described
as one of the 20 greatest cars of all time, and
due to its toughness and reliability was also
selected in 2011 as one of 10 cars that refuse
to die by US-based business adviser
Kiplinger, in there along with rear-wheel drive
Volvos, Subaru estates and the Mercedes-
Benz 300D. And, on reection, you can take it
from me that the Jeep Cherokee is a lot lighter
and more comfortable than a Mercedes-Benz
G-Wagen on the road, and almost as good
off-road. In fact, when I think about it, dollar
for dollar, its a whole lot better. Bob
From left to right: Mechanical megasnail - Ferdinand Porches Raupenschlepper. Aptly named Gremlin - daffy as Daffy Duck. The original crossover - the AMC Eagle
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com August 2014 5

4X4 OFF-ROAD QUOTE OF THE MONTH

Quick and easy DIY t

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Perhaps the most practical and sensible

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