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A TOURER FOR THE OUTBACK

Custom 4X4: 79 ‘Cruiser The ’Cruiser for the Outback

This kitted 79 Series was built to be put to the test – not only does it look great, it eats up the Outback like it was meant to do!

 

The NSW Central West is the gateway to the Outback for many New South Welshman. It’s surrounded by harsh countryside and long expanses of country highways. The four-wheel drive is the obvious vehicle of choice for this landscape. But what good is it if you have to travel back to the big smoke to get the gear and servicing you need?

 

When Aaron Toll, the local Dubbo panel beater, became the agent for the well-known Dobinsons suspension (and now accessories) he wanted to put his money where his mouth was and build a robust and functional truck – suited for the country to the west – not only to put the products to the test, but to get his young family into the Outback like the rest of us. Just back from its maiden 10,000km Outback trip, the proof is in the pudding. We are happy to report that (besides a couple of bracket failures) this no-fuss bulletproof build killed it.

 

But first, the giant grey elephant in the room. I hear you all saying: “This is just an ad for Dobinsons.” I read your Facebook comments. Well, I guess it partly is – but only by coincidence; I eyed this truck off driving through town one day and I can tell you it wasn’t the stickers that got my attention… it was the attention to detail and the bespoke canopy sitting on the back. After chatting to the owner who is a four-wheel drive nut, just like the rest of us, it was destined for these pages!

 

Canopy

Being a panel beater, Aaron was never going to buy something off the shelf. Before the ute even arrived, the canopy was put together in what has been years of evolution. After using a range of different materials on his previous utes which had failed to stand up to the rigours of the Outback, a steel-framed body was chosen to support aluminium composite sheeting (commonly used in caravans and camper bodies) to create an insulated and lightweight canopy.

 

Inside the canopy are two sets of slide-out draws to keep things tidy and secure, while the big fridge sits inside the well-known MSA drop slide. The internal wiring, lighting and switch panel have been put together by the local auto-electrical mob who have done a very clean job, keeping things easily serviceable and simple to understand.

 

Making use of the abundant space underneath the canopy sits an 80L poly water tank with an electric pump and a tap sitting neatly on the rear beaver panel. The second battery also sitting under the canopy, in a custom cradle, saves space inside the canopy and keeps the weight lower.

 

Body and chassis

To make this vehicle stand out from the crowd, all of the Dobinsons barwork has been powder coated in a silver-textured finish which I reckon looks great on the gunmetal grey body. It’s hard to ignore the stainless steel Patrol Docta snorkel sitting prominently up front, attached to the Patrol Docta airbox. One of the neatest and cleanest snorkels I’ve ever seen.

 

Keeping things comfortable is a sensible Dobinsons MRR 2-inch lift kit with 800kg rear leaves to support the loaded canopy and trailer. Keeping it connected to the road, custom-drilled KMC wheels were chosen with different offsets to correct the narrow rear wheel track. These are wrapped in 33-inch BFG KO2s which Aaron says are a perfect match for Outback touring.

 

Engine and interior

After struggling to get a tune Aaron was happy with to suit the new DPF engine, a local tuner sorted out a sweet tune that gives better fuel economy and that bit of extra power to help with Aaron’s trailer of choice. For the ultimate control on and off the road, a Legendex Thrust Monkey gives 21 throttle choices. The proud owner says when the going gets technical, the decreased throttle sensitivity is gold; but when dragging the camper along the highway the higher sensitivity is a must have!

 

To keep things breathing well, the Patrol Docta stainless airbox uses the larger 200 Series air filter, while the Big Boy Legendex intercooler sits behind that bonnet scoop. To give it that V8 roar we all love, a Legendex DPF-back stainless exhaust keeps it humble on the highway… but open it up and there is that sweet noise.

 

Taking care of the organisation inside the truck, a Department of the Interior centre console covers the details Toyota missed. Overhead, an Outback 4WD Interiors console houses the UHF and adds some much-needed interior lighting.

 

A must have out west is decent communications. Tucked away under the front seat is a Telstra Cel-Fi car kit that gives up to 70dB of signal boost (that’s a lot). No pairing, no cradles, just great mobile reception nearly everywhere.

 

I reckon this is a pretty neat build that any of us would be more than happy to have in the driveway. There is nothing over the top… just a 4WD built for a purpose and that purpose is pretty damn clear!

 

Specs:

Vehicle: 2017 79 Series GXL

Engine: 4.5L Turbo Diesel

Driveline: Standard 5-speed manual/diffs

Wheels: KMC 17-inch

Tyres: BFG KO2 287/70/17

Suspension: Dobinsons MRR 2-inch lift, 800kg leaves

Barwork: Dobinsons custom powder coated

Winch: Dobinsons 12,000lb

Canopy: Custom steel frame

Intercooler/Exhaust: Legendex

Snorkel/Airbox: Patrol Docta

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GQ PATROL: LIKE FATHER LIKE SON

When your old man drives a built GU Patrol (and he’s the Editor of Pat Callinan’s 4X4 Adventures magazine) there was only ever going to be one choice for Kye’s first 4X4…

CLICK HERE TO READ THIS STORY IN OUR ONLINE MAGAZINE

Kye’s old man looks after Pat Callinan’s 4X4 Adventures magazine and contributes to Unsealed 4X4. In a moment when he wasn’t editing images of birds or ants or whatever he does, he happened to flick a couple of photos of a rather neat, near ground-up rebuilt GQ Patrol across our desks.

 

Our first thought was, “Damn, we gotta get this in as a custom;” followed closely by, “Wait a minute… it’s got an Unsealed 4X4 sticker across the windscreen, what gives?”

 

At some time in the solid hour it took us to put two and two together, we worked out it was his young bloke’s GQ. Odd thing is, last time we’d seen the rig was in pieces and more than a few parts missing.

 

We ended up getting Scott to shoot his young bloke’s truck for the mag while they were on Fraser Island no less. And we caught up with Kye to get the low-down on how bad his GQ used to be, and what’s gone into the rebuild. Tell you what, it makes a hell of a yarn!

 

THE VEHICLE

When Kye first got this old darlin’ of a Patrol, it was actually in pretty good nick for its age. It’d spent the majority of it’s life down in Jindabyne before Kye picked it up and took it to the coast.  With 260,000-odd kilometres on the clock. It had been converted at some stage from a TB42 petrol donk, over to the TD42 (running like a hairy dog). It had parts and panels missing, and an interior that’d had all the rubber and soft plastics eaten by the previous owner’s four-legged best mate.

 

From the moment Kye picked her up, the GQ was going to be brought back to her former glory with a rebuild.

 

First thing to go was the engine. The silver-top TD42 had a massive  550,000km on it, with a DTS turbo kit bunged on to get her up and giggling a little quicker. As the engine was essentially an unknown quantity, and wasn’t the happiest-sounding TD in the world, Kye and his uncle tore it out, sent it to Queanbeyan Diesel Service and had it completely stripped down. From there it got the works – full acid bath, head, rods and crank testing, as well as a set of brand spanking new ceramic-coated pistons. After the check over and new pistons it all got thrown back together (with new ancillaries) and put back in the GQ.

 

The bodywork was another sore point on the old girl, with flaking paint and a bit of surface rust on the roof A bit of time with the sand paper and a  lick of factory grey over the top brought the paintwork out looking just as good as new.

 

After sorting the rest of the body panels and missing pieces out, Kye went about replacing the interior pieces that he needed to complete the puzzle. He ended up with a very neat, straight GQ Patrol… that you just don’t see anymore. From there the most fascinating part of the project began – the mods.

 

This is where things begin to get really interesting!

 

THE MODIFICATIONS

Of course, after building it up back to factory spec, the first thing Kye did was modify it again; but to his taste and quality. He said good-bye to the DTS turbo kit and factory pump and installed a 12mm pump by Bailey’s Diesel, with injectors to match, as well as a UFI TD05 18G turbo.

 

It’s pretty common knowledge that the TDs will put down some rather nice power figures, but the trick is to keep them cool after you’re pouring fuel in. To this end he’s thrown in a PWR front-mount cooler, helping to keep the intake temp subdued.

 

After a couple of thousand kilometres run-in period, off to Bailey’s it went again. It got put on the dyno with the fuel turned up to 11. This thing’s making a respectable 207hp and 546Nm of torque. A Fatz Fab custom airbox and snorkel get the intake out of the dirt, and allow the big GQ to wade deeper than the hubs.

 

Keeping the Patrol firmly attached to the ground Kye’s got a set of King Coil 3-inch lifted springs matched with 4-inch front and 5-inch rear shocks for articulation. These push down onto Mickey Thompson MTZ P3s in 285/75R16 spec, which he loves as they give a solid compromise between running the muddy trails and performing well on the blacktop. The rest of the running gear has been left as Nissan envisioned it. If nothing else, the GQs are known for their bulletproof drivelines.

 

Looking after the shiny new body panels Kye’s got an ARB Deluxe bar housing the Runva 11XP winch (not that he’d need it, driving a Patrol) and a set of Ultra-Vision Nitro 140 spotties giving him daylight in front of his 4WD no matter the time of day. Headlights have been upgraded to HID to replace the two candles they put in the front from factory, as well as completely replacing the factory headlight reflector assemblies. He’s also attached a set of Millweld sliders to keep his doors and sills straight.  

 

In the interior, there’s a Uniden UHF looking after comms and a touchscreen double-DIN stereo on DJ duty. EGT, water temp and boost gauges complement the factory gauges in the cab so Kye can keep a close eye on what the angry TD up the front is doing. Being a wise young bloke (and probably with some advice from his old man), he’s got a fire extinguisher,  a fire blanket and a first aid kit in the Patrol just in case of bush emergencies.

 

Out the back, he’s got a quality set of Full Boar 4X4 drawers for keeping all his gear organised, as well as a CFX50 fridge looking after the beers (well… soft drinks… Kye is only 17, after all).

 

FUTURE MODS AND KYE’S FINAL THOUGHTS

Considering Kye is just 17 years old, this truck has come a hell of a long way from the run-down bucket of bolts it was when he got it – especially working with an apprentice chippy’s wage. Funnily enough, after the engine rebuild, the very first run after it was tuned was up to Fraser; and it didn’t miss a beat.

 

When we asked him what his favourite mods were, he laughed, explaining to us: “All the engine work would have to be the top, simply because the Patrol will get up and move when I need it to; but also the paint and bodywork – simply because it makes the truck look clean and neat. You can have all the fruit, but with a dodgy body it still just looks like an old beater.”

 

Kye tells us the GQ isn’t finished. But what 4X4 ever is, really? Besides a long-range fuel tank and water tank behind the Full Boar 4X4 drawers, he wants to get the gearbox looked at (as there are a couple of grumpy synchros); and he wants to add a rear bar to the wagon to get that heavy 33 off the barn door.

 

All in all you’ve got a very neat GQ, mate; that you’ve built up bloody well. It’s not very often we get to see the older trucks that have been done so well and restored back to their former glory.

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HOW TO AVOID DISASTROUS CAMPING TRIPS

“The kids are feral and my wife’s got the s#!*s”!
How to avoid turning your family camping trip into a complete disaster

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Tired of watching the kids sitting on the iPad or flogging your mobile phone, feeling inspired by a Sunday session of back-to-back outdoor lifestyle TV shows, a thought pops into your head. “Hey sweetheart, we should take the kids away camping.”

This could be the start of something wonderful creating lifelong memories, or a zombie apocalypse gone wrong. My father once said to me: “Make the first experience a good one or they will never want to do it again.” Over the years, I’ve applied this to a couple of different things but we won’t go there.

 

HOW IT ALL STARTED

Thinking back to my first trip away with the family we did a few things right and a fair bit wrong. We can laugh about it now but at the time it was a complete failure of the highest order. For example, we were smart enough to pick a campground close to home in case we forgot anything… but I ended up returning home on four separate occasions for minor things like pillows and the winder to the caravan. In the end, we left the caravan there and drove back home. That’s right, folks. We did not even stay the night.

 

I’m pleased to say it was not the beginning of the end for our family adventures and over the years we have learned some tricks to make life easier and ensure things get off to a smooth start.

 

DO THESE FIVE THINGS AND YOU MAY JUST SURVIVE
one

Make a list of things you will need to go away with and tick them off as you pack them. Keep the list for future trips so you don’t have to rethink it every time. Sounds simple but it has saved me so many times.

two

Don’t be that guy that tries to set up the tent or caravan for the first time when actually on the trip. Practice makes perfect and you will become quite proficient (which means you will be kicking back in your favorite camp chair a lot sooner).

three

Pick a caravan park or campground relatively close to home in case you forget something or you need to pull the pin early. As tempting as it may be, don’t be lured into driving for eight hours one way on your first trip. Keep the ‘are we there yets’ to a minimum for everyone’s sanity.

four

Choose a spot with amenities. Hot showers, clean toilets and power go a long way to keeping everyone in good spirits. Yes, in time you can go full Malcolm Douglas – drinking rainwater and hunting feral cats for dinner – but ease into it as you become more prepared and knowledgeable.

five

If possible, visit the place before your trip so you know the layout. Pick a few spots where you would be happy to set up camp and ask if they’re available when you’re making the booking. Trust me, you don’t want to be put on a site near a busy road; or next to the dunnies when Ivan wants to kick a brown clown out of the circus after a bad prawn curry.

 

EXTRA TIPS (BECAUSE THIS STUFF IS IMPORTANT)
  • Get the kids sorted first! Feed and water them, stick them in the shade and give them something to do before you start setting up camp.
  • You don’t have to set up in the middle of the day! Yes, if check-in is 11.30am arrive then, drop your gear off and go find something fun to do until later when it’s cooler. Trust me, it’s a marriage saver.
  • Pay for the extra night and leave when you want. It beats getting booted out by 10.00am. Enjoy the day and take your time packing up.

 

PAT’S TIPS FOR TRAVELLING AUSTRALIA WITH THE FAMILY
  1. Keep them entertained with exercise… everyone will sleep better for it
  2. Keep them safe… especially in areas where campfires are permitted
  3. Involve them in day-to-day activities… camp cooking is a great skill to learn at an early age
  4. Get them taking images and videos to show their friends back home
  5. Encourage them to write a daily journal… it keeps them reading and writing instead of looking at screens

 

PRODUCTS EVERY TRAVELLING FAMILY NEEDS
  1. An iPad or tablet device. If all else fails, chuck on a cartoon and enjoy some peace.
  2. Baby wipes. Pretty obvious, no need to use your imagination.
  3. Small sporting equipment. Soccer balls or Frisbees take up little space.
  4. Music for the kids! Be fair and share the radio (even if it hurts, bad).
  5. Their favourite toy. Space is at a premium, so ensure they will use it.
  6. Sun protection gear. Sunglasses and rash shirts are good ideas.
  7. Seat organisers. These are great for storage, and they allow the kids to manage their part of the vehicle.
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KEEPING IT REAL: CUSTOM WILDTRAK TOURER

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 Smart modifications are what it’s all about when building a tourer. This Ranger is keeping it real.

Meet Matt, and his Pride Orange 2016 XLT Wildtrak Ranger. I first met Matt on a beach run up north of Perth, and I was struck by the ‘hero’ colour of this Ranger. It’s photogenic to say the least; but looks aren’t everything, it’s pretty capable too! These are two reasons he upgraded from his GU Patrol, and although moving to modern IFS from a solid-axle setup isn’t quite as bulletproof, it makes up for that in touring comfort.

 

Starting at the rear, he’s paired the tub with a Flexiglass Flexisport canopy, and a custom-made pair of drawers from Custom Installations. His Engel 60L lives permanently on a fridge slide in the rear, alongside another drawer with the usual mix of recovery gear and camping gear. One thing I really love about the fridge slide is it extends to become a kitchen bench.

 

The rear drawers and false floor also provide storage for a Bosche 120Ah AGM, Redarc BCDC and a 5kW inverter.  That’s right, 2 x 2,500W channels … so if you’re ever needing power for your microwave or Thermomix at camp, just hit Matty up for some juice.

 

On the back deck, Matt has plumbed in several DC outlets, USB charging ports and a voltmeter to monitor the dual battery system. An ARB Summit adorns the front, with a pair of LED 9-inch spotties; while a Uniden 6db whip antenna is plumbed back to the Uniden UHF in the cabin.

 

Atop the vehicle are heavy-duty Rhino Racks, with rod and kayak holder fittings, and a 2.5 x 2.5 metre awning off the port side. The lift is a modest 2-inch Dobinson all-round, making room for 34-inch Nitto Terra Grapplers. An onboard air compressor makes airing up easy and the factory-fitted electronic locker provides great traction for the rear. At the back of the vehicle there’s also a factory Hayman Reese towing setup.

 

I asked about what he’s been up to in this rig. Matt and his lovely lady Holly have recently been up to Exmouth and the stunning Coral Coast, then all the way down past Perth and south to the Margaret River region which is packed with wineries, chocolate factories and forests … perfect for a bit of pampering of the fairer half!  

 

Matt is planning on heading up Broome way, but his plans that I like the most are the ones for ‘everywhere and anywhere’ … sounds like a very good strategy, Matt!

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PETROL-POWERED HILUX WITH A BOWER BOLTED ON THE SIDE

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Not wanting to go near a diesel-powered D4D HiLux, simply because of the early issues with the injectors locking open and popping engines, Matt Bell picked up this 1GR-FE powered ’Lux about seven years ago. He wasted no time bolting the Raptor V supercharger kit on it, adding some more fuel, and dootsing up the beach like there’s no tomorrow. We caught up with Matt (actually, he caught up with us… really easily too) out on the beach recently, and he let us have a gander at it – and filled us in on all the little bits and pieces his old girl’s got running under that sleek black exterior.

 

The vehicle

This ’Lux started life in 2006, being one of the first of the GGN25 model HiLuxes to land in Aus. It got bunted about for a couple of years as a general runabout, until Matt got his hands on it in 2010 – stock as a rock. As you can see, it’s changed a little from a stock HiLux… with a blower, lift, camping mods, and a few extra bits and pieces.

 

Matt tells us he went for the 1GR powered ’Lux simply because back in 2010 when he picked this up, it was the only thing around with a big petrol engine; and a ute was more practical than, say, a Prado… and a damn sight better looking than the Y62 that came along a couple of years later (and he also got to keep his man card – apologies to the Y62 owners out there, I just can’t bring myself to not make fun of them).

 

The bolt-ons are where things get interesting with this HiLux – instead of going and finding himself a blower off the actual TRD HiLuxes (back when TRD meant more than just a sticker kit and front bar) and bolting it on the side of the 1GR, he’s gone completely aftermarket. Intake, induction, exhaust, cooling, the works… all have been modified to get the most out of this bus.

 

After Matt finished showing off in front of us on the beach (in a controlled manner naturally), we got a good look at his truck and even got some photos too. Be warned, this may even sway some of the most steadfast diesel diehards to think long and hard about a blown 4.0L.

The modifications

Straight off the bat, Matt hasn’t messed around with off-the-shelf stuff for the HiLux. Just looking at the barwork proves that point: A Buds Customs plate front bar, Phat Bars angled sliders, and Phat Bars 5mm underbody bash plates covering the radiator to diff, diff to gear box, and box to transfer. He’s also got a full set of rock crawling lights under the cab. In the front bar Matt’s got a Runva 11XP low-mount winch with synthetic rope, and up on top of the bar there’s a 20-inch Great White LED light bar and pair of GME UHF aerials, and a 42-inch Stedi up on the roof.

 

On suspension duty there’s a set of Monster Rides damper adjustable coilovers raised three inches in the front, and a set of 2-inch extended shackles with Dobinson MRR Remote Res shocks. There’s also a 2-inch body lift fitted to get the cab that much higher, making room for the Achilles Desert Hawk XMTs in 305/70R17 wrapped around Fuel Boost 17×9 alloys with –12 offset.

 

Helping the ’Lux pull up after getting off boost, Matt’s done the front conversion to 120 Prado 338mm discs and callipers, and fitted a set of DBA T3 slotted rotors while he was in there.

 

Moving to where the fun starts – the engine bay – Matt has gone a little bit silly with the mods, but we’ll be buggered if it isn’t simply awesome. He’s thrown a Raptor V supercharger at the 1GR with a 7psi pulley, a Power Mod piggy-back ECU, PSICO Performance air box, 725cc Injector Dynamics injectors, Aeromotive 340lpm fuel pump, and two Radium Engineering catch cans… because well, blow by. Feeding into the PSICO air box he’s got a 4-inch snorkel also by PSICO and a full 3-inch Hurricane exhaust system from the long tube extractors all the way to the back.

 

Inside the cab Matt’s got some tasteful mods, without overdoing it. Up the front he’s got both GME and Uniden UHFs looking after comms, an Alpine head unit with a bunch of Alpine speakers and a 1,000W Pioneer sub taking care of the bottom end. Gauge-wise there’s a set of Prosport gauges in oil temp, water temp and oil pressure. There’s a set of custom drawers built into the rear seats, with a pair of 100Ah batteries back there. DC-DC charging is managed by a CTEK Dual 250S with the Smart Pass unit, and a Waeco CF50 is keeping the beers cold.

 

Final thoughts and Matt’s advice

Considering the majority of ’Luxes we get to see are of the turbo-diesel variety, it’s refreshing (and more than a little amusing) to see a blown 4L petrol boosting around. This thing absolutely goes like a shower of the proverbial, and would do us in a pinch for a bloody quick fishing and camping rig.

 

After yarning with Matt for hours about his bus, here’s a couple of pieces of wisdom he threw at us: Make your mind up whether you want auto or manual before you buy it and mod it, as the auto conversion is on the list for Matt; and bolting a blower on the side of a 1GR-FE is the greatest thing he’s ever done – saved him all kinds of hassles trying to shoehorn a V8 in there, and gets him just as much power.

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TOYOTA 70 SERIES LONG-TERM REVIEW – 10 YEARS IN THE MAKING

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UNSEALED 4X4 SUB-EDITOR TREVOR LANG RUNS US THROUGH THE HIGHS AND LOWS OF LANDCRUISER OWNERSHIP.

Early in 2008, I drove a new LandCruiser out of the Toyota dealership at Bathurst. The paperwork described it as a ‘Toyota LC Military Workmate 4.5L T-Diesel Manual Single C/Chassis’. I dubbed it the LangCruiser – and it’s still doing sterling service in 2018.

 

I’ve heard it referred to as a 70 Series and a 79 Series. In simple terms it is a 4WD light truck boasting standard 3.3-tonne GVM, a rugged no-nonsense attitude and seating for 2.5 adults. It has vinyl on the floor and a steel dashboard. No electric windows and no automatic transmission. If I want to get serious in the scrub, I have to get out and lock the front hubs in by hand. The air-conditioning works brilliantly.

 

The accessories I chose included a steel bullbar, a tow bar, a ‘non-genuine’ steel tray and rubber floor mats (after 194,000 kilometres, the driver’s side floor mat is showing some signs of wear). The total price was just shy of $60K… money well spent, I am happy to report.

 

Early in its career the steel tray was modified with the addition of a heavy roll bar and a rack extending over the cab. I mounted an 80-litre auxiliary fuel tank on the roll bar, raising the total fuel capacity to 260 litres. A large aluminium toolbox was bolted into the tray.

 

I bought the LangCruiser because I wanted a solid and reliable long-term vehicle that could go just about anywhere, carry heavy loads and tow heavy things. I have covered large parts of Australia in it during the past decade… it is very comfortable to travel in for one or two people. It has carried (and towed) massive loads with great ease. I have used it to commute to the city quite a lot; and it’s also done its fair share of rough country 4WDing in the Outback and the bush.

 

Modifications

In the course of 10 years, the vehicle has seen a few important changes. The OEM Toyota rims were swapped quite early for wider black steel aftermarket rims with tubeless rubber. The Toyo Open Country tyres currently on these rims are brilliant.

 

In 2014, I lashed out and had a Steinbauer performance module installed – together with a 3-inch exhaust system. This proved to be a great investment which boosted the engine’s already considerable power and also enhanced its fuel economy. A secondary diesel filter kit was mounted in the crowded engine bay to keep things running clean.

 

A few months later I was asked to ‘test’ a Terrain Tamer suspension upgrade. That meant bolting in a full set of quality aftermarket springs and shockies and it resulted in a modest 50mm lift. The new suspension transformed the Toyota… and needless to say the Terrain Tamer gear is still there and still performing beautifully.

 

The fine people at Terrain Tamer also asked me to evaluate one of their Heavy Duty Radiators in 2016 – and thus another quality component became a permanent part of my 4WD.

 

I’ve put a UHF radio in the dashboard along with a decent stereo head unit. The main speakers for the stereo are mounted in plastic tool boxes placed on the floor behind the seats. I built a clever little centre console arrangement behind the gear levers to carry a drink bottle and a few other small items. I carry a fire extinguisher in the cab, mounted in front of the passenger seat. The LangCruiser also has an electronic trailer brake controller fitted and it’s wired with an Anderson socket at the rear of the tray.

 

I ditched the feeble original horn and put in a pair of aftermarket ‘Freeway Blasters’ that tend to make other drivers notice my presence. There’s a pair of LightForce spotties mounted on the bullbar… they’ve been there for ages and they do a great job. The UHF antenna also serves as a handy height gauge – I know if that bastard fits under a low clearance sign, then everything else will too.

 

Where has it been?

Central Australia, all over New South Wales, lots of Victoria (including the High Country), large parts of Queensland and much of South Australia. It still has some unexplored places to discover. It’s been to the city too many times to mention. It’s been a beast of burden for a number of building jobs.

 

What has it towed?

Well… there’s been a camper trailer; a steel box trailer loaded with building materials, camping gear, furniture, firewood, tools and/or garbage; small cars; large 4WDs; and even a medium-sized tip truck that got stranded on a steep construction site. Nothing much phases it really.

 

Mechanical issues

This has been (and continues to be) a really reliable truck. It gets serviced regularly and I always use high quality oil. I’ve had to replace its battery once; and I think it’s on the third set of brake pads – due to normal wear and tear.

 

Twice in the past decade I have found water in the primary diesel filter. This triggered a warning light on the dash which could be reset after the water was drained out and the filter cartridge was replaced. I believe the problem was caused by dodgy fuel on both occasions. The engine was protected by its warning system and the valuable secondary filter kit.

 

What do I love?

I really appreciate the reliability and robustness of the LangCruiser. It is always ready to do whatever is required of it. I can climb into it with dirty boots on if I feel like it – there’s no need to fuss about a plush interior. I can drive it more than halfway across a State without having to refuel. I can take whatever I want to along for the ride (as long as I limit the human cargo to 2.5 adults). I know it was an expensive thing to buy when it was new, but I believe it has held its value well. In today’s market, I would struggle to find a new 4WD that I would rather own.

 

What do I not love?

Nothing’s perfect. While it’s a comfortable vehicle to drive, it is NOT comfortable to sleep in. The cab size is limited and a tall person simply can’t stretch out much in there. For me the seat has only one position and it can’t recline through the back wall of the cab. Only an occasional problem; but a problem nonetheless.

 

It is a fairly high vehicle at about 2.35 metres. I don’t love driving around in the city searching for a parking station with a clearance of more than 1.9m; and I don’t love repeatedly feeding street parking meters at about $4.80 per hour. Loading zones can be a real blessing sometimes. I do not love the annual cost of keeping it legal on the road. Even with my enviable driving record, the CTP green slip costs about $550. Add another $865 for registration and I’m up for more than $1,400 in statutory charges every year. Not to mention comprehensive motor vehicle insurance on top of that. It is sadly true that we must pay for our pleasures.

 

Where to from here?

There is a trend these days for people to ‘upgrade’ vehicles every two or three years. Owning the same mechanical conveyance for more than a decade might make a bloke seem strange. In spite of that, the LangCruiser is here to stay. It is more than just a means of transport now; it feels a bit like a staunch and dependable friend. It has evolved over the years to become even more capable than when it was born, and it represents a thoughtful investment in what a primary vehicle should be for me. In terms of mileage it is still relatively young… these vehicles are designed to last way beyond half-a-million kays if they are cared for.

 

There is another disturbing consideration too. Toyota is still the only badge to offer a vehicle like this – but with its newer 70 Series models, the brand has taken the design in a direction that doesn’t quite meld with my psyche. I don’t like the new plastic dashboards or the overabundance of electronic bastardry that supposedly makes 4WDs more user-friendly. I am still content to control my own engine and gears and all the other stuff… that’s what actual driving is all about. Call me old-school if you will but I know I’m not alone.