Western 4W Driver #120 Summer 2021/22 by Vanguard Publishing Perth

AROUND THESE PARTS, GENUINE ACCESSORIES CAN BE NECESSITIES.

120th EDITION Summer 2021/2022

FIRST DRIVE

toyota.com.au *Toyota Genuine Parts/Accessories purchased at and fitted by a Toyota Dealer to a Toyota vehicle which was purchased on or after 01/01/2019, are warranted for the remainder of that vehicle’s Toyota Warranty Advantage period, or 2yrs from installation (whichever is greater). Genuine Accessories purchased at and fitted by a Toyota Dealer to a Toyota ute or van are warranted for 3 yrs/160,000 kms or for 2 yrs from installation, whichever is greater. Genuine Parts/Accessories purchased from, but not fitted by, a Toyota Dealer are warranted for 2yrs from date of purchase. See toyota.com.au for T&Cs. These warranties do not limit & may not necessarily exceed your rights under the Australian Consumer Law. Vehicle shown fitted with optional Toyota Genuine Accessories, sold separately. See your Toyota Dealer. Towing capacity subject to regulatory requirements, towbar and vehicle design and towing equipment limitations. Ask your dealer for Toyota Genuine Towbar capacity and availability details. Alloy Roof Tray and Roof Racks sold separately. Tow bar, tow ball and wiring harness sold separately. T2020-014300 TOY1393

CHEELA PLAINS STATION STAY

GREAT WESTERN WOODLANDS & NORTHERN WHEATBELT bremer bay • GREAT VICTORIA DESERT PORTABLE BATTERY COMPARISON • HILUX ROGUE welding in the bush • jacks for all jobs

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In a rugged and often remote country like ours, a roof rack or bull bar can be an essential, not just an accessory. So, when you’re customising your Toyota to suit Australian driving conditions, insist on Toyota Genuine Parts and Accessories.* Tested to our rigorous standards and designed to be unique to your specific model, they’re what makes your Toyota 100% genuine and keeps it that way.

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Insist on Toyota Genuine Parts and Accessories

WESTERN 4W DRIVER 120th EDITION Summer 2021/2022

OF THE

10 TOP TIPS FOR BEACH DRIVING

Planning your next Make sure you’re fully equipped before you hit the road. For the last 14 years, WA’s own iTechworld has been at the forefront of lithium batteries and jumpstarters. iTechworld’s JS80 is the company’s latest lithium powered jumpstarter and represents a giant leap forward with its ultra-safe design. Designed to prevent user error, the JS80 is equipped with no less than seven safety features, including spark-proof technology and reverse polarity protection. Small enough to be easily stowed away within your vehicle, the JS80 will hold its charge for up to six months. With 3,000 amps of output, the JS80 will happily start any car or 4WD. The JS80 also doubles as a portable power supply, equipped with two quick charge USB ports, as well as a USB-C port for more recent mobile devices and tablets. It is also fitted with a standard 12 volt socket, allowing larger appliances like fridges and compressors to run directly from the JS80.

JS80: Normally $449

Only $349

remote adventure? The only true lithium drop in replacement battery. Designed to operate with approximately 99% of current battery charging systems, iTechworld’s iTECH120X lithium battery is the only true lithium drop in replacement battery. Weighing in at only 12kg, it is a third of the weight of an equivalent 200Ah AGM. With approximately 10 times the life span over traditional batteries, the iTECH120X is the perfect choice for your camper trailer or caravan. Having an IP67 rating, making it heat, water, dust and vibration resistant, the iTECH120X can also be fitted under the bonnet, and it’s backed by a 3 year warranty.

iTECH120X: RRP $1299

Only $1199

Western 4W Driver readers get a further 5% off making the iTECH120x

only $1139 when you use the discount code: 4WD5

iTechWorld’s 100 and 200 watt solar blanket kits offer a convenient solution for charging your battery system when on the go. The kits come with a regulator, 5m extension lead and alligator clips allowing for an easy and quick set up to charge batteries The folding design with an integrated carry handle makes pack up a breeze and the tough photovoltaic panels are shock and hail proof, making them extremely robust.

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CONTENTS

Edition 120 Summer 2021/2022

ADVENTURES Cheela Plains Station Stay

An oasis in the Pilbara .................................................................................................................................................................................................................. 8

Trouble in Paradise

Exploring Bremer Bay ............................................................................................................................................................................................................... 20

Bombs, Railways & Sand

Head into the Great Victoria Desert wth Geoff Lewis ................................................................................................................. 32

Big Desert Grand Circle

Ron and Viv Moon take on Big Desert in western Victoria ................................................................................................. 58

Beyond the Holland Track

To the Great Western Woodlands and Northern Wheatbelt .............................................................................................. 88

In Search of Camponotus inflatus

Goldfields Honey Ant Tours .............................................................................................................................................................................................. 97

| Western 4W Driver #120

FEATURES

REGULARS

First Drive of the 300

Vehicle Review Special ..................................................................... 14

Jacks For All Jobs

All about jacks and jack safety ............................................. 38

........................................................................................................

Bush Mechanics

.............................

10 Top Tips for Beach Driving

Hit the beach with confidence this summer ...... 68

Welding in the Bush

Using 12 volt car batteries ........................................................... 76

Safety Electronics

It's enough to drive you to drink! ....................................... 82

Portable Batteries

A Comparison ........................................................................................... 100

In the Spotlight

Product Review ....................................................................................... 105

114

.....................................................................

Over the Bonnet ..................................................................... 116 What's in a Name Bindon's Lore

119

.................................................................

The Things You See

HiLux Gone Rogue

Ray Cully reviews the HiLux Rogue

4Thought

......................................................

122

...............................................................................

125

Let's Go Geo-Touring

...................................................

131

Women in 4W Driving .............................................. 140 Outback Survival Fishy Business

.................................................................

143

..........................................................................

147

Gear to Go Camping Clewed Up

....................................................

151

154

..........................................................................................

Fire Cooking ................................................................................... 158 Track Care WA News 4WD Club Focus

.................................................

163

..................................................................

169

The People We Meet Goings On

..................................................

173

............................................................................................

174

Manta Performance Exhausts ............... 107

Capture the Moment

Why Walk When You Can Scoot?

The Travelling Photographer

..................

179

Photography Tips and Tricks

..................

180

................................................

182

...........................................................

185

...............................................................................

188

Product Review .......................................................................................... 111

Hema HX-2 Navigator

Product Review ......................................................................................... 112

Bush Medicine

Product Review ....................................................................................... 162

Tough Camera

Product Review ......................................................................................... 181

Now We're TAWKing! Are We There Yet? Subscriptions

Keep me handy! Silly Snaps

177

...................................................

.....................................................................

189

..........................................................................................

190

Supplier Directory

..............................................................

191

Western 4W Driver #120 |

OZTENT

DS-2 PITCH BLACK DOUBLE DOME SWAG

Designed as a swag, delivers like a house. For sleep whenever you need it. The world’s first swag with Pitch Black TechTM - to keep out up to 95% of sunlight. Share the starlit sky and avoid the midday sun with the DS-2 Pitch Black Double Dome Swag. It’s large, comfortable and comes fully kitted for today’s drovers and adventurers.

“The main focus on light-proof fabric is a great bonus for Australian outback conditions. This is the first product of its kind to block out sunlight, which is very impressive. It’s a well thought out and executed double swag that offers high-quality, breathable fabric, in-built ventilation solutions and good tie-downs. Overall, it’s the ultimate high-end swag. A standout project that ticks all the boxes for good design in this category. Well done.” GDA Judges comment, 2021

OZTENT ..it’s the experience.

Key features OZTENT’s Pitch Black TechTM - keeps out up to 95% of sunlight • 2 Person - Sleeps two comfortably • Easy access - through the side or the head of the swag • Replaceable super-fine 65gsm No-See-Um mesh sky-screens • 100% waterproof - stay dry • Multiple storage features - keeping everything close and secure • Power cord inlet and light loops - tech-friendly and flexible •

SEE US ON CHANNEL 9 SUNDAYS at 5.30PM Premium Publishers ABN 70 616 133 870 26 John Street, Northbridge WA 6003 PO Box 50, Northbridge WA 6865 Phone: (08) 9291 8303 admin@western4wdriver.com.au www.western4wdriver.com.au Editors Chris and Karen Morton Graphic Design Karen Morton Advertising Chris Morton Natalie Du Preez Administration Chris Morton Steve Larcombe Christine Arnasiewicz Printing Vanguard Press

CONGRATULATIONS THE WINNER OF A HEMA MAPS PRIZE PACK IS

PHIL BLAMPIED Phil wrote, "My favourite 4WD accessory is my TPMS (tyre pressure monitoring system). This small, inexpensive and easy-to-fit item has saved me literally hundreds of dollars in new tyres. To be able to see at a glance each tyre pressure from a safety point of view as well as for optimum fuel economy is awesome. Many a time while exploring and travelling the outback, the system has informed me of low pressure due to a puncture giving me ample time to pull over and change it before it's had time to deflate. This of course makes it easier to jack the vehicle as well as being repairable rather than destroyed. The next camp stop it’s repaired and becomes a spare ready to go the next day.

Disclaimer: The views expressed in this publication are not necessarily those of Premium Publishers or the editors but those of the authors who accept sole responsibility and liability for them. While every care is taken with images and photographs, and all other material submitted, Premium Publishers accepts no liability for loss or damage. Premium Publishers reserves the right to amend publication schedules and frequencies. Edition 120 Summer 2021/2022

| Western 4W Driver #120

I’ve only ever lost one tyre, destroyed by the rim due to a puncture. That convinced me to get a TPMS."

Hema Phil has won aued at prize pack val

$233.85

4 THOUGHT

TAKE A MOMENT

here has common sense gone? The latest 4WD access closure around the Harvey Dam is just another example of government agencies getting sick and tired of having to deal with antisocial behaviour and it being easier to punish everyone than to try and track down those responsible. Following most weekends, social media pages are filled with mud splattered images and videos of vehicles bogged and track damage, all courtesy of the 'just send it' crew. Once upon a time, a teenager’s dream car was a lowered Commodore or Falcon and their idea of a good time was running laps around Northbridge or the cappuccino strip in Freo. Now, a heavily modified 4WD with big tyres and a loud exhaust is the preference. Social media has compounded the issue with every second person now wanting to be an influencer, getting their video content to go viral. With society’s attention span now even shorter than the 24 hour news cycle, these wannabe influencers need to continually push the limits with their content to get the attention needed. The results speak for themselves. 4WD access is being restricted faster than a staked tyre going flat and we only have ourselves to blame. When we share, like or make favourable comments we are actively encouraging this behaviour.

with CHRIS MORTON can have an unpredictable outcome) however you can record the incident. If you can get photos or video of the incident without putting yourself in harm’s way, then do so. Get details of any witnesses and be detailed with any notes you take. If you see rubbish out on the tracks, pick it up. Social media users advocating this behaviour should be ignored or unfollowed. As a 4WD fraternity we need to start calling out this stupid behaviour because once access is lost it will be an up-hill battle to get it back. On a brighter note, Western 4W Driver is heading to a screen near you. We have joined forces with the team from Destination WA for the twelfth season of their extremely popular travel show. We will be talking about some basic 4WD tips, looking at some of the equipment we use every day and even taking you on an adventure through the wheatbelt and into the Helena and Aurora Range. With a national audience of over 417,000 viewers (approx. 147,000 from WA each week), Destination WA is shown on Channel 9, Sundays at 5:30pm and can also be viewed on 9HD, 9Life and 9NOW. If you miss an episode then you can also download it from www.destinationwa.tv

“The standard you walk past, is the standard you accept.”

Thanks to everyone who came and said g’day at the Perth 4WD and Adventure Show, we love speaking to our readers and hearing stories of your own adventures.

If you want to continue enjoying the current access that we have here in WA and you see inappropriate behaviour, then you need to report it. We don’t advocate confronting those responsible at the time (after all, the effects of recreational drugs and alcohol

Christmas is only a few short weeks away. If you are having issues with finding something for the 4W driver in your life and they aren’t a subscriber yet, why not get them a subscription to your favourite magazine … Western 4W Driver.

Lieutenant General David Lindsay Morrison (AO)

Western 4W Driver #120 |

CHEELA PLAINS STATION STAY

An oasis in the Pilbara By Chris Morton

Travelling east along the Nanutarra Road, you can’t help but marvel at the stupendous forces of nature that were at work to form this amazing landscape. Weathered mountains rise and fall, carpeted with deceptively soft looking spinifex behind a purple haze. The road’s serpentine route following the path of least resistance. Snappy gums reaching for the sky, marking depressions in the landscape and ephemeral water courses as Wedge-tailed Eagles and other birds of prey ride thermals, searching for prey.

| Western 4W Driver #120

ur destination was Cheela Plains, about 180km west of Nanutarra Roadhouse and after two full days of driving, the campground couldn’t come into view quick enough. Our original itinerary had us only stopping for one night but after researching the station further, we had decided to extend our stay to give us time to get out and explore. Arriving as the sun was starting to dip on the western horizon, the country is bathed in a golden light, almost bringing the red dirt to life. The station’s campground has been cleverly located on the far side of a small hill, providing it some protection from any north-westerly winds and silencing any noise from the Nanutarra Road. Cresting the hill, you are immediately presented with a stunning vista of Cheela Plains with the well-appointed campgrounds directly below you.

powered and unpowered sites. There is a real sense of community with a grassed recreational area sitting in the centre of the campgrounds, complete with communal fire pit and the heaviest table tennis table you are ever likely to see. Sitting on a camp chair, eating hamburgers cooked by the Cheela Plains team was a great way to spend an evening, chatting to other travellers and soaking up the remote ambience. For anyone who has never been onto a working cattle station, you may find it slightly surreal as you watch Milo, the station's pet calf, wandering around, taking advantage of the sweet green grass and nonchalantly enjoying a pat from anyone who dared. Wilderness campsites and a bush kitchen are available at Woongarra Pool has for those wanting to get back to nature.

A family run property, Cheela Plains is accessible by a 2WD and offers a range of accommodation options, including cabins, rooms and safari tents as well as

Western 4W Driver #120 |

Milo makes himself at home amongst the station guests.

The camp kitchen and ablutions are well maintained and Cheela has the added bonus of their own small café for anyone wanting to take a break from meal prep.

As well as camp sites, Cheela Plains has a range of accommodation options, such as ensuite units ... ... single and family rooms ...

To really get the most of your stay on the property, you need to allow yourself a minimum of two nights. Grab a map and a gate key from reception and head out to explore the natural attractions accessible only to guests. To make the most of our limited time, we headed out from camp early. Our first stop was Munderie Spring, a great little permanent water hole, not far from the main road. This is a perfect spot for morning tea or even a picnic. There is plenty of bird life and is great for some quiet contemplation. From Munderie Spring, we headed across the main road and through a station gate. View of the station stay and surrounding area from the top of the hill.

| Western 4W Driver #120

... and safari tents.

The track was in good condition however there were significant corrugations. We were heading for The Wall. This spot was only found by accident when one of the mustering crews came across it. A short walk up a dry, rock-strewn creek bed brings you to a sheer cliff. A millennium ago, a trickle of water must have worked its way through a small crack in the rock, slowly wearing it down, developing what would be a small but spectacular waterfall in the wet season. You could easily sit here at the base of the waterfall all day, enjoying the coolness of the rocks, being serenaded by the locals perched in the branches above you. Backtracking, we left The Wall and drove only a few minutes further to Woongarra Pool. This spot is popular with those wanting an off-grid experience, setting up camp near the water. It was here that we ran into artist Simon Hemsley, who had established an outdoor studio, where he was busy bringing canvas to life in preparation for his next exhibition. His choice of 'paint' was not something you could get from your local art supplies store; however, the results were amazing. His ability to capture the very essence of the region had us spellbound, with Karen soaking up his every word as she put her own artistic hat on. Check out his paintings at www.simonhemsley.com.au

The Wall would be a spectacular waterfall in the wet season.

We continued further along the Beasley River Gorge, stopping at what can only be described as 'peak-hour', Pilbara style. Two other vehicles were ahead of us, stopped on the edge of a water crossing at Mussel Pool. The track disappeared around a

You need a map and a key from the station stay reception in order to access the station drive.

Western 4W Driver #120 |

Excerpt from Hema’s WA State map.

corner and continued for a distance out of sight before re-emerging back onto dry land. One of the occupants from the vehicles in front of us was just returning from walking the crossing, reporting that it was safe to traverse. Selecting second gear, high range, we took the plunge and waded the 200 through the two feet of water, at points following the watercourse, not crossing it. Mussel Pool had multiple camping sites, loosely marked with signs, all situated along the bank of the waterway. We stopped here for a quick lunch and then headed off on

| Western 4W Driver #120

foot to explore. The shrieks of children playing in the water got our attention as we came across a family enjoying a splash in one of the deeper spots. A short walk from the car, we explored Perentie Falls, a sluice-like reentrant that exhibited evidence of huge amounts of water roaring into the river valley during the wet season. We drove further along the valley, heading for Peaimutha Soak, with the track, at times, disappearing under water. The soak itself is located in between another line of rugged hills, allowing us to escape the closed in feeling of the sheer cliff walls. At the time of our visit, the soak was more of a large muddy puddle, showing plenty of signs of cattle making use of the water hole. Water crossing at Mussel Pool.

The station equipped us with an informative guide that explained the geological significance of the area and the evidence still on display of the 'Great Oxidation Event' when the earth’s atmosphere became permanently oxygenated. Heading back to camp, re-entering the river valley is like stepping back into a prehistoric time and you cannot help but feel that the titanic forces of mother earth care nothing for the wants and needs of mankind. Before we continued our journey the next morning, we took the opportunity to get in an early morning walk to the top of one of the hills overlooking the campgrounds and watch the sun rise over this amazing Pilbara landscape.

INFORMATION BAY Best time to go: April to October. Location: 170kms south west of Tom Price (via Paraburdoo) and 320kms north east of Exmouth on the Nanutarra-Munjina Road (Hwy 136). Terrain: The station campground is situated 1km off the main highway and is accessible by 2WD vehicle. Munderie Spring is 2WD accessible. The station drive is 4WD only due to corrugations and water crossings. Accommodation options: Powered and unpowered camp sites, safari tents, single and double rooms, ensuite and family units. For more information and bookings: www.cheelaplains.com.au

OUTBACK GENUINE HOSPITALITY YOU DESERVE IT

Plan a stay at the grand old Queen of the Murchison Guest House & Address: 53 Austin St, Cue 6640 Cafe, and soak in the historyTel: of (08) Cue. the preserved buildings, 9963Admire 162 E:gold, info@queenofthemurchison.com.au fossick for photograph amazing sunsets. Web: www.queenofthemurchison.com.au

Address: 53 Austin St, Cue 6640 Tel: (08) 9963 162 E: info@queenofthemurchison.com.au Web: www.queenofthemurchison.com.au

53 Austin St, Cue 6640 Tel: (08) 9963 1625 info@queenofthemurchison.com.au www.queenofthemurchison.com.au Western 4W Driver #120 |

V E HIC L E R E V I EW S P ECI A L

FIRST DRIVE O F TH E

300 By John Bormolini

A lot of the local 4WD fraternity have been following the emergence of Toyota’s much anticipated new LandCruiser 300 series. Much of that early speculation has been replaced with first looks now as a few demonstrators arrive at dealerships around the country. These very limited early arrivals are under tight wraps and can’t be sold as yet as lengthy lists of back orders for the new wagon continue to mount up, not just here but around the world.

| Western 4W Driver #120

s one of the fortunate few to get hold of one for a few days and road test, I had a chance to experience the new Sahara in the model line-up. Clocking up some kilometres behind the wheel and taking the time for a proper look certainly gives better meaning to what’s listed on spec sheets. Indeed, by the time this goes to print the 300 will have had plenty of first hand looks from the showroom floor or at the annual 4WD and Adventure Show where they’re sure to be a popular drawcard at the New Town Toyota stand. The key features of this newly designed and engineered Cruiser have already been well flagged even before their landing as potential buyers grapple with the changing landscape for motoring. This LandCruiser will see, for example, the end of the diesel engine being offered in its range as well as the end of a manual transmission option. The powerful new V6 twin turbo

engine is understandably one of the key elements being questioned, along with its new 10-speed transmission and the long overdue updating of its interior and electronics. A closer look did throw up lots of other aspects that have changed and I’m convinced now that this really is a completely new vehicle. It is not a simple redesign with the same dimensions, new engine and drivetrain and some more contemporary features - it really has been re-engineered from the ground up. Although it retains some classic LandCruiser elements to the external appearance, closer evaluation quickly racks up the changes. Minimising weight was clearly a design priority. The fact that many of the external panels are now aluminium reduces the weight by up to 180kg on some models. That may not sound like much but this vehicle could not afford to come in heavier than its predecessor.

Western 4W Driver #120 |

Old and new.

Previous rear entry access has been replaced by a one piece, lift up tailgate door. Electric assisted on the Sahara, it does provide the advantage of being able to reach further inside the rear but I do like the drop down tailgate on my 200 which often serves as a shelf or place to sit. The rear interior space is the beginning of seeing how much more spacious this wagon is. The boot space in the back is enormous and will fit truckloads of gear. Even the seven seat models such as this Sahara are complemented by the third row seat folding flat into the floor rather than tilted up by the rear windows, as before. Serious off-roaders and tourers will really appreciate this change. Sliding into the driver’s seat quickly confirms that this is a very comfortable and spacious

| Western 4W Driver #120

driving position with vastly improved seating. It's more supportive, adjustable, wrap around and heated. Toyota have long been renowned for quality in their internal finish and this is no exception with everything well positioned for the driver and all of the switch gear intuitive and easy to operate. The electronics and level of tech is now in keeping with a 4WD of this class and expectation while still being functional and responsive to what Australian drivers would want. The large nine-inch touch screen, smartphone integration with lay down charging, all round cameras, including a simulated overhead view, electric park brake, sublime 14 speaker JBL sound system and better integrated function controls on the steering wheel are just some

of the array of improvements that are too numerous to go through individually. Importantly, driving the 300 V6 is a revelation, especially compared to older LandCruisers. The feel and driveability are akin to something more mediumsized with a direct and more responsive agility. Matched to the seamless changes of the ten speed transmission, the engine responds without any real lag and is certainly quick off the mark. The braked 3500kg tow rating is retained and whilst there’s nothing to suggest that it won’t live up to being an adequate tow horse, it might take a year or two in practice to convince some diehard turbo diesel lovers that it actually does the job just as well. I found the steering quite light and direct and an improvement on what was sometimes a criticism in past Cruisers. Its handling on road instills a sure-footed confidence and the drive and feel is lighter than one would expect for what is still a large vehicle. Like everything about this totally revamped LandCruiser, the suspension has been built around a new concept called body-onframe architecture with the redesigning of the double wishbone front and independent five link rear spring setup. By all accounts, serious off-road testing to date is reportedly showing some significant advancements in off-road capability, especially in the purpose-designed GR S where standard diff locks, extended wheel travel and further suspension improvements are a feature. No doubt 2022 and 2023 will see a lot more reported on the 300 going through its paces in rigorous fashion.

Covered ...

... and uncovered. The shoe-horned twin turbo V6 leaves nothing in terms of space in the bay.

The combined cycle fuel economy figures touted for the successor to the 200 series is 8.9 litres per 100km. Even with leeway for varying conditions that’s still pretty remarkable for a motor that pumps out 227kW of power and 700Nm of torque but I reckon the driver’s foot might impact those numbers a fair bit particularly in Sports Mode and with the odd rush of blood. The economy will certainly have played a part in determining the smaller 110 litre fuel tank capacity compared to the 200 series. The previous V8 turbo diesel was quoted at 9.5 litres per 100km providing excellent range with its 138 litre capacity but by all accounts it would seem the new 300 would lose only about 220km in range comparatively, on full tanks. Again, this remains to be put to the longer-term test in practice in the future. Western 4W Driver #120 |

What’s not to like? Those that have never been LandCruiser fans probably won’t be swayed but they probably never will be because something smaller, less expensive and more suited to their preference will have to come before it. Toyota has that covered in many ways in any case with its other leaders in the medium-sized brigade. I don’t like cute or superfluous ideas or gimmicks on vehicles if they’re unnecessary. There’s almost nothing in that category with this typically well engineered Japanese 4WD however if there was something that annoyed me it was the overzealous attention to some of the safety innovations that are becoming commonplace. The first is the lane departure safety feature that makes the steering wheel vibrate and literally pulls you away from the road edge. Fortunately, this can be turned off pretty simply by the driver. The other is the adaptive cruise control that will start applying the brakes

for you as you approach a vehicle, way out in front. Again, it can be adjusted but it’s a little too automatic, albeit in the name of safety. Suffice to say the new safety features are very impressive and could take up a separate article on its own. This rejigged six model range will appeal to specific preference, level of comfort and specifications that suit, as has been the case in the past. The straight Sahara I drove is not the so-called top of the range but would certainly still rate as a luxury 4WD. The GR S sits above it, along with the top Sahara ZX model. The GR S is already proving to be the real head turner though and represents a different approach by Toyota. It has all of the Sahara specs but it is more specifically tailored for serious off road or 4WD intent (as mentioned earlier), and it’s impossible to miss with its blacked out trim, grille section and wheels, a styling trait that’s not uncommon with many different brands these days for one of their models.

Toyota has returned to a six stud wheel pattern with the 300 series.

| Western 4W Driver #120

In terms of price, the new 300 series has increased between seven and ten thousand dollars, according to each model, over the 200. The base GX comes in around $89,000 and then it bumps up through to the luxury Sahara ZX at $138,000. My road tested Sahara comes in at $131,000. So has it been worth the wait? At this early stage I would definitely say yes. The doyen of larger 4WDs in Australia will continue to shine, perhaps for another dozen years like its predecessor but who knows where we’ll be by then. The LandCruiser 300 series looks to be the one that will continue to hold the mantle at this end of the market, all things considered. It is certainly really well made and well-engineered and the only question is how long buyers will have to wait to get their hands on one because the queue is growing by the day.

Western 4W Driver #120 |

TROUBLE IN

PARADISE

Exploring Bremer Bay By Jon Love

Navigating the undulating rocky terrain brought back a sense of familiarity as our solo convoy made its way over some tracks brushing the coast. With a few days of rations, a stockpile of camping gear and the young pup patrolling up and down the boot of the Troopy, we were set for another exploration around the scenic and rugged location of Bremer Bay.

| Western 4W Driver #120

fter a quick stop in town at the local fish and tackle store, it wasn’t long before we were at an old favourite, a small bay with plenty to see and do. A bay with its most telling feature being the fresh water stream that trickles its way down the mountainous hillside that stands over the bay, and into the ocean below. With camp now set up, the bay virtually to ourselves and the yellow ball making its way behind the hill, a few limes were sliced and a couple of drinks were poured. Finding a perch on the boulders that laid scattered above the waterline, it truly brought another meaning to gin on the rocks as the thundering swell crashed against them.

Waking up to the sound of softly lapping waves, with the sun beginning to crest the waterline made the early wake-up call from the doggo all worthwhile. The views from the rooftop tent displayed something pretty special, looking out beyond the bay where the rising sun began to cast a gentle light across the bay. I couldn’t pass up the opportunity to throw the drone in the air to capture the bay in the morning light, and what a picturesque opportunity it was. Amazingly, in the corner of my eye I spotted a small pod of dolphins surfing the waves and cruising up and down the bay, making for a pretty unique bit of morning entertainment. Looking back on our first campsite with the sun coming up over the ocean.

Western 4W Driver #120 |

A pod of dolphins enjoying an early morning surf. Finding the right wheel placements on the steep climb out of camp number one.

| Western 4W Driver #120

Keeping up the tradition of pin striping the Troopy; there’s a snout in there somewhere!

With the sun now well and truly up, vibrant blue skies above and a bit of warmth starting to creep into the day, we enjoyed lounging around the bay for a little while longer before deciding to pack up and explore more of the region. The long climb up the hill and away from the campsite is a good bit of fun in itself. With the ruts and divots being a bit more washed out and deeper than I remembered, I carefully placed the wheels in the right sections of the track while balancing the precise amount of right boot needed. Having reached the top, we continued following an unfamiliar part of the track, heading down unfamiliar territory in search for an isolated gem. The track quickly became narrow and overgrown, hinting to a lack of traffic using the area, and while this was promising news for an isolated piece of coast, it also meant the seemingly inescapable tradition of pin striping the Troopy would continue. The dog didn’t seem to mind however, with all sorts of flora brushing past the rear windows she never wavered from having her head poke out to greet them.

One of the many sharp limestone outcrops we stumbled across in the dunes.

Eventually we came across a dune system that from satellite imagery looked simple enough to cross, but how much we underestimated the maze of dunes would soon become pretty apparent. Our objective was simple, or so we thought; get from one end and progress our way to a track that continues at the other end. Easy enough, right? Apparently not. After traversing a number of routes and poking the nose of the Troopy up and down a few more steep ledges, it quickly became evident we might not make it to the other end in the timeframe we were working with. There weren’t a lot of routes to take and many of them were barricaded off by steep

Taking a moment in the maze of dunes to appreciate the view. Western 4W Driver #120 |

dunes with soft sand. The Troopy hadn’t exactly been on a diet and needless to say was packing a few extra pounds. Adding to the risk was the surprising amount of what appeared to be charred clumps of wood staking the ground, one of the quicker ways to put a hole in the tyre. If that wasn’t enough there was also an abundance of outcrops of sharp limestone spikes that randomly laid scattered across the dune system. Time was quickly passing by and little progress was being made, and with that we opted to turn around and head for our back-up option, turning in the opposite direction and away from the dunes. The hour hand was now starting to make its way to the bottom half of the clock, fortunately the beach we intended to stay at wasn’t far off. Veering off the track and onto the vibrant white sand of Dillon Beach, we had a quick stop-over at a limestone wall that protrudes itself into the water, carving up the waves that roll toward it. Marking the start of the Dillon Beach run, we hopped back in and cruised our way west. Splitting the beach in two is a creek system that flows right through the middle, something we had passed on our previous trip through Bremer about a year earlier. Initially we planned to spend the second night here, camped between the creek and Camp setup for our final night, a small refuge above the beach.

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the rolling swell, but on arrival it seemed less likely. The creek was lined with hundreds of midges that, unsurprisingly, immediately took a liking to us. On top of this was the fact the high tide, which was coming up late at night, left a suspicious amount of evidence that the area could become water logged quite quickly. Eventually we continued on with the hope of finding an alternate and better place to pop up the tent. A number of rocky limestone ledges slowed us down along the course of the beach run, mostly for the reason that they were unpassable over the top, leaving us with the only option of going around, seaside. Although the tide was on the rise and the occasional wall of water thrashed its way up the beach, thinking about the timing and playing our cards right got us through without ploughing into a painful amount of salty water. This wasn’t a particularly nerve-wracking scenario, but what would follow in the coming day was going to be a different story. It wasn’t long before we passed what would turn out to be an unsuspecting gem, and with the day getting darker we surrendered to the small ledge above the beach, throwing out the gear in preparation for a small barbeque and campsite gins, but not before throwing ourselves into the water for a refreshing late evening swim.

With the day getting darker and a few ominous clouds beginning to take shape overhead, we called it a night and retired to the tent to wrap up another day well spent. The start of day three kicked off much like the morning before, the sun casting a faint orange beam across the plains of dunes and the ocean below. That morning a thin mist stretched across the bay, sitting slightly above the waterline being illuminated by the sun. A beautiful, gentle morning with blue skies ahead. At this point we didn’t know what was coming our way, but with a quick change in weather and an evergrowing tide ahead, it was the calm before the storm. After an early rise and a bit of breakfast, I made for the shoreline to try my hand at casting a line, but once more, as with many other times in the past, it seemed the fish didn’t want a bar of me or what I had to offer. Returning to the car empty handed, bar the rod, we began our pack up of the camp in preparation for some more exploring to the east. With such a picturesque view of the waves curling off the beach, we would have stayed a little while longer if it weren’t for the abundance of flies trying to get up close and personal with us. With the Troopy packed and the doggo secured, we had a quick look at the weather forecast and

the live radar to give us an indication into the weather ahead. We had a few hours before things got wild and didn’t feel too pressed for time, so we decided to drive up the crest of the hill to get a better glimpse of the expanse of Dillon Beach. The drive itself was easy enough with a jump up right at the end, accompanied by a period of seeing nothing but blue skies ahead of the bonnet. All worth the while however, with a priceless display of the beach on offer. Having descended back onto the beachfront, the plan was to push east to the end of the beach where we would turn off and continue the journey, and for the most part things were looking up. The tide was on its way down, with its low point at 2pm. However, the final limestone ledge that required navigating was receiving a fair dose of sea water rolling up to it. We stopped in our tracks, wary of the softer sand that was around us, waiting to see if a window would open up for us to cross. Unfortunately this never came, the tide was still too high and a failed attempt to cross would leave the Troopy bogged down in the sand with saltwater harassing the chassis. With no other car in the convoy or any other vehicle in sight, it wasn’t exactly a feasible option. We decided to double back and head toward the west entrance of Dillon Beach, the way we had originally come in.

Climbing the dune hill just above our final camp with sensational views in the background.

Western 4W Driver #120 |

Close, but not close enough. Attempting to gain traction on the exit by the creek.

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Much to our amazement and dismay, the route we took around the limestone edges were almost completely engulfed in the increasing swell size, even at low tide it would have been impassable. Realising we were basically boxed in with no way out, this left us with few options to find a safe exit. After scanning satellite imagery, we spotted a track that exited the beach from the creek we had passed earlier. Making our way over and with a bit more optimism floating around the cabin, it wasn’t long before we were there. But once more, it wasn’t all sunshine and rainbows. The start of the track began as a steep jump-up, meaning any attempt to get a run up would almost certainly cause damage to the car as it impacted the wall of sand. Secondly, that very jump-up began in the creek, limiting the amount of traction the car could gain before making the climb. Despite the odds we didn’t have much of a choice, with the tyres down as low as ten psi and two sets of Maxtrax to support the climb, we gave it a crack. Each time, the Troopy inched its way closer and closer, but it would only get so far. The gradient proved too much and with the amount of weight hanging off the rear, it couldn’t maintain the momentum to clamber over. Feeling defeated we put back the recovery gear and retreated to the cabin to somehow source another route out. As luck would have it, the dune above our last campsite offered what looked to be a way to access some old tracks out, so off we went. Having driven back up, the first obstacle was a minefield of sharp limestone stakes protruding from the ground. In order to get Western 4W Driver #120 |

to these old tracks, we first had to get to another dune system, and to get to this dune system, we had to cross the minefield. With Demi guiding the way on foot and me following timidly behind in the Troopy, we inched our way forward at a snail's pace, being careful to choose the right route and avoid the sidewalls being sliced like sushi. This section would have been less than 400 metres in length but given the speed we were going, took close to forty minutes to complete. None the less, we hit the secluded dune system with all four tyres intact. Things were starting to look up for us now as we progressed through the dunes, and with the tracks not far off, a shed of hope was back in the cab. However, another kick in the guts quickly came after we exited the dunes, as we struggled to navigate through tall dead grass to find the remnants of the track. We struggled so much that the drone ended up being thrown up to help, and

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while it aided the process, the vegetation that had grown over made the journey incredibly slow going. At this point it was pretty clear that no one had been down this route for some time. Eventually the track became so overgrown with more than low lying shrub; trees too thick to navigate presented yet another blockade in our exit strategy. Yet again we ran out of options, with the obstacles now ahead of us being unpassable and no insight into the rest of the track ahead, we pulled the trigger on doubling back once again to try and source another way out. This whole process alone took a couple of hours to complete. By the time we had reached our old campsite again, almost five hours had passed. It was now nearing 2pm, which meant low tide was more or less upon us. Having given every other possible option a swing, and a disappointing miss, this would be our final crack at getting out. The problem was

that although it was low tide, the incoming storm had started bringing in heavier seas and a more frequent swell period. This meant stronger surges of water would be rolling up the beach and more frequently, not a great combination when trying to pick a gap in the swell to make a dash. But we had little choice, if we didn’t get past now, it's likely we’d be stuck there for a couple more days to come. With a low-pressure system hanging around for a few days, the opportunity to cross was slowly diminishing. So off we went, tracking back east to where we originally planned. The Troopy cozied up to the edge of the dune as we anxiously watched for a break in the swell, fortunately a window opened up and off we went. Picking up momentum as quickly as possible to avoid the chance of being suctioned down into the waterlogged sand, the Troopy pushed past the limestone shelf and powered through to the other side, a

massive relief! But that wasn’t the end, it was the furthest we’d gone but yet another hair-raising moment lay ahead. Slowing to a stop, ahead was one more obstacle to get through. A raised, washed-out part of the track, not quite wide enough to fit the Troopy sat in our way, with no going around it, this time we had to go through it. I pulled out the shovel and started carving away the edge of the dune face, freeing as much room up as possible for the wheels to squeeze into. The scary thing about this crossing was the drop on the otherside, with more limestone shelves below and a steep fall down, the margin for error was virtually nil. The Maxtrax were thrown down to help distribute the weight of the car away from the bank. With any luck this would help prevent the sand from crumbling away and triggering the Troopy from sliding and tumbling into the ditch. We did what we could and now it was time to Five-star views on our final morning, greeted with a light mist blanketing the ocean.

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face the music. Sitting in the cabin getting ready to go, the stakes felt very real; if this went wrong, it would quite obviously be game over. Gently letting the clutch out and beginning to edge forward, the Troopy began to gently bank. Picking up the pace slightly, not wanting to get caught in the slide, I put on a bit more throttle to help carry through the momentum. Just as the ditch had passed and the Maxtrax were no longer under the wheels, the tail end began to slide out. For a moment the car was on an obscure angle, fortunately this was quickly recovered, yet underpinned the importance of placing the Maxtrax down in the first place. Had that happened next to the dip, it would have been a very different outcome. By far one of the more intense situations I’ve had in the Troopy, and there has certainly been a few! And that was it, as we progressed off the beach and onto the safety of a track, a thick blanket of rain began to fall, incredible timing considering everything that hadn’t already gone our way. An eventful and memorable few days exploring some of Bremer’s best, and a location certainly worth making the trouble to get down to. One that will certainly go down in the history books.

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Excerpt from Hema’s WA State map.

INFORMATION BAY Best time to go: September to April. Distance: Approx. 500km from Perth. Recommended vehicle: 4WD only. Terrain: Mostly sand-based 4W driving, firm back tracks and the occasional soft sections on the beach runs. Accommodation options: Self-sufficient camping. The final challenge of the trip. A nerve-wracking crossing and a steep drop below.

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BOMBS, RAILWAYS & SAND By Geoff Lewis

The blank patches on a map have always held the greatest intrigue for me and always seem like the place I need to explore next. On this trip I was travelling once again in the 1961 Series 2 88-inch Land Rover and was heading out into the largest desert in Australia; the Great Victoria Desert. Scan QR code to view the Seriously Series Golden Quest adventure series exploring the interior of Australia in Series Land Rovers.

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he purpose of this trip was to retrace the footsteps of explorer Ernest Giles (who was the first person to lead a party and make a successful east-west crossing of Australia) and discover some of the unique history and recent events in this part of the world. With enough fuel, water and food supplies for a couple of weeks we made the 400km drive east along the access road which traverses the east-west continental railway. This links the key economic hubs of Australia - the raw resources of the west with the industry in the east.

The road sees a lot of traffic and the conditions are very rough in places with heavy corrugations, wash outs and deep sand in sections. We stopped briefly to take a look at the railway. It is one of the greatest engineering achievements in Australia with the longest straight line of track in the world, a 478km stretch across the Nullarbor Plain, and marks one of many engineering feats that turned Australia from a struggling colony to one which was able to hold its own with formation of the six colonies into the Federation to form the nation of Australia.

On the transline on the way to Cundeelee. Western 4W Driver #120 |

Soft sand on the way to Cundeelee.

The railway was completed just before the outbreak of World War 1 and was made possible by surplus labour from the large migration of Italians. After finding a few stray nails and having stretched my legs it was time to make some miles and continue north to the abandoned mission of Cundeelee. The track was in good condition with no corrugation, mostly due to that fact that it was littered in sections with wash outs and deep sand. As the large eucalypts slowly faded away the soil quality became poorer and we found ourselves driving through an armageddon world with the land covered in black from recent bushfires. We spotted an old car wreck on the side of the track and wedge-tailed eagles could be seen overhead circling for their next prey. The closer we got to Cundeelee, scorched wrecks became more numerous and gave us an insight into the key purposes of the mission. Cundeelee was set up in the 1930s and provided a place for indigenous individuals who had become lost in the communities that were dotting along the length of the railway. In the 1950s it once again played a key role as many aboriginals were relocated out of the path of the British atomic test which was being carried out to the east of the Nullarbor plain at Marlinga. 34

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The mission is believed to have been abandoned in the late 1980s and the remains of the transport used are now slowly rusting away around the perimeter of the mission. All manner of machines were used out here - no Land Rovers though, I think they were more GM (Holden) fans. Having had a big day in the Land Rover we ventured down a small track a way, set up camp for the night and treated ourselves to damper and lamb roast from the camp oven. "Living like kings," Jase exclaimed through a mumble. As I enjoyed the damper, I wholeheartedly agreed. The night had an eerie feel to it as we lay in our swags. We could hear the not too distant howls of dingoes, but the fire burnt brightly so there was some comfort in that we wouldn’t be disturbed. Cool winds swept through the camp the following morning. It was time to leave and continue into the desert. With the Series 2 packed, we engaged the rear diff lock as the track from here would be of deep sand. The track was rough in sections, as rain from the wet season had caused large, sharp holes to be washed out of the track, keeping both driver and navigator on our toes. As the drone of the 2.25 litre motor pushed us along the track, the terrain and vegetation changed and fell away into the vast open expanse of the Great Victoria

Engaging the rear diff lock.

Desert, the largest desert in Australia covering an area twice the size of Great Britain. Reaching our destination situated within two cream sand dunes, a small oasis comprising of a clay pan with water in the centre appeared. This is a rare feature in this landscape and the clay allows the infrequent rain to pool upon it unlike the surrounding sandy country where the water is lost quickly. Large black oaks lined the shore of the pan and large pre-historic grass trees with their thick jet-black trunks dotted the surrounding dune.

After some sight-seeing we decided that we would leave camp and head as far west as we could, to a survey marker known as Strench Mount. The Land Rover slowly ran over sand dune after sand dune and then as we descended down a five storey high dune, Jase and I both looked at one another, locked in the same thought, “That was a big one”. However the thought was soon lost as we neared the final outpost of civilization before hitting no man's land, with the next track some 1,500km away in the neighbouring state of South Australia. The sun was getting low and the sky was luminated in vibrant purple and pinks as we reached the top of the dune and the survey marker. Catching our breath, we both felt like the first men on Earth to step into this forgotten land and both of us were amazed to be here in a 59-year young Land Rover. With photos and film taken and the sun having nearly set we made our way back to camp. Under the yellow glow of the Lucas headlights we reached the base of a six storey high sand dune. Man it looked bigger from this angle. Camped near Queen Victoria Spring.

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After half an hour we had dug the undercarriage free of sand and with the use of the bottle jack, had jacked up the rear cross member and front bumper and had placed wood and branches under each of the wheels. With low range engaged and Jase on the front of the Land Rover to help give additional traction, the Landy crawled and clawed its way over the dune and to victory. With a great sense of achievement we chatted as we drove back to camp for a well-earned dinner.

INFORMATION BAY Best time to go: Autumn/Winter. The two adventurers at Strench Mount.

Jase got out and marched to the top, as he wanted to film the triumph of the Series 2 conquering the dune. With high range 4x4 engaged, depressing the accelerator so it was no more than a hair width off the tin plate of the fire wall, the Land Rover ran at the dune. The 2.25 litre sang sweetly and continued to pull more and more up the dune, then the note of the exhaust began to become lower and lower then ... stop. No more than 10 metres from the summit, the Land Rover had dug itself in. After three attempts at the goliath dune this was the best outcome. With no sand tracks (as we wanted to keep the weight down for this trip) we decided to go old school. Jase then exclaimed that we'd better get this car out soon as the tide will be coming in. I reflected for a moment and replied, “Mate we're in a desert.” “Oh yeah,” Jase added and we both laughed. 36

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Recommended vehicle: 4WD only. Not caravan/camper trailer friendly. Terrain: Transline unsealed and heavily corrugated. Deep sand on track to Queen Victoria Spring, Accommodation options: Self-sustainable camping. A permit is required to travel through Cundeelee. Go to: aapapermits.microsoftcrmportals.com

Excerpt from Hema’s WA State map.

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JackS for all Jobs There’s been a couple of newcomers to the vehicle jack scene in the last couple of years and Ron Moon has been out in the scrub using all of them. Here’s what he reckons you should be carrying.

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By Ron and Viv Moon

ost good 4WD vehicles come with a bottle jack for lifting a vehicle to change a tyre – and in most cases they are the basic screw-type jack that are simple, strong and reliable. They aren’t particularly user friendly and the fold-in-half or two-piece handle that comes with them can be frustrating to use. Most people, from the short survey I did on Facebook, carry more than one.

Bottle jacks can either be screw type (left) or hydraulic. No matter the jack you still may need to do some earth works.

A lot of people (again from the Facebook survey), myself included, have added a hydraulic bottle jack to their jacking repertoire. These jacks are easier to use than the screw type jacks but after a few years of use they can leak fluid to the stage they can’t lift any heavy weights. One of the major disadvantages of a bottle jack – whether screw or hydraulic – is their height when depressed. They are often too tall to slide under an axle at the preferred spot when you have a flat tyre. At the other end of the game their fully extended height often isn’t high enough to remove a flat tyre or fit a fully inflated tyre. One thing you really need for a jack (of any sort) for those situations off-road, is a jacking plate, which can be as simple as a piece of milled timber – say about 300x200mm and 15mm or so thick. Or you can lash out and buy a custom made base plate that a bottle jack can lock into. For years I’ve just carried a piece of timber and that works fine.

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30cm) extension, a flat jack pad and an axle jack pad (the most handy of all the items, I reckon), all in a heavy duty Husky bag. I opted for everything but the bottle jack itself as I had a few of these at home. Mind you a couple of the jacks weren't suitable for the other accessories as their lifting ram was not the right size – 18mm is the magical diameter of the ram.

Complete Safe Jack kit as supplied with jack. Axle cradle pad is my most used piece from kit.

Still, for the last few years I’ve also carried a supplementary kit for my bottle jacks – a ‘Safe Jack Bottle Jack Recovery Kit’, to give this kit its full title, although there are other, cheaper copies around. The Safe Jack versions are available through Pro-Quip International in Melbourne (check out www. proquip.com.au). An American sourced kit, it comes complete with a 6-tonne bottle jack, a 6" (15cm) extension, a 3" extension, an 8.5-12" (21.6-

Price-wise you’ll pay between $40 and $150 for a good hydraulic 4-8 tonne bottle jack. If you are adding a hydraulic to what you already have, get one with a different profile and minimum height; you’ll find that offers flexibility when the time comes to sliding it under an axle to change a tyre. Before we leave bottle jacks and what normally comes with a vehicle, some vehicles come with a scissor-type jack. They are not my favourite jack, I’ve gotta say, as they are pretty unstable at the best of times. My advice is to replace them ASAP, with at least a bottle jack. Note how many bottle jacks are in use here.

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Two bottle jacks were required - a common occurence before we could remove the wheel.

The ol’ hi-lift jack (‘Hi-Lift’ being a brand as well as now a style of jack) was the second most common jack mentioned and used by my fellow four wheelers in my Facebook survey. A couple of people reckoned that’s all they carried, but most people who had a hi-lift also carried a bottle jack of some sort, or maybe two or three. Certainly, my preferred jacking equipment has, for a

Original Hi-Lift Jack is a handy piece of equipment but needs a special amount of care when in use.

long time, consisted of a screw-type bottle jack, at least one hydraulic bottle jack and a hi-lift jack, not that the latter gets too much use. The hi-lift jack is a pretty flexible piece of gear, for not only jacking but winching and spreading - but it demands a lot of respect, as any careless misuse can result in somebody getting hurt … or worse. As well, modern vehicles don’t lend themselves to being jacked up with a hi-lift jack. At the very least you’ll need side rails, aftermarket rear steps and a bullbar – all with provision to take the tongue of the jack – to make full use of its lifting potential. Hi-lift jacks are pretty unstable and need a bit of muscle power, especially when jacking a fully loaded vehicle. Pro-Quip have a stabiliser system and base plate that makes the hi-lift jack much more stable and safer to use when jacking. ARB (www. arb.com.au) also have a range of custom accessories to make the jack a little safer and more usable in a number of roles. They are worth checking out if the hi-lift jack is your preferred piece of jacking equipment. Stabiliser kit with base and side wires for Hi-Lift jack. Western 4W Driver #120 |

One thing I noticed when researching this article is the wide disparity of pricing when it comes to hi-lift jacks, with prices ranging from $90 to well over $300, for something that looks very similar. I reckon, something used for jacking a vehicle up, itself fraught with danger, demands equipment that is made to the highest standard, which by its very nature would exclude the cheapest brands on the market. Before we move on to some of the later players in the jacking field, we’ll mention exhaust jacks here. I’ve used a number of brands on numerous occasions and in many different situations. I’ve found they work best in sandy situations but even at the best of times they can be fiddly and frustrating. You need to be very carefully where you fit them and what you lay them on as they are easily punctured which results in rapid - very rapid deflation. Once punctured they are unrepairable and over the years I’ve thrown a number away. In recent times I’ve basically given up carrying them, even on beach trips, even though I have a near brand new one in the shed. You’ll pay $250 and up for a quality exhaust jack, but I gotta ask, are they really worth it? That brings us to some of the later players in the jacking arena … and the most expensive. A few years back ARB came out with its jacking masterpiece, simply called, ‘Jack’, when they released their all-new hydraulic I find exhaust jacks frustrating to use and only really suitable on sand.

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version of what is essentially a hi-lift jack. With a body made from aircraft grade T6 aluminium, this unit is capable of lifting 2-tonne from a minimum lift height of 160mm to a maximum height of over a metre. All up weight of Jack, is 10.5kg, while the hydraulics allow easy and controllable lifting and lowering without many of the hassles or dangers lurking with a normal hilift jack. Still, to make it even more stable on rough ground, there is a plastic jack base to suit it and once again, like any hi-lift jack, you really require side rails, bullbars, etc., fitted to your vehicle to make the most of its capability. When I first saw this unit, priced at over a thousand bucks, I was pretty sceptical about how good it could be and whether I’d trade my old hi-lift for it. Over the last four months I’ve been away with my son on his Moon Tours expeditions (www.moontours. com.au) wandering the Simpson Desert, ARB Jack base makes a steady platform.

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Raising a vehicle with ARB's Jack is a pretty easy operation.

central Australia, the western deserts and Cape York and we’ve used Jack quite a few times in different situations, during that time. I’m now very impressed with its ease of use, its jacking ability, the amount of control you can exert over it when lifting and lowering, along with its inherent safety when compared to a normal hi-lift jack. Is it worth its grand price tag? I’ve gotta say, Yes! The last jack we come to is the Pro Eagle trolley jack from Pro Eagle Australia (https:// proeagle.com.au/). I’d never heard of one of these units until one of Trent’s clients rolled his out for a repair job on his Cruiser while on our Cape York jaunt. On researching this product a little further, I found that it had recently won SEMA's best new off-road product (a world-wide competition) at their annual awards. Pretty high accolades, you gotta say. Now don’t compare the Pro Eagle with your normal trolley jack from Autobarn or Supercheap, which I have a couple in my shed. Some … many …. years ago, we took one of these trolley jacks on an off-road trip, but they were so difficult to handle they never went on another. But the Pro Eagle is a different can of capabilities. Made in the good ol’ US of A, it exudes precision and quality and comes in three different models and lifting capabilities up to three tonne; I bought, the big-en’. Priced at just under a grand for this top-of-the-line model, it’s not cheap and if 44

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Lowering ARB jack is as simple as pressing this small lever to lower jack under control.

you need a custom mounting kit, or the tool kit (aka, a well-made wheel nut socket set) you’ll add a few more hundred to the bill. If there is any one drawback to the Pro Eagle, it is its weight, with the 3-tonne unit I have weighing in at 27kg. The Pro Eagle is designed for off-road work and its big wheels make it easy to use in rough terrain while its belly plate gives it a huge flat base that doesn’t sink into sand or mud, even if the wheels tend to. It makes lifting, even the back end of my Patrol, or a 2500 Ram, a cinch and can slip under an axle even easier than any of my bottle jacks, AND lift the vehicle higher. The Pro Eagle comes with a standard 8-inch extension for those vehicles that sit on portals or the like. The lifting and the lowering of the jack, even when fully loaded, is easy and well Flat base under Pro Eagle offers a great jacking platform in soft conditions - especially when compared with normal trolley jack.

Pro Eagle is lower when fully depressed than most bottle jacks.

Pro Eagle lifts much higher than bottle jacks.

controlled with the hydraulics. Another great safety point is that even when it is at its highest jacking position, it is much more stable than any of the units mentioned earlier. As a relative new-comer to the Aussie market, my Facebook survey only turned up a couple of people who have the Pro Eagle jack, but like me, they are rapt with the unit, its capability and how easy they are to use.

Finally, whenever and with whatever jack you are using, make sure you play it safe see our safety tips. The last thing you need is a jack slipping and falling and hurting or trapping someone!

Getting a jack under an axle can be dirty work.

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10 tips for Jack Safety Research undertaken by the Australian Competition and Consumer Commission has shown that more than 120 Australians have died in recent years as a result of do-it-yourself car maintenance, with many of the fatalities involving the use of vehicle jacks. The risks of jacking and working under a vehicle when in the bush and on uneven surfaces are also greatly increased, so extra care should be taken. The simple steps to minimise the risks include: 1 Never get under a car that is only supported by a jack. 2 Always place safety jacks, or at the very least, a spare tyre under the axle or chassis. 3 Apply the handbrake and make sure the vehicle is in gear or in ‘Park’. 4 Always 'chock' the wheels on a raised vehicle. 5 Never place any part of your body under a vehicle unless it is sitting securely on some form of safety stand or a spare tyre. 6 Never allow a person or pet to remain in the vehicle while it is on jacks. 7 Never exceed the weight capacity of the jack. 8 On sand, mud or soft surfaces, use a jacking plate under the jack to stop it sinking. 9 Always perform jacking, where possible, on steady ground. If on rocky rough ground, level the ground before placing the jacking plate and jack in position. 10 If using makeshift support stands when in the bush, such as blocks of wood or rocks or a spare tyre, be extremely careful and ensure their stability. NEVER do this with any jack but especially not with a Hi-Lift.

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E N O G HILUX By Ray Cully

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It’s easy to lose count of how many HiLux dual cabs you see. Having been the number one bestseller in the nation for several years, and with so many examples of the same model and colour on the roads, it's hard to locate yours in a busy car park.

E U G O R

uilding on their undeniable popularity, Toyota added some spice to the well-respected SR5 HiLux in two distinctive flavours. The Rugged X with additional functional kit handy for the more adventurous off-road traveller, and the more-bling-than-zing Rogue to compete with the higher trim spec’d Ford Ranger Wildtrak, Isuzu D-MAX X-Terrain and Navara PRO 4X.

While both provide extra individuality for HiLux fans, note that neither HiLux offers significant performance enhancement like the Ford Raptor, Walkinshaw Amarok, previous generation Navara N-TREK Warrior or sadly discontinued HSV Colorado Sportscat.

Toyota’s HiLux Rogue sits between the SR5 and the Rugged X, aimed at active families rather than hard-core off-road adventurers. Unlike the previous Rogue, careful consideration ensures this version has an individual look, clearly segregating it from the donor SR5 and the more aggressive Rugged X. The standard stretched chrome hexagonal grill as on the SR5 is replaced with a more aggressive matte black surround. Which, from its mid-point, intersects the front bumper and then Western 4W Driver #120 |

drops vertically to encase the lower spoiler highlighted in charcoal grey. A squared off tapered recess on each quarter guard houses the fog lights, with their outer shroud extending backward to connect with bold matching wheel arch flares front and rear that are adorned with a distinctive upper inset molding. Modern LED headlights are accentuated by dark internal facias and highlighted grey edging, all combined with contoured daytime running lights to give this latest HiLux a more rugged stance, clearly taking several design cues from its larger American counterpart, the Tacoma. Side on, the Rogue was clad with decorative side steps, dark rear privacy glass and a set of uniquely styled black 18-inch alloys wrapped in 265/60 Bridgestone Dueller highway terrain road tyres, which definitely provide handsome street appeal. However, given the Hilux’s reputation as a competent 4WD, it’s like making an athlete wear dress shoes in an orienteering event. Some reasonable all terrain rubber would avoid the added cost of an upgrade, and better enable the HiLux to leverage its capability a much better compromise. 50

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Missing from the back end is the commercial slab-like tail gate door with Toyota blazoned across the surface; just in case you forgot what you were driving. Instead, the theme of a modern yet subtle SUV design style continues with the rear door framed between two large rear LED lamps, which still have standard bulbs for indicators and reverse lights. There’s a centre housing encompassing the rear handle, an oddly off-centre mounted reverse camera, a high mount stop light with the HiLux name plate proudly displayed in the centre and a more discreet Toyota emblem on the left-hand side. Disappointing was the lack of tail gate assistance to help open and close the rear, now commonplace on many competitor vehicles. Finishing the tail styling is a handy rear step bumper and decorative integrated resin rear sports bar, which does nothing more than look good. When you open up the back of the Rogue, things get a little more interesting. There’s a power operated tonneau cover that slowly uncovers a fully carpeted tub. Not so practical for tradies or those wanting to

haul gardening supplies. But ideal if you want to use this cavernous space as an extension of the cabin for storing delicate or expensive gear to keep it clean and well protected. Or throw a canopy on the back and you’ve got the perfect transport cabin for fur kids. There’s an internal light, great for grabbing gear out of the back when it's dark, and a handy 12v power outlet to hook up your fridge or power low amp 12v campsite appliances. With a simple press of the key fob, the central locking secures the rear tub to keep your valuables safe. And there’s still proper tie down hoops mounted in the rear for heavier items. Toyota has also provided water run off channels in the tonneau cover rails with automotive pinch seals on the rear door to improve sealing against dust and water ingress. After covering nearly 200km on powder-covered gravel, the design works. While we’re at the work end of the Rogue; standard inclusion is a genuine Toyota tow package comprising a square receiver hitch, 7-pin trailer plug and a removable tongue and ball. Rated for a 350kg maximum tow ball weight and a 3,500kg braked towing capacity, the Rogue certainly has the numbers on paper for impressive towing performance in the dual cab segment. But just be aware that with all the additional accessories as fitted to the Rogue, its own payload is slightly down on the SR5 from 995kg to 819kg. And that tow bar assembly will impede the departure angle on steeper drop offs. Swing open the driver’s door and pull yourself into the comfortable 8-way power adjustable, heated, leather-accented driver’s seat and try not to be disappointed that at this price point it’s still manual adjustment for passengers. The first thing you’ll notice is the updated floating eightcolour touch screen for GPS, audio with DAB radio, plus phone connectivity, including Android auto and Apple CarPlay via USB cable connect. But it keeps one of my favourite features, a simple rotary volume Western 4W Driver #120 |

control, to pump through the nine speaker JBL premium sound system, standard on the Rogue. Despite the prestigious JBL moniker, regardless of music style chosen, the sound quality experienced in our test vehicle was average, and certainly not commensurate with competitors’ offerings when you factor in the upmarket asking price of the Rogue. The instrument cluster design has been spruced up to something that would be right at home in a 200 series Sahara. The handy colour 4.2" multi-information display in the middle provides a range of driver information including front wheel angles (handy when traversing very soft sand), and vehicle position via the front and rear parking sensors (great for those tight carparks), plus a digital speedo. The brushed metal highlights complement the nicely placed metallic black surrounds to give the Rogue a chic yet practical interior. The tactile surface finish of the leather on the reach and tilt adjustable steering wheel lacked that premium feel but provided quick access via toggle switches for several functions, such as volume, voice command and phone, adaptive cruise control sensitivity and land departure settings. Below the infotainment system is only a single zone climate control, but I liked the large practical rotary dials for fan speed and temperature with selectable modes for various functions. Awkwardly mounted on the lower dash fascia are the switches for the heated front seats, downhill assist control, Toyota’s active traction control and the all-important locking rear differential. Being directly in front of the transmission shift lever, they are fiddly to find and operate at night. There’s also two 12v power outlets and one USB port for charging, plus a 220V GPO outlet in the main console. You’ll also appreciate plenty of practical storage for coffee cups and drink bottles and two glove boxes, with the top converting to a cooler by opening the internal AC vent to keep items cool on warmer days. 52

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Entering the second-row seats, there’s a good-sized grab handle to help pull yourself up and into the cabin. Once inside, the seat comfort and ergonomics are reasonable for a commercial based dual cab. Back seat occupants get rear console vents for air flow, a fold down centre armrest for longer journeys, with a handy bag hook on each front seat which is usable if no one is sitting behind that seat as leg room isn’t overly abundant. Interestingly, the back rest doesn’t fold forward like some to provide a flat surface area, rather the seat base folds up in a 60/40 split because of the necessity of avoiding the centre seat having a seam through the middle, which means you have to fold both up if you want to access the

two small storage bins underneath. There are no power outlets in the rear, so topping up toys or phones for rear passengers will require longer cables to reach the front. There are ISOFix anchorages and top tether anchorages on the rear outboard seats and overall, the Rogue receives an ANCAP 5-star safety rating. With a load of gear packed inside and in that carpeted tub, what better way to put this capable family friendly all-rounder through its paces than a 1,000km round trip through the beautiful south west region of WA? Hit the push button start, and the heavily revised 2.8L diesel cranks into life and settles down into a muted diesel chatter. Western 4W Driver #120 |

This new HiLux power plant hits peak power of 150kW at 3400rpm, while the automatic transmission variant produces an impressive 500Nm in a wide and very usable spread of torque from 1600 to 2800rpm. Drop the auto in gear and lean on the pedal to get things moving and the HiLux responds with an emphatic surge to keep up with the hustle of start and stop city traffic or merging into a fastpaced freeway. Around town the Hilux’s high seating position, good visibility, and nicely insulated cabin with better vibration and noise control make for a relaxed drive around suburban streets. The reversing camera, aided by front and rear parking sensors, means manoeuvring around tight car parks isn’t as daunting as you might think. Manufacturers are constantly striving to get the best balance between load carrying capacity, ride comfort and onroad dynamics. This is made even more challenging when the vehicle has the incongruous blend of independent front coils and longitudinal rear leaf springs out back. As we left the city silhouette behind and smooth blacktop gave way to lessor refined surfaces, cruising at 110km/h the Hilux’s retuned leaf spring rear suspension, while better than its predecessor, doesn’t feel

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as settled as some of its competitors. Compounded by moderate corrugations on secondary gravel roads, the rear suspension reacts to surface irregularities, transferring a slight harshness into an otherwise quiet and well insulated cabin. Sure, adding more weight in the back is likely to minimise this issue, but the Rogue’s target audience means it’s likely to spend most time hauling people rather than a hefty load of tradie gear or off-road essentials. So, ride comfort may rank higher than load hauling capacity in the purchase equation for families. The Rogue’s mid-range performance is impressive. It’s no sports car, but the newly recalibrated six speed auto does a decent job of carving its way through the gears and puts that lusty 500Nm of torque to good use, enabling respectable acceleration from 80 to 110km/h zones with confident overtaking ability. If you’re looking to be pinned to the seat and have your eyes water as you leave the traffic lights … you’ll be sadly disappointed. This engine is all about pull, not push! Toyota claims an average fuel consumption of 8.1L/100km. My 10L/100km seemed more realistic given the combination of city, highway, lengthy stretches of very soft coastal sand, plenty of fast paced gravel and some slow-going rocky trails. As long

as you’re not hauling the holiday home, the 80L fuel tank should give you around an 800km range. Getting onto south west coastal tracks, the conditions ranged from smooth to deep powder and even deeper cross ups. A twist of the rotary dial on the dash switched us from 2WD to 4WDH. The HiLux doodled along effortlessly as we enjoyed the scenery. The closer we got to the coast, the softer the sand, so it was time to air down the tyres to reduce the contact pressure on the sand. Running between first and second in high range at around 18psi, the HiLux relished the conditions. I soon forgot the firmness of the suspension on the road thanks to the soft sand, and the Rogue acquitted itself admirably to disperse big bumps as it absorbed the slow continuous oscillations of the axles over a succession of dips and hollows without interrupting the serenity of the cabin with squeaks or rattles. Coming across a group of intrepid young explorers fighting their way to the top of the steep descent before us, I suspected things were likely to deteriorate further down the track based on the panic stricken look on the face of a passenger or two. So, we took the opportunity whilst parked up on the wide clearing to lower our tyre

pressures further. With the foliage slowly closing in on the edges of the track, the once white powdery sand over a firm base now turned to what resembled grey cement powder and felt like it had a similar consistency. Instantly you could feel the HiLux drop, as if driving off a platform, as it plunged into the deeper, darker sand. With engine rpm rapidly dropping, the HiLux began the arduous task of trying to maintain momentum through the powersapping grip of this deep grey powder. With one hand on the shift lever pegging the auto back to low second, the other on the wheel, I slowly sank the right boot to gain some rpm and much needed torque to plough through this quicksand and try to gain some flotation. Revving as low as 1200rpm, the HiLux refused to relinquish its authority and slowly and surely the tacho moved in an upward direction. Mindful to keep control of the reins, and avoid excessive wheel spin, I engaged the rear diff lock to remove the burden from the traction control system, which was now working feverishly, applying brakes to balance the surge of torque evenly across the rear axle. Much to my relief, the Rogue surged on with axles crossing up at tortuous angles as we negotiated our exit climb out of this boggy abyss through deep moguls Western 4W Driver #120 |

formed by overzealous drivers piloting impromptu excavators running excessively high tyre pressures. Thankful to reach a stunning beach that reminded us of why we drive 4x4s, I took stock of what we’d driven through with relative ease and reflected on why the HiLux has been market leader for so long. While there is a little doubt that it’s a high-priced marketing show pony, it had won my respect for its honesty and tenacity to deliver the goods when it counted. As ominous dark clouds formed, the last rays of sunshine defiantly burst through a small gap to shine on the Rogue’s impressive effort. But with the competition eroding the gap on HiLux reliability and performance, this pack leader will need to pull out all stops to demonstrate sufficient performance, capability and reliability to justify a premium price tag and maintain market dominance. 56

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Fast Facts Price: $68,990

Engine: 2.8-litre turbo diesel four-cylinder Output: 150kW/500Nm Transmission: Six-speed automatic Fuel: 8.4L/100km Safety rating: ANCAP 5 Stars.

BIG DESERT Grand Circle By Ron and Viv Moon

The Big Desert of western Victoria and eastern South Australia has great camps, lots of variety and plenty of 4WD tracks as Ron and Viv Moon discovered on their latest travels.

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he track was slow and sandy, twisting this way and that as it dodged around another clump of scrub or some hidden depression. Occasionally it ran straight ... or at least, straightish .... as it closed on and ran parallel to the fence that separated this northern section of the Big Desert from the wide strip of farmland bordering it to the north. Firebreak Track, as the sandy route is called on most maps, follows the northern boundaries of the Big Desert State Forest and the adjoining Wyperfeld National Park for over 100km east of the SA-Vic border. Sometimes there's cleared land on one side with bush on the other, while in many places scrub crowds in on both sides.

We had left the tiny hamlet of Jeparit in western Victoria a couple of days earlier but not before checking out the excellent museum the town has to offer. From there we had headed around the western side of Lake Hindmarsh, which is a 'lake' only occasionally, the last time in 2011 when the Wimmera River flowed strongly enough to at least partly fill the big flat depression. When we passed by it was as dry as a chip, the water ski club deserted as was the nearby camping ground and all the picnic tables.

From the north end of Lake Hindmarsh the Amy Johnson Highway (named after the famous English aviator who was the first woman to fly from the UK to Australia in May 1930), a dirt road, winds north through the Birdcage Flora and Fauna Reserve before coming out on to a grid work of farming roads. We found our way to the Pella church and old school, now well over a 100 years old and probably the grandest buildings in the whole district. We dodged around miniscule Ross Lake (dry of course) and found ourselves at the southern end of Lake Albacutya which gets fed very occasionally from Lake Hindmarsh via Outlet Creek. Once again this normally dry lakebed is surrounded by a strip of public land and we wandered around the lake shore to a favoured camp at Yaapeet Beach where there are fireplaces and a toilet. There was a family camped there so after a bit of a yarn, we headed north around the dry shore to OTIT Camp and set up our Candy Camper for the evening in delightful desert isolation. Next day saw us take the blacktop into the main Wonga Campground in Wyperfeld NP where you have a range of basic facilities. Western 4W Driver #120 |

The Wimmera River at Jeparit attracts wildlife.

No chance of swimming in a dry Lake Hindmarsh.

This is a large pleasant camping area centred around Wonga Hut, this area being the first section of the park to be protected in 1909. Water only gets here from Lake Hindmarsh via Lake Abalcutya, the last time in 1976. An easy circuit road takes you out to the Eastern Lookout, past the poignant grave of 'Baby Cameron' who died and was buried here when just seven days old back in 1874. It was a tough life for our early pioneers! Old school and church at Pella.

Lake Albacutya.

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A sandy track leads north from just south of the Eastern Lookout and winds through mallee scrub and crosses a few low soft sand ridges to Ginap Track before we continued along Eagle Track which meets and skirts along the edge of farmland, south-

west of the township of Patchewollock, the small community having one of the first painted silos in Australia, which makes it worth a visit. Taking Moonah Track, the route then passes through some delightful open country including Callitris Clearing, a large expanse of grasslands dotted with native pine, before coming to the Casuarina Campground, which sprawls amongst native pine and old buloke trees. This camp has got a lovely remote feeling about it and with a number of short varied walking trails nearby is well worth a visit. Not far from here is a patch of private freehold land completely surrounded by the park. Pine Plains Lodge has been in the same family for 100 years, the sheep run first being claimed in 1847 and only ending as a pastoral property when the leasehold section of the property was taken back by the government in 1995. There's a number of tracks north and west of here surrounding the Wirrengren Plain, which is essentially another dry lake bed, but so rarely does water reach this most northern of the lakes (the last time in 1874!) that its far more 'plain' than 'lake'! At the southern end of the Plain and just west of the lodge is the Snowdrift Camping Area, which is beside a large mobile sand dune, of the same name. We headed north and then west picking up Firebreak Track for 40km or so before Callitris Clearing.

Patchewollock silo.

we took the soft and sandy White Springs Track south, deep into the Big Desert State Forest to White Springs itself. This is normally a good spot to camp but the area around the spring (really a soak) was wet from recent rains and had been chewed up by some boisterous lads in their 4WDs, which does tend to piss one off a bit, so we headed a short distance away but still in the same large area of naturally cleared land and propped for the evening.

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White Springs clearing.

Leaving White Springs in the morning we struck west on sandy tracks and passed through the clearings of Sand Bucket and Lone Pine. One thing you'll notice in the state forest is the tracks are much less maintained than in the national park, which some people will enjoy and others won't! We never got bogged on our trip but it is always a possibility with the sand soft enough to trap the unwary at any time through this section of desert country. We pushed on to the large clearing of Lone Pine and then followed the track north-west to the small man-made clearing Track into the Big Desert State Forest.

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around the old Johns Bore, before reaching the edge of the forest again at Firebreak Track. We crossed the Murrayville Road (Murrayville is 10km north and is the closest fuel for the next longish run) and took the Cactus Bore Track south through a small naturally cleared area I called Pine Grove, and then the larger clearing of Yellow Gums to Cactus Bore itself. Here you'll find a small clearing at the base of a big dune which has the remains of an old bore casing, sunk in 1929, when the area was a pastoral lease and the bore was used to water sheep. The 'cactus' are, in fact, giant American aloe plants. From here Coburns Track first heads west before winding around the big mass of dunes at Thomson Peaks Lookout, where a sandy steep 4WD trail heads up the ridge, which offers good views over the surrounding area and deep into the Big Desert Wilderness.

North of the Peaks Lookout the track passes through Red Gums, a large and long narrow clearing dominated by at least 30 big red gums. It's a top spot, but if you camp here stay well away from the overhanging branches. Just before meeting Firebreak Track (again) another narrow track leads to Coburn's Pines which is a top spot to camp. We checked it out and then headed west on Firebreak Track, which rolls over some tallish dunes to meet with what seems a major dirt road, but is in fact, the Border Track. We turned south along the track, quickly passing through the fence at a very obvious gate to skirt along the edge of some farm land that makes up Scorpion Park. We pushed on into the Scorpion Springs Conservation Park and soon left the Border Fence to head west to Scorpion Springs itself, where a clearing surrounds the natural soak near a track junction. Camping is not allowed here and we pushed on to Cox's Windmill and then Pine Hut Soak where a camping area has been established at the northern edge of the park.

Red Gums makes a good camp.

Instead of returning to the Border Fence for what is an interesting and often a challenging drive south, we opted to take Centre Track as we'd never driven this route before and wanted to see what it was like. It turned out to be an easy enough run and we stopped at Nanam Well to check out this historic and deep well. Dug in the 1870s this well is around 40 metres deep and at one time helped water more than 60,000 sheep that once grazed this area. You'll find that hard to believe when you look around at the thick mallee that surrounds the well and it won't be a surprise that grazing faltered in the 1890s with most of the leases being given up.

Border Track runs through burnt out country for much of the way.

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That night we camped at Pertendi Hut, hardly an enthralling place as it is close to the main BordertownPinnaroo Road, which makes it popular with the 2WD fraternity. Next morning we headed back to the Border Track and continued our way south to Red Bluff in the small reserve of the same name, on the Victorian side of the border that adjoins the Big Desert Wilderness on its southern boundary. Red Bluff has a pleasant camping area, having been refurbished by the Wimmera 4WD Club after being devastated by bushfires. Much of the large campsite still shows signs of those fires from a couple of years back, but the southern section of the camping area is amongst green pines, which is much more pleasant. A walking trail winds up from the camp ground to the crest of the bluff where you can get good views of the surrounding area. The wildflowers in spring around here can be amazing!

Small area of unburnt pine at Red Bluff.

Heading east from Red Bluff you may find, especially after rain, the track boggy in sections with even a few bogholes to interrupt the generally easy travel back to the Murrayville-Nhill road. Once at the road, we turned north passing No. 2 Bore, then Moonlight Tank and then The Springs, which were all used when this was a cattle droving route through this normally scrubby and dry region. North of The Springs we took the Milmed Rock Track east, through the western section of Wyperfeld NP, the route now a wide sandy track through the mallee No. 2 Bore on the Murrayville Track.

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scrub and passing through the clearing of Pigeon Springs before coming to Milmed Rock. Now don't get too excited! Milmed Rock juts above the sand that surrounds it by just 1.5 metres and measures a paltry 5-6 metres or so square. Still, it's a spot where everyone stops, climbs the rock to take in the view over the low encircling scrub and generally signs the visitors book, which is nearby. Just east of here the track passes through the Milmed Swamp, which offers a few spots to camp but the best along this track, I reckon, is at the next clearing surrounding Arnold Springs. At Round Swamp, a large clearing further south again, there is a designed camping area, but again, I prefer camping at Arnold Springs.

Milmed Rock.

Old well at Round Swamp.

The track continues through mallee scrub, passing Lookout Dune and then Hermies Garden before reaching the Pella Track on the southern edge of the park and on the northern boundary of the farmland. Here you can strike southwest along a rough sandy track to Chinaman Flat and the Lost Swamp to eventually reach civilisation at the township of Nhill or turn left towards minute Pella. We turned left and were soon on farm roads and then the Amy Johnson Highway, our enjoyable Big Desert Grand Circle coming to an end as we sought a camp along the shores of Lake Hindmarsh.

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INFORMATION BAY This is a good 4-6 day trip taking in the best of the Wyperfeld-Big Desert-Ngarkat region of Victoria and SA. For travellers there's free camping in most of the Victorian parks while in SA you need to pay for the privilege. Still you will need to book ahead in both states. Travelling the Border Track is subject to seasonal closure by SA national parks, as well as being one way in parts – from north to south. For the parks in the region check out: Victoria: www.parkweb.vic.gov.au South Australia: www.environment.sa.gov.au/parks/Home Jeparit has fuel, a store and a pub and an excellent museum. For more info visit: http://jeparit.com.au Pine Plains Lodge has excellent accommodation; for more info see: www.pineplainslodge.com Murrayville offers fuel, a well-stocked store, a pub with cold beer and excellent meals, a couple of cafes, while the little camping ground/caravan park is a beauty. For more info, visit: www.murrayville.com.au Nhill on the southern side of the Big Desert region is the biggest town of the three mentioned here and offers all you require for a trip in the region. See: www.travelvictoria.com.au/nhill/ Best map for the area is Meridian's, 'Victoria's Deserts 4WD Map'. Best book, which covers the whole region (maybe hard to get; just Google it), is 'Mallee Tracks' by J Nickolls & A Angel. Best time to go is early spring for the wild flowers, but anytime except high summer is fine.

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10 top tips for

BEACH DRIVING in your 4WD

By David Wilson

I’m writing this on the first day of Spring and I’m EXCITED because the promise of warmer weather is just around the corner. I’m a surfer, a fisherman and 4W driver and those three activities go hand-in-hand especially when accompanied with blue skies and an offshore zephyr! Here’s my 10 top tips for driving on the beach in your 4WD this summer.

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Tyre Pressure

So many people come to grief on a beach because they’ve been either too lazy to spend five minutes at day’s start to let tyres down or ignorant of the benefits. Invest the time now, because later it might cost you a whole lot more. But the question is how much air? The answer to that isn’t simple anymore because wheel sizes have changed a lot in recent years and because of bigger brake fitments, wheel sizes have had to go up to accommodate them. I’ll say it right now that if you’re running a stock set of 18” you will have trouble. As wheel sizes increase, sidewall heights decrease as manufacturers achieve their optimal gearing point (wheel diameter vs differential ratios). The trend towards bigger wheels has meant tyres have less volume now and that compromises the footprint length. Length is everything. Let’s dispel one old furphy and that is when you let a tyre down the sidewall bulge contributes to the flotation. No-Siree Bob. To have a tyre’s sidewall contribute anything to this exercise it’ll need to be flat.

As you let the air out, the tyre’s footprint length will increase and eventually you’ll arrive at optimal pressure for the sands on that day. That pressure varies, vehiclevehicle, beach-beach so you’ll need to do some experimenting. You’ll know when you get there because suddenly the vehicle will be wafting along instead of trying to dig a ditch. So what’s the bogey with 18”? Shorter sidewall height brings less flexibility so the sidewall doesn’t exhibit its usual suspension-aiding characteristics of absorbing the bump before the springs go to work, so you can expect a rougher ride and more 'chattering' or axle-tramp if the pressures are wrong and you’re driving like a twit. The other challenge will be keeping the tyre on the rim at previously accepted sand-driving pressures. As you turn in and out of corners there’s a lot of lateral load placed on the tyre and the harder the turn, the more likely you’ll get tyre/ rim/bead separation as the tyre rolls onto its shoulder.

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Once upon a time the accepted threshold this would occur at was around 100kPa/15psi but I’m seeing it happen at 125kPa/18psi and that used to be most people’s starting point on the sand. That’s a new conundrum to negotiate and the fix for me is to err on the side of caution, using 140kPa/20psi. More pressure resists the bead’s want to slip over the rim’s locating flange. That’s not ideal, the footprint is shorter and the vehicle will now struggle, especially if there’s zero moisture in the sand. The 'fix' for those of you with 18” setups might be to go down a size to 17” (check there is a 17” option and revealed on the tyre placard or in the specifications chart in the owner's handbook). That will offer up a wealth of significantly better and common tyre choices in light-truck construction. If you must have 18” you might need to go oversize with your replacement rubber to find the fix and restore the footprint.

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On a Triton I know we beat this challenge by ditching the stock 18 x 7.5” rim fitted with a puny 265/60R18 110H passenger car tyre, replacing the combo with an 18 x 8” rim fitted with LandCruiser 200 sized LT285/65R18 125S light-truck tyre. The diameter difference is 825mm compared to 775mm stock which is always handy, but it required a diff-drop to keep the CV angle safe and a suspension change to get some more clearance under the guards. Doing that got our volume back but it cost some dollars! If you’re running say a Jimny you’ll likely throw all these pressure recommendations out the window because lightweight vehicles thrive on pressures around the 70kPa/10psi to 100kPa/15psi mark and they have less chance of throwing a bead with their 15” fitment and less ballast.

Blow them back up

Letting them down was the easy bit, maybe not, especially if you’re using a knock-off tyre deflator, you know the ones that remove the valve core? The originally conceived ARB version is a quality piece of kit but the knock-offs are often wildly inaccurate and regularly hinder the exercise by ejecting the core into the scrub never to be seen again! For me, I can’t go past a regular metal construction dial-type gauge to measure and a piece of stick or shell-grit to let them down. It’s simple and always at hand. At day’s end, you’ll want to pump them up and fast. In both my vehicles I’ve got ARB compressors ready to go. The MU-X has a single-motor model and installed in the area where the jack and tool-roll live, whilst the D-MAX runs the twin-motor version from the ute tub and accessed via the canopy’s LHS flip-up window. Both are fast, but the twin is blisteringly quick. If you select another brand of pump make sure you ignore the pressure shown on the in-line gauge it likely came with, as it’ll be out of whack. David in inflation mode.

Photo: Christine Arnasiewicz

The other gear

There’s not a lot more required other than a long-handled shovel like a fibreglass two-piece version (that’s handy for the wagon folk to get it inside), so you can dig out right underneath the car and a set of recovery boards. Either of the industry-leaders Maxtrax or TRED work brilliantly and I’ve even had some folk tell me they’ve used low-rent, no-name brands from eBay or the local Aldi that they've used once and destroyed (at a significantly lower price-point), but they got the job done.

Weight is the enemy

Weight is something that 4WD owners will struggle with because we all like to carry stuff and the bigger the vehicle and load, the greater the challenge. So the way to fix that is by manipulating your tyre pressures as we described before or leave stuff behind. It is so easy as a 4W driver to just keep plonking more stuff in the car, especially if you’ve got kids. I was guilty of it when I had little tackers and the solution after the first few trips was to just get ruthless. They’ve got a beach full of wonder to explore and the back-in-the-day Nintendo Game Boy didn’t even come out of the box, Western 4W Driver #120 |

because exploring rock pools and chasing snakes was way more exciting than a console thingy. All you need is your accommodation, food, water and beverages housed in a fridge, a cooker and fuel, change of clothes and that’s about it. Even then you likely won’t use half the stuff.

The weather and the tides

It’s all about winds and tides. All around the southern side of this land of ours, any hint of big winds coming out of the SE or SW will usually mean crap weather to be coasting. Luckily in summer the spells between those winds will be spread out, replaced by those warmer breezes coming off a scorched interior and blowing offshore and predictable. The last thing you want is a beach with a track-space that’s been compromised by a sea that’s been beaten into a lather by onshore winds, washing up against the foredune leaving you nowhere to go. That’ll be further exacerbated if you’re doing that drive on a full or new moon moment!

What about the slope?

I’m referring to the gradient of the beach. Beaches that have a pronounced fall from the foredune to the water’s edge are going to be trouble. That usually means a section of coast with seriously aggressive wave action and sands that never bed down. My good mate Mick Brown, mine-host at the Lancelin Beach Hotel is an avid 4W driver and coastal driving guru and he knows that often the best place to drive is down near the water’s edge … on a flat beach! On a sloping surface, you’ll be looking to stay up the top because that will give you a bit of insurance. Mick’s key to sloping-survival is engine speed and I have to agree 100%. Get the vehicle out of high range and into low. Use gears that keep the engine speed alive and ready for an instantaneous accelerator prod, because having a driveline that’s taut is better than one that’s slack. The vehicle will track a lot straighter and truer. Whilst you’re doing that check your steering because I bet you’ll be steering uphill. Pushed up by the tide.

| Western 4W Driver #120

Creek to coast

No, not the TV show, what happens when an inland freshwater stream meets the ocean. In Tassie I saw the magnificent Henty River push out to sea, on Moreton Island saw the outfalls at Cravens, Spitfire and Eagers Creeks, in WA the Moore River and all featured the same construct of a deeply eroded channel in the sand waiting for an unwitting tragedy. That step caused by the passage of the water forms this blunt cleft that might be insignificant at 150mm or so, or monumental at a metre or more. Whatever the size of the bump it will impact and the severity determined by your speed. There’s been reports over the years where vehicles have done end-over rolls, hitting the unstable bank at higher speeds, nose ploughs into the sand and trips the vehicle over either vertically or with a spiral motion.

Beware the flotsam and jetsam

On the wilder coasts, you can expect a lot of debris to be washed up on the shore and especially after a big weather event. It’s amazing the stuff I’ve seen ranging from furniture, to fishing nets, float buoys and tangled line, barnacle-covered timber, all sorts of plastic trash, bottles, sea containers and even whales (see below)! Touch-wood (bad pun) I haven’t compromised a tyre yet, but I know others have with half-buried detritus ripping a big hole in a tread face and changing a wheel on a beach usually isn’t much fun.

You also want to factor in how much water is heading out to sea before you take that brave run, how deep is it and how firm is the base? Me, I’d much rather watch some other heroes demonstrate it’s possible before I took the plunge or find myself another way! Know your stretch of coast and all of its perils by doing some research.

Convoy negotiates Cravens Creek outfall on Moreton Island.

Western 4W Driver #120 |

Getting duned

There’s the beach and adjacent to it will be a dune system which might be active or stable. Stay out of stable dunes because that thin layer of vegetation will be the only thing holding it together and once broken it’ll likely never recover. The active systems though offer (where permission is granted) a heap of fun and demand exploration, but don’t go silly. The biggest risk is in knowing what’s over that summit. The prevailing winds push the sands around and pile them up, building taller and taller structures that will feature a 'lunette' shape or bowl and finish with a razorback edge. That razorback might lead to a blinddescent that could be five, ten, fifteen metres high or more and presenting a risk. Often these ridges merge into one another and are barely visible. You’re driving along thinking everything is okay only to discover you’re on the precipice of a monumental fall. Point the nose of the car directly down the hill and that’ll rub out the potential of the roll.

| Western 4W Driver #120

MUX takes the plunge.

ENJOY IT

Celebrate the fact that we live in the best place on earth for going 4W driving! There is nowhere on the planet where there’s largely unfettered access to a country’s coastline and one so brim-full of wonder, so lap it up and don’t trash it!

Pajero Sport about to take the leap off a razorback.

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WELDING

in the Bush

By Grant & Linda Hanan

With a little know-how and safety precautions in place, it’s possible to weld in the bush using 12 volt car batteries. In fact, it could just be the solution that sees you get out of a major breakdown and back on the tracks.

hasing adventure and exploring our great country means at some stage you’re going to venture out farther into the outback away from mobile reception. We’re talking about where any call for help is at least a couple of days away. Naturally, you wouldn’t attempt this without some preparation beforehand and evaluating the potential risks of being stranded if a breakdown should occur. These days, most of us carry a range of hand tools, possibly even a few power tools, spare parts and some hardware items like bolts, wire and tapes. You could even carry a few pieces of steel to fabricate a bracket. But if your breakdown was more catastrophic … something like a broken tail shaft, a crack in the suspension, or perhaps a broken stub axle, what will you do? While you might have a go at a makeshift attempt to hold it together with ratchet straps and a few bits and pieces, how good would it be if you could weld it back together so that it was good enough to get you to the next town and get professional assistance? 76

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You’re probably thinking about now, “Sure, I carry a welder in the back of my car all the time!”… and, “What am I going to power it with … the generator I’m also carrying?” Huh! But imagine being able to set up a makeshift welder in the bush to do the job using 12v vehicle batteries, some leads, welding rods, and appropriate welding safety gear such as gloves and a mask to protect your eyes and face. Well, it’s all possible. Let’s take a closer look at how to go about it. SAFETY FIRST Welding with 12v automotive batteries comes with its own risks. First and foremost, you need to take steps to prevent a battery exploding. Besides batteries having sulphuric acid inside them, they also emit hydrogen gas. And if a spark should come into contact with vapours, or worse still, burn through battery casing, an explosion isn’t out the question. Explosions can happen, and the fallout will be far from pleasant. Any injuries could be catastrophic

Safety gear like welding gloves and a mask are standard items in our kit. We like one person to set up the batteries and another to check all is in order.

safety. There’s the risk of burns, eye damage and respiratory problems from the nature of the arc. Safety shouldn’t be taken lightly, and we can’t stress this point enough. COME PREPARED to you and others around you, and medical help isn’t just down the road. Needless to say, it’s paramount the batteries are positioned as far away from the welding operation as possible. Better still, shield the batteries with some form of barrier. This could be something like a fire blanket, or perhaps a table on its side to act as a screen. Additionally, the fact you’re welding means you need to take additional precautions when it comes to your own

You may have heard the odd bush mechanic story or two … the story goes something like, “All you need is a couple of batteries connected together with some jumper leads, a bit of fencing wire, some dark sunglasses, and a bit of know-how, and you can be welding up a diff housing”. While that all sounds well and good, it’s not quite how we approach it. As we’ve done the odd battery welding job or two out on the tracks, here’s the steps we take to weld with 12v batteries. Western 4W Driver #120 |

STEP 1 – BEFORE LEAVING HOME You could say we’ve taken time to put together our own comprehensive battery welding kit using some bits and pieces we’ve collected. To start with, our kit comprises a range of different battery clamps to deal with battery terminals which come in a range of different shapes and sizes. We also have some heavy battery cable to join the batteries together in series. Besides these, there’s some welding leads that came off an old-style arc welder. These have a handle piece and a quick action spring clamp attached. A range of welding electrodes of various sizes and thickness is also included. You really want to try and keep these dry and moisture-free as much as possible. Then there’s an oldstyle conventional welding mask to protect our face and eyes. Unlike some of the fancy self-darkening masks with batteries, this basic one will always work. And some long welding gloves are a must in the kit to protect hands and lower arms. We also carry a few things with us that aren’t in the kit; a wire brush, a pointy hammer for chipping slag and some clamps, and a battery-operated hand grinder for cleaning the metal about to be welded. STEP 2 – PREPARING TO WELD Imagine there’s been a breakdown that requires some metal to be welded. Like any breakdown, take your time. Talk things through with others before launching into it at a hundred miles an hour. Discuss the plan and process with fellow travellers (this is assuming you have companions) about setting up an appropriate working area. Clear away anything that’s likely to start a fire from flying sparks. Keep fire blankets, fire extinguishers and buckets of water on standby just in case a stray spark starts a fire close by. Welding with batteries means you’re going to need some 12v batteries out of vehicles. Never attempt to join batteries together while they remain in the vehicles. For 78

| Western 4W Driver #120

Duct tape wasn’t going to fix this axle.

this job, you need fully charged lead acid batteries, such as a starting battery or an AGM house battery. In an ideal situation, you’d have 3 x 12v batteries joined together in series to give 36 volts. This in turn gives around 100-120 amperage, similar to a small 240v electrical welder using a smaller sized welding rod if you were doing this at home. Something like this is ideal for striking an arc and melting metals together. Note: Two large 12v AGM style batteries in series will work for welding, but you’ll only have 24 volts. This will result in a lower amperage and getting a good penetrating weld will be a lot more difficult to achieve. That’s why three batteries in series would be better. Using two batteries on this occasion provided less amperage than three batteries but still got us out of a jam.

The situation was assessed after the sub axle was removed.

STEP 3 – CONNECTING THE BATTERIES It’s a good idea to take a note of the voltages in each of the batteries you intend to use before proceeding. The three batteries are placed on the ground and lined up in a row to connect them together. It’s important to check and double check the position of the positive and negative terminals, as not all battery posts face the same way. Start by identifying a negative terminal on a battery. We label this as battery one and establish this terminal is going to become the ground terminal for the welding lead. As the ground wire, it should have some form of clamp that can attach to the metal being welded. Battery two then gets placed next to battery one. Place a lead on battery one’s positive terminal and join it to battery two’s Connecting the batteries was made simple with our pre-made cables.

negative terminal. This is known as joining batteries in series. In effect, we’re adding a positive to a negative terminal making it 24 volts. The terminals then get securely tightened. The process is then repeated with battery three. Secure a battery cable to battery two’s positive terminal before attaching the other end to battery three’s negative terminal. This is how we achieve 36 volts joined in series. That leaves battery three’s positive terminal free, so this is the terminal the welding hand piece gets attached to. Before attempting to connect the hand piece cable, you need to double check everything. • Check you have the three batteries connected in series. • Check battery one’s negative is connected to the welding earth cable clamp. • Check battery three’s positive terminal is awaiting the welding cable hand piece connected to it. • Earth welding cable = (neg/positive) + (neg/positive) + (neg/positive) = welding hand piece. WARNING! Everything becomes live as soon the hand piece cable has been connected to battery three’s positive terminal. This means the “welder” has effectively been turned on. Preparing for welding means a clean-up first.

Western 4W Driver #120 |

STEP 5 - WELDING

Talking the job through before welding takes place.

Don’t let the hand piece accidentally come into contact with the earth cable or the metal to be welded, as a circuit will be formed should they come together. STEP 4 – DOUBLE CHECKING AND COMMUNICATION Safety is absolutely paramount, so don’t bypass this process step. Now the batteries are connected in series and the welding cables attached, double check all terminals are tight. Set up a barrier shield, or at least move the batteries as far away from the welding area as the cable length will allow. You don’t want any sparks from welding anywhere near the batteries. If you’ve got some bystanders watching, tell them what’s been set up. Explain how you’ll shortly begin welding and how they should stand far enough away, but still able to view the batteries and look for any irregular signs. The types of things to look for include a battery swelling, smoke in, around, and near the batteries, and agree on some form of signal that will be used to tell the welding person to stop. Also establish how the circuit can be disconnected quickly, bearing in mind things will be hot and burn bare hands. While we’re not trying to be alarmists here, it’s important to understand the nature of what’s about to happen, plus the precautions in place should they need to be actioned and ready to go. Only then are we ready to begin welding. 80

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You may not have ever had a chance to try or experience arc welding before. A breakdown using 12v batteries isn’t the first time you should be trying it either. So perhaps give it a go at home or enrol in a welding course to gain the necessary skill. The assumption here is that whoever is going to weld already knows how to do it, and this article isn’t a lesson on how to weld, or even how to go about preparing metal surfaces in readiness for welding. With all the appropriate safety gear on (gloves, masks, etc.), connect an appropriate welding rod to the hand piece and be ready to strike the arc. Like all welding, it’s important not to let the welding electrode stick to the welding metal. Should this occur, it’s critical to pull it away from the welding area and/or disconnect the hand piece immediately from the welding rod. Failure to do so, can overheat cables (and in this case the batteries as well). STEP 6 – PACKING UP With the welding job now completed, it’s just a case of letting everything cool down before disconnecting the cables in a reverse procedure to being installed. With the batteries now ready to be put back Everyone in the group keeps clear when welding is going on.

in the vehicles, I like to check the battery voltages, especially if it’s a starting battery. I like to check it has enough volts to turn over an engine. The kit then gets packed away and we can complete any other associated repairs/assembly before we continue our travels. Although welding with batteries can get you out of trouble, we would always advise revisiting the welded repair once arriving in a location and having access to the right equipment. This is especially important with suspension and steering related welding. SUMMING UP If you’re considering remote travel and plan to attempt to do your own self recoveries on your vehicle or camper, then adding your own personalised welding kit to your setup can save big bucks if you breakdown. Tray trucks don’t come cheap in the bush, but a small welding repair could be just the thing that gets you going again. It’s

The fundamentals of our welding kit.

saved members of our travelling crew on a number of occasions. If nothing else, having your own kit with you that can be set up for someone that has welding experience, is going to allow them to assist you and get you out of trouble. As a last word, welding with batteries itself isn’t difficult, provided you understand the associated risks and put in place appropriate safety steps to keep everyone in your crew safe at all times.

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www.explorex.com.au Western 4W Driver #120 |

SAFETY ELECTRONICS By David Wilson

Rock strewn valley … no problem in a Rubicon.

| Western 4W Driver #120

It’s enough to ink ! drive you to dr

Automakers right around the world have started an arms race that promises less road trauma, which is always a good thing, but its implementation has added significant cost, heft and intrusion into what should be a pleasant experience as I’ve always regarded driving as a joy.

Forward facing stereo camera aggressively seeks out danger.

here’s nothing better than loading up my ute with some toys, some food and a couple of bottles of South Australia’s finest red and heading off into the wild blue yonder for a week or two of discovery.

no steering ability and despite your best efforts to steer around the obstacle you’d plough into it. We all learnt the threshold method of braking to compensate, applying just enough brake pedal pressure to stop but not to lock up those wheels.

The problem is that now the en-route bit is peppered with constant lane-keeping steering corrections, beeps and alarms thanks to the histrionics generated by the windscreen camera and its box of tricks. Honestly, it’s enough to drive you to drink!

Threshold braking was good, but ABS is better, with electronic detection of a wheel locking up starting a pulse of brake application on/off, likely measured thousands of times and delivered in milliseconds. Keeping those wheels turning preserves your steerability and at the same time speed is wiped off with little fuss.

The evolution of safety electronics has been galloping along at a rapid pace in this last decade. We can thank Mr Bosch and Mr Daimler for the invention of the brilliant ABS (that’s Anti-Lock Braking System) technology that underpins all this new stuff. In case you’ve never stomped on an ABS brake pedal (and you should) in an emergency what you’ll get is a vehicle that is responsive to steering inputs rather than one that isn’t. Back in the pre-ABS days if you stomped too hard, brake pressure would override the friction/grip on offer on the road causing usually the front wheels to stop turning (because there’s greater braking bias to front wheels), leaving you with effectively

ETC/TRC (Electronic Traction Control), both in Brake Traction form (via the brakes) and Engine Traction form (via engine speed modulation) control wheel slip. On a wet bitumen road on a stormy night, these two will detect instantly any loss of grip that might promote an aquaplane moment with either a selective brake application or an engine de-tune flutter or both, to restore the grip. ESC/VSC (Electronic/Vehicle Stability Control) goes a step further measuring steering, brake and accelerator inputs as well as the roll, pitch and yaw of the vehicle and if any of them fall outside what the car Western 4W Driver #120 |

Traction and Stability turned off is confirmed in the dash like this on new D-MAX.

deems as safe it’ll step in and save the day, cutting engine speed and adding another selective brake input to correct any under or oversteer rotation that is taking you off the road. All that stuff is good and it’s been constantly refined and re-refined making emergencies less stressful. Now that cameras are being used to monitor what’s ahead and sensors attached at every corner, has safety gone too far? I’ve been driving the new Isuzu D-MAX for a year now and have clocked up over 20K. It is a brilliant ute and so much better than the previous model in every department. It introduced a safety system extension called IDAS (Intelligent Driver Assistance

Push that button and some of the safety drama melts away.

Nothing beats a locker when the going gets tough.

System) and utilises a stereo (twin-lens) camera up in the middle of the windscreen attached to a computer with mammoth processing power that measures the distance to vehicles/obstructions ahead of you, senses peripheral activity/objects that might merge with your pathway and other funky stuff like speed sign recognition. It’s clever stuff but it is intrusive and sadly the method to disable some or all of its functionality is a deep-dive into the vehicle’s menu and sadly lasts only as long as the ignition is alight. Turn it off and it’s back to the alarm bells. It’s been said that the mid-model update that’s coming will likely have a button where a driver can elect to turn it all off

This is what happens when you overstep the VSC speed threshold on new D-MAX.

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Still the best 4WD transmission on any Japanese dual-cab; Super Select II with Terrain Modes.

and once off, it stays off. Mazda has already flagged the feature in 2022 on BT-50, so we might assume Isuzu will follow suit as the vehicles share the same architecture. That’ll be a good thing but I wanted more, an off-road button. In lieu of any off-road mode facility where a button scroll takes you through a roll call of sand/mud/rock/gravel/snow like on Pajero Sport or Triton, each setting adjusting engine speed, brake traction and gearing to best suit the surface you’re on, my offroad button simply kills ETC/TRC and VSC/ ESC up to 60km/h and leaves the driver in control with his/her own tools of experience and some cunning. With an RDL (Rear Axle Diff-Lock) still to be deployed in the really nasty stuff and with its use retaining ETC/TRC on the front wheels (so many 4WDs turn that feature off when an RDL is engaged), you’ll manage most situations just fine. Currently, I find myself at my wit's end with no uniformity across makers’ vehicles when it comes to their electronic traction aids and when they’re likely to intrude. A manual depression of the ESC/VSC button would usually turn everything off when off-roading (in LOW range you can expect ESC/VSC will be turned off because it’s a high-speed function of the car), but nowadays once you step over anywhere 86

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Jeep Rubicon packs more 4WD mumbo in there than you can point a stick at.

between 30/40/50km/h the safety-Nanny will intervene at any hint of a yaw movement or wheel-slip and on my favourite surface (sand) is the exact opposite of what I want and will likely cost me a bogging. You can tell who is really invested in offroading and who’s just fiddling around the edges. Jeep’s siblings of the Wrangler and Gladiator Rubicons are by a country mile the best buggies off the beaten track (if only they had a diesel) with electronics dumbeddown or smartened up depending on the surface, live axles with plenty of articulation to prevent a loss of grip in the first place and when they do, double or triple difflocked. Anything from Japan is merely a 2WD with a 4WD facility that is hedging its bets on what it and its owner’s capabilities might be and ready to apply the brakes at the first hint of a challenge. Wave the white flag rather than accept the challenge! Once all the safety gear has been neutered you’re set to go!

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Beyond

THE HOLLAND TRACK TO THE GREAT WESTERN WOODLANDS & NORTHERN WHEATBELT By Karl Fehlauer / Westralian Images

The Oxford dictionary defines ‘Adventure’ as an unusual, exciting or dangerous experience, journey or series of events. It also defines ‘Drama’ as an exciting event. Well those who know me will understand when I say that my life is one big adventure full of drama and my most recent trip was just that, an adventure full of drama.

Happy campers.

Mt Jackson homestead.

| Western 4W Driver 120 #

The old Premier Hotel in Kununalling.

nitially I was leading a trip for my 4WD Club (The Four Wheel Drive Club of WA) that was to be two trips with one immediately after the other, with the first trip being along the Holland Track and the second one being into the Great Western Woodlands and Northern Wheatbelt, hence where the title of ‘Beyond the Holland Track’ was derived. I had been planning this trip for months and it was set to commence on the long weekend in September and go for eight days, but as with everything in my life nothing is straight forward. Five days out from the commencement of the trip I had some major issues with my Navara and it looked like I would not be able to do the trip, but with just 24 hours before the trip was to start I managed to secure a vehicle so I was able to go. This meant I had to quickly decide what I needed to take, unload my vehicle and pack the new vehicle and get ready for the trip. It also meant that I would not be able to do some parts of the trip including the Holland Track, so I had to make some changes to the itinerary but that is what an adventure is all about, isn’t it? If everything went to plan, life would be boring and besides that, Geoff Lewis wrote a great article on the Holland Track in Edition 119 so you don’t need another one from me. This article starts at the Ampol Roadhouse in Coolgardie where we refuelled our vehicles after completing four days of travel already. We met up with some

members who were joining us for the second part of the trip and farewelled others who had to return to Perth after completing the first part. Once refuelled and restocked with fresh supplies we headed north along the Coolgardie North Road towards our overnight stop which was to be at Rowles Lagoon. This road is a well graded dirt road much like many of the others on this trip, however, the dust was not the best with our convoy of seven vehicles having to spread out a bit to avoid sitting in the dust of the vehicle in front. Our first stop was at Kununalling to look at and photograph the old Premier Hotel. Gold was discovered in this area in 1895 and Kununalling was gazetted in 1896 and at its height about 800 people lived there; however, all that remains is the old hotel. From Kununalling we continued north to Rowles Lagoon arriving there midafternoon and soon we were set up and relaxing. I needed to stretch my legs, so I went down to the lagoon to have a look as I had not been there before. After the very wet winter we have just had the lagoon was full and there was plenty of bird life around. I then joined my mate Pat Jenkin who is an avid bird photographer and we walked around taking photos – Pat of birds and me of anything. It was a great way of spending an hour or so. Soon it was getting dark, so the fire was lit and we commenced our night routine. Western 4W Driver #120 |

Rowles Lagoon - full after a very wet winter.

Camped at Rowles Lagoon.

The following morning we departed Rowles Lagoon and today we were heading to Mt Elvire Station in the Yilgarn. We continued north along Coolgardie North Road and soon we were at Davyhurst navigating our way through - those that have been there will understand. After consulting our maps – two paper and one electronic – we managed to find our way around and made our way onto the Davyhurst-Mulline Road. It should be noted that none of the maps correlated to the roads on the ground so care should be taken here. After a short while we stopped at the old town site of Mulline and I decided to have a look around and explore. Mulline, like many ‘towns’ in this area, was settled because gold was found in the area. Mulline was gazetted in 1897 but there is nothing left of the town other than a large hole in the ground. 90

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We spent about 30 minutes exploring the site before we set off again and this time we turned onto the Evanston-Menzies Road and headed in a westerly direction towards Mt Elvire. After a short time my wife noticed something on the left side of the road and said, “I think that is a cow standing there,” but she was wrong as it was a bull and a rather large one! Having had the misfortune of hitting a cow before (that’s another story) I slowed right down to almost walking speed and warned the others in my convoy. As we approached him, he just stood there and stared at us and Wendy said, “I think he is going to charge us,” and he did just that. He came right at us and at the last minute turned away and went across to the other side of the road. Over the UHF radio I heard Pat say, “Did he just charge at you?” I replied, “Yes!” and with that everyone slowed right down when they passed him and luckily there were no further incidents. As we made our along the EvanstonMenzies Road and with morning tea fast approaching I decided to stop at a lay by just short of Hospital Rocks for mornos and to check our maps. With mornos finished we headed off and the plan at this stage was to take the track around the eastern edge of Lake Giles into Mt Elvire. Eventually we found the turn-off and turned onto the track. I have seen this track on some YouTube videos but I wasn’t prepared for what we found. The track itself wasn’t

overtly hard but it was a wonderful drive and the views were stunning and around each bend there was something different to look at. I found a great spot to stop for lunch on the edge of the lake and we had a 40 minute break where everyone took the opportunity to explore and take in the stunning scenery. Unfortunately we had to leave this great spot and finish making our way to the Mt Elvire homestead, so we headed back on the track in a north-west direction. After another hour or so we reached the main access road into Mt Elvire and turned right and headed on in. On arrival at the homestead we set up our campers and soon everyone was off exploring the

Lunch stop at Lake Giles.

surrounding area. As the sun began to set, I put up my drone to get some video footage of the old homestead and surrounding area. This is the first time that I have visited Mt Elvire and I was in awe of our pioneer settlers and the indigenous people who made this place home – they were truly hardy people. That night, like every night, we sat around the fire telling tall stories of places and things we have done. There is nothing like travelling with a group of like-minded people. The next morning we were up, packed and heading off to our next night's location. This time it was to be Elachbutting Rock but first we were going via the Mt Jackson Homestead and Kurrajong Well. Following our maps, we turned onto the Evanston-Bullfinch Road and headed south and after a while we reached what I thought was to be the turn off to Mt Jackson but it wasn’t to be. In the last year or so a new mine site has sprung up and the roads have all changed but there are no sign posts directing you where to go and it left us totally bamboozled and scratching our heads. Mt Elvire Station homestead and kitchen. Western 4W Driver #120 |

Eventually I found our way to the mine site office, so I parked outside and wandered in. Following the signs I managed to make my way to the Mine Site Office but there was noone around! I then saw some guys working so I made my way towards them and eventually was directed to someone who could help. After a short discussion, he advised me of which road to take, so I thanked him and set off. You would think that if you are going to build a mine site on the old roads and put in new haul roads, then a bit of common sense and decency would mean that you put up a few roads signs to assist those of us travelling through the area to do so safely but I think common sense isn’t so common any more. Rant over. Soon we were making our way on the correct road towards Mt Jackson, stopping only to take a quick photo at the site of an abandoned house but all that remains is the chimney. Once the photo was done we hopped back into our vehicles and were on our way. About 30 minutes later we arrived at the old Mt Jackson homestead. I have been here a few times before but this time I was Wooden road running across the salt lake.

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Mt Jackson Homestead.

shocked at the damage some idiot/s have done to the old kitchen area. There was (is) an old wooden pantry which for years was in good condition and full of old food and stuff but some idiot/s have totally trashed it, breaking all the glass and ripping the doors off the hinges and trashing the kitchen area. I just don’t know what makes people do this, it is beyond me, plus there was new graffiti carved into the walls. We spent some time exploring the old homestead before setting off south along the Mt Jackson-Bullfinch Road. After a short time I stopped at one of the salt lakes that the road crossed to show everyone the old wooden road that was made over a 100 years ago so the settlers could get wagons across the salt lake without getting bogged. Another fascinating piece of history that not too many know about.

Once everyone had finished their photos we headed off. Not long after taking off a call came over the UHF radio that some vehicles were forcing their way through the convoy at high speed, so I made the decision to have everyone pull over and let them through as I didn’t want anyone in our convoy being involved in an accident. The vehicles made their way through at very high speed and I waited for about five minutes before we set off as I didn’t want to be anywhere near them. Again, it beggars belief what some people are thinking when they are out on these roads. After an hour or so we arrived at Kurrajong Well where we stopped for lunch and I showed everyone the dam and the well – again, if you didn’t know that they were here, you would completely miss them. After lunch we turned down the Sandplain Track to cut across to Elachbutting Rock. I had previously tried to find this track from the other end and had no success, but my

Kurrajong Dam.

mate Shane Watts found it and sent me the details of the track, so thanks Shane. Speaking of Shane, you would have seen his article on this in Edition 119 and his excellent night images which I taught him how to photograph – so I think that we are square (if you read his article, you will understand). We carefully made our way along the track and were enjoying it when all of a sudden a family of five emus bolted from the bush on our left hand side and ran on the road in front of us. Luckily I was only doing about 25km/h so I was going slow enough not to hit them but then they ran along the

Elachbutting Rock.

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road in front of us for about two kilometres before they moved off into the scrub. After that the trip was rather quiet and soon we arrived at Elachbutting Rock and found an area to camp in. There were quite a few people already camping there which was great but this did lead to one major issue. This is a great place to visit but recently the newish drop toilet that was there has been removed and replaced with a new flushing one. This is great but it takes up to 15 minutes for the water to refill after flushing. With quite a few people at the campsite there were long queues in the morning to use the toilet and often they didn’t flush, leaving a surprise for the next person. A great idea but one that wasn’t well thought out!

Pergande Homestead.

By now it was Thursday morning and we were heading off on our second last day of the trip. Today we were heading to Mollerin Rock (north of Koorda) for the night and were going via the Pergande sheep yards. We arrived at the sheep yards mid-morning and spent about 40 minutes there exploring the site. The sheep yards were built by Ted Pergande in the early 1900s (about 1910) and he made the walls of the yards from Excerpt from Hema’s WA State map.

granite that he collected off of a nearby granite rock. The yards are still standing today after over 100 years. After our visit, we headed off and a last minute decision was made to visit Lake McDermott just outside of Bencubbin and I am glad we did. The lake was full (again after a very wet winter) and simply stunning.

Lake McDermott.

From here we made our way to Bencubbin, where we made a quick stop to refuel, visit the local visitor centre and café before heading off to our last location at Mollerin Rock, arriving there midafternoon. That night, sitting around the fire it dawned on us that the trip was now at an end as tomorrow we would be packing up for the last time and heading back home.

Pergande sheep yards.

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INFORMATION BAY Best time to go: March to November. Distance: Approx. 1,500km. Recommended vehicle: 4WD only.

We recounted some of the highlights of the trip as many of the guys had never been to many of the places that we visited over the last week and they stated that they had greatly enjoyed the trip. We in Western Australia are very lucky as we have many great places to visit, but unfortunately many don’t leave the coast to explore inland where there are many exciting and interesting places to visit. So if you get the chance, next time you are planning a trip, look inland and you might be surprised at what you find.

Terrain: Mostly well graded dirt roads, however, there are a few 4WD only tracks that are quite easy to drive. Be aware of the dust if travelling with two or more vehicles. This is a remote area so please ensure that you have spares and communications should you require it. Accommodation options: Most campsites have drop toilets. Caravan parks in local towns. Activities: Photography, hiking, rock climbing and historical points of interest.

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In search of

Camponotus inflatus By Chris Morton

GOLDFIELDS HONEY ANT TOURS Following a bus load of teachers from St Mary’s Primary School, we made our way out of Kalgoorlie, deep into red dirt country in search of an elusive yet very tasty ant. Yep, you read that right, ant. We were going on an ant hunt.

e were guests of sisters Edie Ulrich and Margorie Stubbs of Kalgoorlie Honey Ant Tours.

In Australia, Camponotus inflatus, honey pot ant or honey ant, can usually be found in semi-arid regions of the country, nesting under their favourite mulga trees. They have a specialised worker whose job is to forage for food, gorging themselves, causing their abdomens to swell enormously. Once they are full, they function as a living food source for the rest of the colony, providing substance from deep within the nest. Hanging from the ceiling, with a grapelike swelling, they feed their fellow colonists when their antennae is stroked (by another ant), regurgitating the liquid gold. It kind of gives you a new take on 'gimme some sugar'.

Edie and Margorie are two of only six remaining native speakers of the local, endangered Aboriginal Tjupan language. Their mob has been hunting the honey ant, tracking them down and excavating a nest, for generations. Listening to the ladies describe how they find the ants and where the best place to look is gives you a real sense of their connection to the land. They have been doing this their entire lives. To find a honey ant nest you must first identify one of the workers, done so by the distinctive gold band on their abdomen. Following said worker back to a tunnel should then reveal an active nest. After a few false starts, we finally identified a nest and got down to excavating. The banter between the two sisters is infectious and soon everyone was getting involved in the job at hand. Carefully digging down an entrance tunnel quickly reveals a living larder, where a quantity of the grape-like ants literally hang out. Extracting each ant requires some technique, which Margorie demonstrated to us, by taking a small twig and moistening the end. Sticking it in the sand creates a Western 4W Driver #120 |

'bush cotton wool bud'. Using the stick, she gently teases out each ant, careful not to pop them. To ensure that you don’t get the liquid gold all over you, there is also a learned technique in how you eat them. You don’t consume the entire ant. Placing the abdomen in your mouth (holding the ant by its head), you gently squeeze down with your lips until you get a shot of sweet honey. The ant does not survive the encounter. Margorie points out that when excavating the ants, her ancestors would have used sharpened sticks to dig with. She says her upgraded steel rod, shovel and axe make the process a little easier, however it is still quite labour intensive. So, what does a honey ant taste like? It is sweet and has a pleasant after taste. I think they are lucky that they can be difficult to find and it requires a substantial effort to harvest them. After several hours of excavation and harvesting, we headed back to a spot in the scrub where the ladies and Margorie's son Demonstrating how to excavate the nest.

The black lines on the swollen abdomen are known as sclerites and are connected by a softer, more flexible arthrodial membrane. When the abdomen is empty, the arthrodial membrane is folded with the sclerites overlapping.

Danny had lunch waiting for us, complete with some billy tea. Honey ants feature in indigenous artwork across the country, with the most famous being a mural painted in 1971. Pintupi tribesmen painted on the outer wall of the school in Papunya, Northern Territory. The artwork depicted honey ants and was known as Honey Ant Dreaming. Unfortunately, the mural was painted over in 1974. It is credited as marking a major turning point in Indigenous Australian art and helping to launch the Western Desert Art movement. We would like to thank Edie, Margorie and Danny for allowing us to tag along and experience their amazing tour. Western 4W Driver magazine were guests of the Goldfields Honey Ant tour.

INFORMATION BAY Goldfields Honey Ant Tours Phone: 0467 098 696 Website: goldfieldshoneyanttours.com.au Email: bookings@goldfieldshoneyanttours.com.au

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PORTABLE BATTERIES A COMPARISON

By Chris Morton

With all the electronic gadgets and gizmos that we have nowadays, having a means of keeping them charged when off-grid is more important than ever before. Everyone seems to have smart devices, cameras, and drones on top of lights and fridges that all require power to keep them operating.

e reviewed three portable lithiumion batteries currently on the market and looked at the pros and cons for each. When reviewing each product, we looked at the various functions and features and how they would apply to our own situation. Not having any certified testing equipment, we have put this review together based on our own use of the various models and the pros and cons listed are purely subjective.

TOPO DC Power – Centrefire Lithium 72Ah ($1350)

Taking its name from the type of ammunition case that the original unit was built into, TOPO’s 72Ah unit is a real pocket rocket. The sturdy steel case protects the unit’s internals from accidental bumps and knocks and the simplified light bar indicates charge status. The unit provides a versatile second battery setup that is easily installed into the back of any vehicle and the 100

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included MAG Series distribution board provides a plug and play solution to get power where you need it. We have been using this TOPO unit for quite some time and even purchased its 216AH big brother for use in our caravan. Its small form factor and weight makes it extremely versatile and portable. Both Western 4W Driver vehicles now have a dedicated charging circuit in the rear to allow for the fitment of this battery when a second (or third in the case of the LC200) battery is required.

Pros: • Compact and light weight; • Sturdy steel construction and integrated carry handle;

• Multiple 50A and 35A Anderson plugs for all connections; • Ability to plug multiple power distribution boards into the unit; • The cheapest unit in our test at only $18.75 per AMP; • Fits behind the rear seat of a dual-cab ute; • 40 Amp DC-DC charger built in; • 25A solar controller built in (can accept both 12v and 24v); • Vehicle and solar charging at the same time; • Weighs 10.5kg;

iTech World Lithium Power Station 100Ah ($2199)

The Power Station is iTech World’s latest addition to the portable battery market and offers 100Ah of storage. The unit is housed in a sturdy plastic case with two solid grab handles. Weighing 17kg, the unit is extremely portable. Its LCD display makes checking the unit’s status very easy. We tested this unit out earlier in the year during a trip to the Pilbara. We paired it with one of their solar blankets and found it extremely easy to use.

• Manufactured in Perth; • Repairable and serviceable by TOPO locally in Perth.

Cons: • Requires a dedicated circuit to be installed from engine bay to charge while driving; • Smaller battery capacity than other units on the market; • No in-built 12v or 5v outputs, requires the connection of a 12v power board (supplied); • Simple display. Current model only shows charge status and input method; • Not IP rated (could be equivalent to IP54); • Fan required for cooling, which can allow for easy dust and moisture ingress. With its small form factor, strong metal construction and multiple 50A and 35A input/outputs, the TOPO Centrefire is a great choice for anyone wanting a very portable lithium battery that can be used in any vehicle. Even though it only has a capacity of 72Ah, the fast DCDC charging means that while you are driving the unit is always at capacity.

Pros: • Large, easy to read display. Everything you need to know about the unit is clearly visible; • Light weight; • Built in inverter. The 1300-watt inverter will run many household appliances; however, it will drain the battery very quickly (as will any inverter). If there is an option to use 12v or even 5v then that should be your preferred choice; Western 4W Driver #120 |

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• Good selection of outputs. USB-A, USB-A quick charge (18W) USB-C and a 12-volt socket, plus two 240v outlets; • Can be charged from within vehicle without additional wiring.

Cons: • Cost of $21.99 per AMP; • Plastic case. It feels quite strong but may be susceptible to damage from accidental knocks or impacts; • Fans required to keep unit cool, allows for easy dust and moisture ingress; • DC-DC charging (from car is very low at only 7.2 amps – uses inbuilt 12-volt car socket). Itech’s Power Station's simple operation and informative LED display makes it a good choice if you want an off-grid power source for your next adventure. If you are going to grab one, make sure you get a solar blanket with it.

Redarc – GoBlock 100Ah ($2945 or $2395)

Australian manufacturer Redarc has finally entered the portable battery market with their GoBlock. Available in both 100Ah and 50Ah, both models offer a portable power solution, encased in an aluminium housing. Integrated handles and a maximum weight of 19kg, the GoBlock is a little heavier than its competitors, however that appears to be due to its rugged construction. This was the only unit tested that had a published IP rating. Not yet released, Redarc also have a docking system that allows the GoBlock to be semi-permanently mounted to a vehicle (for that second battery) while 102

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still providing the versatility of being able to remove it when required. The Powerdock will provide simultaneous DC and solar charging, secure fitment with anti-theft features and safe chargeback to the vehicle’s crank battery. The system allows for the fitment of Powerdocks across multiple vehicles and camper trailers, facilitating the easy transfer of the GoBlock between them when needed.

Pros: • 50A DC-DC charger built in; • 50A MPPT solar regulator built in; • Redarc BMS (battery management system); • Supports REDVISION via Bluetooth; • Can be used to safely charge a vehicle’s start battery in just 15 minutes (when used with the Smart Battery Recovery Cable coming soon); • IP62 Rating - protected from total dust ingress and water spray less than 15 degrees from vertical; • Good selection of charging ports built into the unit;

• Versatile fitment options with the inclusion of the Powerdock (coming soon).

Cons: • AC charger only good for overnight charging at 7.5A; • Cost $29.45 per AMP.

Even as the most expensive of the three units reviewed, Redarc's GoBlock ticks multiple boxes. With the soon to be released Powerdock, the dual battery landscape could potentially be changed forever. Having the ability to easily move the same battery pack between vehicles/campers could quickly negate the battery’s higher purchase price. We really are spoilt for choice when it comes to lithium battery solutions. The initial purchase price of any lithium unit will always be higher than a more traditional AGM or lead acid one, however when you look at the cost of these units over their lifetime, they quickly become the cheaper option. Before making your purchase, consider not only your current needs, but what your future adventure needs may look like.

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One lithium battery pack to rule them all! POWERFUL & PORTABLE

Power. We all need it. Power for our vehicles. Power for our accessories. Power for our devices. Lithium battery technology is revolutionising the way that we store and use power. TOPO DC POWER, a family-owned business in Perth, is quietly leading the charge with their Centrefire portable lithium battery pack. The Centrefire comes in a custom-built, ruggedised case, ready for anything your next adventure can throw at you, and is equally at home hooked up in your vehicle either as a second battery or as a portable unit. The 12-volt, 72 Ah, lithium iron phosphate battery (LiFePO4) packs a whopping 864 watts of power and weighs in at only 10.5kg. The unit also comes with a built-in 40-amp DC-DC vehicle charger as well as a 25-amp solar charger, making it extremely cost effective. An external 10-amp mains charger keeps the unit topped up when you are not out and about. For those needing extra storage, TOPO also have their Long Range Lithium series in either a 144 Ah or 216 Ah, fitted standard with both DC-DC and solar charging. Paired with all of TOPO DC POWER’s range is their Mag series 12-volt distribution boards, which come in a variety of configurations up to 4 way and can be individually switched. You can even connect the larger boards together to create your very own, customised power solution.

To find out more about these great lithium power solutions, call (08) 9457 7809 or check out www.topodcpower.com.au

PRODUCT REVIEW By Rob Webb

IN THE SPOTLIGHT After having many types of spotlights over the years, including halogens, HIDs, hybrids and varying combinations of LED spots and bars, I was given a set of Narva Ultima LED 215 MK2s to try out.

he current set-up on my personal car has been a pair of Vision X Cannons with the clip on covers to make one a 'spread' beam. These are of a single LED design and are well and truly outdated from a technology standpoint. The pair I have on my work ute are of a similar design to the Ultimas, a multi LED combination spread and spot light. The box comes complete with wiring harness, fuses and relay needed. Even though I already had spotlights installed I opted to change out the harness for the supplied one as it came with a proper relay holder and the wiring needed to run the integrated park lights. They also come with two types of clip-on covers; a set of clear covers and a set of their 'stealth' tinted covers. Also included are two extra garnishes that can be changed out to change the colour of the light housing. The installation of the lights was pretty simple. Their mount has a three bolt design so when mounted with all three they don’t spin or get knocked about. This is something that drove me nuts previously, with the Vision X Cannons having a one bolt design which often came loose on heavily corrugated roads or were knocked about in car parks by people banging into them. They also have an easy to adjust tilt for setting the right angle for you, and

then you lock them off by doing up the torx screws. Out on the open country roads is where I noticed the massive difference between my old set-up and the new Ultimas. My old set-up was quite narrow and didn’t light the road verges very well, if at all, so spotting a stray cow or roo was difficult. The Ultimas on the other hand have a wide spread pattern and are so bright I can see the road verges well. The distance in front of the vehicle is impressive too. 500-600 metres ahead is extremely well lit and up to 1km on the long stretches can still be visible with the clear covers on. One thing that comes with brighter lights being closer to a daylight temperature is the extreme reflections off street signs and these are no exception. Driving past the big green signs and even the speed limit signs can be blinding. I tend to dip my lights on approaching these, which isn’t something I have had to do with the other two setups. Around the city and suburbs I had put the tinted 'stealth' covers on for a few nights and the difference was incredibly noticeable. I no longer had to dip at every sign and the visibility they provided was still pretty good. I would definitely not use them on the open country roads though. The relatively easy plug and play wiring harness if you have H4 globes (which I don’t have) makes the install rather quick and painless. They fit snugly inside my genuine Isuzu MU-X bullbar and the mounting system has been robust with deliberate knocks to the lights to try and dislodge them. I have been impressed by the quality of the build and by the brightness of the OSRAM LEDs that are in them. I would certainly recommend a pair to anyone that is looking to upgrade. Western 4W Driver #120 |

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Manta Performance Exhausts By Chris Morton

Things tend to be big in and around the sleepy wheatbelt town of Cunderdin. The landscape is big, the crops are big and so is the machinery.

anta Performance Exhausts is another big asset for the town. First established in 1974 in a small metro exhaust shop, Manta has been building on the reputation as a quality producer of vehicle exhaust systems over the last 47 years to establish themselves as one

of Australia’s premier manufacturers of performance exhaust systems. With an east coast manufacturing facility in Melbourne, an Australia-wide sales distribution centre in Belmont, the nondescript building in Cunderdin is their manufacturing centre for Australia, producing their entire range of exhaust systems. The entire team is committed to ensure that they continue to produce a great Australian made product, embracing recent changes designed to assist the business in becoming more efficient and able to meet the increased demand for their wares. From the moment raw material is received to the point of dispatch, every process is well understood by everyone, ensuring that there is a very steady flow through the entire manufacturing process. Production Manager, Brandon first joined the business in 2010. “I completed my apprenticeship here before moving on, then came back and soon took on the role of ensuring that the factory runs smoothly. Finding choke points and coming up with ways to ensure that we

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are as efficient as possible are critical as it allows us to do more with the team we have.” Welder, Brad, one of 10 welders working in the facility, demonstrated the speed at which they work. “We stamp our work so that if there is an issue down the track, we can trace it back and work out what went wrong,” Brandon says, “but because every welder has their own slightly different technique, we can pick our work out very easily.” Brad makes it look effortless, having been on a welder since he was 16. Edward Draffin, Business Development Manager for Manta says that COVID was a real challenge for the business. “We needed to ensure that we could continue production and meet our customer requirements despite the increased demand that we started to see. Bringing in a consultant who had experience with vehicle manufacturing production lines enabled us to look at our processes differently and work smarter.” COVID has seen Manta’s Cunderdin team grow from 14 to 24, with more than a doubling of their production output. Edward said that he is extremely proud of his team and how well they have embraced the changes. Emily, one of the newer members of the team, works in dispatch, ensuring that every product is checked and then Edward Draffin, Manta's Business Development Manager.

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carefully wrapped up prior to shipment. It wasn’t that long ago that they only had one rig for spraying, requiring product to be placed on the floor and then touched up if there were any blemishes. As part of the efficiency drive, three more racks were added, almost eliminating the double handling and need for respray. Emily said that she loves working for Manta and being part of such an iconic brand. With over 800 dealers Australia-wide, Manta has well and truly established themselves as a market leader in the automotive space and seeing this familyowned, WA business go from strength to strength is wonderful. When you are next in the market for a new exhaust for your vehicle (not just your fourby), support a Western Australian owned business and consider Manta’s extensive range. Go to www.mantapro.com.au and tell them Western 4W Driver sent you.

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WHY WALK WHEN YOU CAN SCOOT? Segway Max Maserati By Chris Morton

et’s face it, we are at home more often than we are out exploring the wilds of our great country and making life easier is something we are all interested in. The Segway Max Maserati E-Scooter is a portable powerhouse providing the rider effortless passage across paved ground (think footpaths) when you can no longer be bothered walking. With a history of damaged body bits, I was a little hesitant to get on it at first, but plucking up the courage, I jumped on and took it for a spin through the print factory before riding it from Northbridge back to Wanderlust in the city. The scooter was surprisingly easy to use (child’s play really) and made my trip extremely easy. Equipped with a 400w motor, the scooter can reach speeds up to 25km/hr, capable

of climbing inclines up to 20%. Its 10” tyres and a solid frame can carry a rider up to 120kg as far as 65km. Three speed modes allows the rider to adjust speed on the go. The scooter can be paired via Bluetooth with an app (of course there is an app), providing you with information concerning your scooter’s travel history as well as a portal to apply software updates to the unit. Speed and battery status is also shown on the crystal clear LED display. This is an officially licenced product from Maserati and there is a very limited production run. For further information, speak to the team at Wanderlust or go to their website www.wanderlustperth.com.au

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PRODUCT REVIEW By Chris Morton

Hema HX-2 Navigator

ost of you would be familiar with the Aussie owned Hema and their extensive range of maps and atlases. Their mapping data is second to none and they are the only company in Australia who are active in the creation of new mapping data using 'wheels on the ground.' This intimate knowledge of the Australian cartographic scene led them to develop their own 'on-dash' off-road GPS unit. The HN7 and subsequent HX-1 gave users a real-time view of their location when travelling anywhere in the country. Recently, Hema released their latest model, the HX-2. The new model has taken a divergent path to the evolution of the previous models, taking a refreshingly new approach, while still retaining its familiarity. When you pick up the unit and compare it to the HX-1 you will immediately notice that the new model is substantially thinner. The 7” screen now offers a highdefinition resolution, and even though the battery is approximately half the size of the previous unit, improvements in processor power consumption makes the unit’s battery run-time comparable to the older model. The HX-2 now offers three navigation modes via the touch screen main menu; On-Road, Off-Road and Adventure Maps. The first two are self-explanatory, 112

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with the Adventure Maps offering users the choice to use the digitised version of their maps (much like the HN7). On-Road mode provides turn by turn navigation as well as access to the 100,000+ points of interest (POI) and 30,000 camp site data that Hema have collated. This mode now uses HERE Maps for its street data and allows users to zoom down to street level detail. Off-Road mode still provides access to Hema’s extensive POI database and allows the user to zoom down into the map,

The newly designed mounting bracket and suction mount offers a much more stable solution over the previous model and despite my best efforts to make it fall off while travelling along a track in the Goldfields, it remained rock solid.

providing a much greater level of detail that the previous HX-1. The move away from raster maps to vector ensures that the maps are also responsive. Adventure Maps mode will allow you to access Hema’s digitised map library while still retaining access to the POI data. In comparison to the maps used in the Off-Road mode, these maps are lacking in detail when compared to the new raster maps.

Like any new product, there will be those that prefer the older unit. This, I think, is more due to their familiarity with it than it being a better unit. I am still learning how to get the most out of my HX-2 and like any new tool, it can take some time to master it completely. If you are in the market for a new GPS unit, then the HX-2 offers the best of both roads. Go to www.hema.com.au for more information. If you need further convincing, take a look at some of the how-to videos on Hema’s YouTube channel www.youtube.com/hemanavigator

If the unit has an internet connection it can also be used to browse the internet.

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BUSH MECHANICS with GEOFF LEWIS

DOWN TO THE WIRE

n the days before fancy zip ties/cable ties, there was an item which reigned supreme and this was fencing wire. People have used this for just about everything, from fishing hooks, electrical fuses, toasting forks, as a bolt, or even fixing a nut in place (I found this in a transmission of a Series 1 Land Rover I dismantled some years ago). Some people may not wish to carry a roll of fencing wire around with them, however, there are few places in the world where disused fencing wire cannot be found on the track. It always pays to pick these loose strands up, as you never know when they might come in handy, and also the last thing you want is for it to become stuck underneath your vehicle. To make the best use of fencing wire to repair your vehicle it pays to carry a good strong set of pliers or fencing pliers and a long flat-bladed screwdriver. That way you can cut and bend the wire and use the flat-bladed screwdriver to help create tension by twisting the wire to help hold a broken item in place. Somewhat of an example of this happened to me and some friends after coming to the end of a Canning Stock Route adventure. The motor decide to try and fall out of my Series 3 Land Rover and as luck would have it, we had camped near an old disused stockyard with plenty of scrap wire and angle iron.

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Fencing wire and angle iron doing a great job of stopping the motor from falling out of the Series 3.

By firstly jacking the motor back into the correct position, we then placed two lengths of angle iron across the wings of the Series 3 and created a cradle of wire under the engine to hold it in place. This worked well enough to get us down the track to where suitable spares could be sourced. Another item worth carrying is two small reels of electrical wire. This is fantastic stuff and not just for fixing damaged wiring on your vehicle. It can be stripped down and fashioned into split pins, and as the electrical wire is made up of multiple strands of thin copper wire, these strands in a 'life or death' situation can be used as a substitute for fuses if you have run out of them. Electric cable can also be used for holding on broken exhausts. Never bolt your exhaust directly onto your chassis as this will damage the welds on your exhaust. Tying it in place with electrical wire will have a better chance of saving it.

Lastly, one more item a friend of mine amazed me with on a recent trip was dental floss. Mike’s straps on his swag snapped, so in true Mike style, he threaded the fine dental floss through the eye of a needle from the first aid kit and stitched his straps back together. These lasted for the remaining two weeks of the trip. So just give it a go, you will find out pretty quickly if you are wrong, and always listen to your gut feeling, it is usually right.

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OVER THE BONNET Hi Chris My first edition of the new subscription arrived today, and surprise surprise, the first thing I saw was my handwritten note! Thanks and I’m happy it made you happy. Well, I enjoyed Skull Springs so much, a month later I took my wife Rachel back for another six day trip. She loved it too. We are going to do more desert travel with Rudall River planned for Winter 2022, and I’m starting to think seriously about the CSR and other desert tracks. I’ve also booked a second trip to Dirk Hartog Island in April next year. After so many years doing Kimberley trips we are enjoying the Pilbara and further south. We are also walking the Hakea Trail in Fitzgerald River NP in January. No need to leave WA! Last weekend we spent three days camping at Quandong, our local getaway and only 45 minutes from home. The photos are six hours apart - nine metre tides very evident. The high tide photo has no post-editing, polarising filter only. The colours never cease to amaze. That photo could be an advertisement for Black Wolf Tents, Wandering Star trailers, ARB shade awnings and Toyota Prado, all rolled into one. We do our trips a bit differently to most: lightweight 4WD which is virtually empty - only the fridge, and an offroad trailer which is basically just a tough-as-nails dust proof box to carry our kit. We ended up camping this way by default really. The family just kept growing and when we had our 4th child we realised the car was full of kids and where was all the stuff going to go? We bought the Wandering Star in 2006. Now it’s gone full circle and it’s just Rachel and I but we love the trailer and its versatility so that’s us for good now. You can fit so much in that trailer, including plenty of water and fuel for remote trips and nothing is clattering around in your vehicle or on your roof rack. And 116

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we still love putting up a tent. 90% of the kit stays in the trailer between trips and the whole thing weighs far less than a camper trailer. Just sharing my story a bit, and I know everyone thinks their setup is the best!! Cheers, John Hi John

WINNER

ty special We thought Skull Springs was pret k out as well. Make sure you go and chec the area, Running Waters while you are in it won’t disappoint. as basic I must say that your trailer setup, es with issu No s. boxe the all as it is, ticks van, no cara or per cam vy hea a dragging anywhere into it get can you e, tanc resis wind the that et the car can go. We seem to forg and y awa get purpose of getting out is to entire lives recharge the batteries, not take our e doing eon som see to g with us, so its refreshin t can’ we and John oring just that. Keep expl e. ntur adve next your ut abo e mor wait to hear

WINNING LETTER WINS A PRIZE! OUR READERS WRITE Hi, Re: Shane the Sharkcarver's article 'Flyin' through the Goldfields', he makes mention of the meteorite site along with George and myself. I thought I would provide you with a couple of photos; one of the meteorite and one of the geologists (with one of their kids) digging it out in 1979. These were made available courtesy of the WA Museum in 2003. The meteorite was found partly buried at an angle and there is no crater. But having said that, if you notice the log laying on the ground behind holding up the meteorite, well about three metres from the cairn there is a bush with a similar diameter log laying across a small depression in the soil underneath the bush. I have formed the view that this was the impact site as there are no other depressions anywhere in the totally flat surrounding area. Let's hope people who visit the site follow the request I had engraved on the plaque, being PLEASE ENJOY - DON'T DESTROY. This also includes don't leave your rubbish like someone did just prior to my final visit in September 2020. Regards Rod Watson

Congratulations John!

You've won a Red Roads bamboo 4-fold table valued at $250 thanks to

Hi Rod that’s Given the size of that meteorite, and re, sphe after it's burnt through the atmo show it would have made an impressive rising surp is It h. eart to when it plummeted ally norm er crat ct impa real that there is no area The t. even an such with associated time is one we are still to spend any real to remedy g goin are we ever how oring expl that next year. with so It baffles me that such a remote site that ing think e eon som has still ors, few visit ind. it is acceptable to leave rubbish beh a piece of Rod, for your efforts in preserving month 12 a you gift to like we'd WA history, er. Driv 4W tern Wes to ion subscript We'll be in touch!

Got a question? Got an opinion? Send us a message!

PO Box 50, Northbridge WA 6865 • Email admin@western4wdriver.com.au Western 4W Driver #120 |

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What's in a Name?

with PHIL BIANCHI

Jokers Tunnel

his unusually named feature is located in Gnows Range, about 10km SSE of Yalgoo, on the Yalgoo to Paynes Find Road. An almost head height 200 metre tunnel has been cut through the base of a rocky ridge to the other side. It was constructed in 1896; the aim of course was to find gold, however little was found. A horizontal tunnel chasing gold is most unusual - vertical mine shafts were the favoured method. There are a number of theories or fairy tales on how the name Jokers Tunnel came about. It may have been named after the nearby Joker Proprietary Mine, which is thought to be named as a result of a miner striking a boulder, saying, "Let's see what’s inside this joker". Or it may have been a nickname given by locals, who felt it was another way to

Jokers Tunnel east entrance.

Photo: Mat Musara

scam London-based English investors who seemed flushed with money at that time. My favoured theory is that it was named after playing cards. Because numerous mines in the area were named after playing cards including, King of Diamonds, Queen of Spades, Royal Flush, Full Hand, Lone Hand, and Left Bower.

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From the 550 tonnes of rock that was dug out and processed, only three kilograms, or 5.4 grams per tonne, of gold was found. An excellent output by today’s standards but not so for that period in our history. You can drive reasonably close to either entrance. The eastern entrance has historical information signage including a 'Beware of Snakes' sign. In my dozens of visits to this place I've never seen a snake, but it always pays to be vigilant. It’s a relatively easy walk through the tunnel, although tall people may need to stoop. Also take a torch so you can see, and do wear enclosed shoes and a hat which may save you from cuts on your head. As you walk through you will see interesting changes in rock type and formation. A colony of small bats lives part way along the tunnel, they are harmless. Please don't disturb them and they won't fly into your face seeking to escape.

I've visited Jokers Tunnel on numerous occasions and noted a steady improvement in the condition of the dirt road to it. Sedans won't have any trouble accessing the site. There are numerous camping areas on the western side of the range but firewood and flat areas are scarce. I never tire of the tunnel walk and depending on the season the whole of the surrounding area can be covered in a carpet of flowers.

Fields Find miners accident 1899 The Fields Find cemetery is on the Miners Pathway, one of three outback tourism pathways in the Murchison Gascoyne. Few realise it's more than just another outback cemetery. It’s the final resting place of Daniel Hogan 22, William Payne 38, Frederick Smith 27, and Edward King 30. William Payne was a brother of Thomas Payne who found gold at Paynes Find. On the 31 August 1899, there was an explosion at the No. 1 shaft, killing the four men named above. While working on the 60 metre level, they set and lit charges and went to safety 50 metres along the drive, a safe distance. People on the surface heard an explosion which was followed by another even louder explosion. When they reached the site of the explosion the rescuers were devastated to find the men had been killed. The men’s remains were placed in two coffins and buried at the Fields Find cemetery. The impressive grave and tombstone, thought to be paid for by the community, is still visible today. It was found that on the morning of the accident, a 20-kilogram box of explosives plus detonators was sent down below and stored in the wrong place, in contravention of the mining rules. This was an area where miners had naked lights and smoked.

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Fields Find cemetery.

A sad end.

The Coroner’s Inquiry found that the men died accidentally and there was no evidence to show how the accident was caused. However, there was a tightening up of the Mines Regulation Act regarding the storage of explosives and detonators and the carrying of naked flames near explosives or inflammable substances.

machinery footings and slime pits. To the north of the road is a series of diggings that followed the gold. Beware here, these diggings aren’t your regular shafts. The miners in seeking to remove as little overburden as possible left overhangs and rough trenches making it risky to get close. Beware of new mining activity in the area, this can spring up overnight. With the significant increase in the price of gold in recent years old diggings are being reopened, so watch out for mining vehicles which seem to move about at the speed of light. Dangerous diggings at Fields Find.

Including the above, there are twelve graves at the cemetery. In 1999 the graves were respectfully restored by Richard Douglas from Warriedar Station. The cemetery is located close to the Paynes Find to Yalgoo Road. When I first visited the area some 30 years ago, it proved difficult to find but nowadays, it's sign-posted and easily accessible. People camp in the area southward of the cemetery and in season, as for Jokers Tunnel, the whole of the surrounding area can be covered in a carpet of flowers. West of the cemetery is where most of the mining took place. There isn’t much to see except for lots of scrap steel and wood, Western 4W Driver #120 |

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THE THINGS YOU SEE! with (TRUTHFUL) PHIL BIANCHI

Spinifex is no friend of mine

his article is probably better named ‘The Things You Don’t See’. Before plunging into what happened, here’s some background. I’m very keen on following the exploration routes of WA explorers, in particular those in the deserts. This often means driving cross country and much of the time across vast spinifex plains dotted with mulga belts that are laced with puncture threatening stumps and roots. I tend to avoid the mulga belts if possible and prefer to travel out wide rather than in a straight line to avoid them. I had been out on Carnegie Station, in the Gibson Desert, following the route taken by John Forrest in 1874 on his successful traverse from Geraldton to the Darwin Adelaide telegraph line. See the Spring Edition 2021 of Western 4W Driver for the trip article.

I’m thorough when it comes to pre-trip preparation, especially for a major trip to the deserts and beyond. A point driven home to me when I had fuel pump failure on the CSR in 2019. While that issue couldn’t have been diagnosed before I left home, that failure showed how expensive such issues can be, in this case over $7,000. Despite the cost, I was lucky, I was able to get my vehicle rescued and taken to Newman for repairs. So in preparation for my next trip after the John Forrest adventure, I left my 100 Series with the boys at Lifestyle 4WD in Morley to do a pre-trip inspection. A few loose ‘this and that issues’ were found and sorted. But they did find an incredible build up of dry spinifex. There was some around the 122

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exhaust, but most was high up between the chassis and vehicle body, in the chassis rail itself, around the spring and shockie mounts and on top of the fuel tank. Then, in a surprise to me, they found another build up jammed between the wall of the genuine Toyota fuel tank and its protective bash plate-like outer covering. Unable to get the spinifex out they decided to take the outer fuel tank covering off. It took some doing but they managed to find the nuts and fixtures behind even more build up. To their astonishment they discovered that the spinifex, with mud binding it, had packed tight and formed a perfect mould of the fuel tank. While this was interesting to look at, it highlighted how lucky I had been. If the tightly packed spinifex had caught fire while I was driving, the breeze would have fanned the flames into an unstoppable fire. I’m so glad the guys at Lifestyle 4WD spotted this problem for me. They said they were glad to have spotted it and sorted it. The downside for them was they needed to shower before they went home because the spinifex had made them itchy and had gotten into their hair and clothes. So, what do you do to reduce fire risk out bush? While cross country driving, I regularly look under the vehicle for dry grass and spinifex build up, especially should exhaust pipes join into one. I also look for any sticks that have been picked up and jammed in. If left, these sticks could be pushed further into undercarriage fittings and potentially damage brake lines and all sorts of other componentry.

When I remove spinifex build up from under the vehicle I wear leather gloves (spinifex penetration into fingers can be painful), glasses and use a long stiff piece of wire (it can double as a billy hook) to dig spinifex out from around the exhaust and everywhere else I can reach. You may need to move the vehicle while the cleaning is taking place, because the resulting pile of spinifex resembles a Mallee Hen’s nest, making it difficult to see. Don’t wait until you get home to clean it out, do this regularly, even daily if spinifex

Photos: Lifestyle 4WD

is bad or if driving for extended periods through it. Ernest Giles detested spinifex calling it abominable, David Carnegie called it a curse and John Forrest when seeing spinifex in every direction called the country miserable and unpromising. I agree with them, spinifex is no friend of mine. One thing is certain, from now on I’m going to be even more vigilant regarding spinifex build up, especially in the out of sight areas around the fuel tank, spring mounts and chassis rails.

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BINDON'S LORE with BINDON THE BUSHIE

WEST BY SOUTH

n my opinion, one of the best things that happened to main roads in Western Australia was the relocation and sealing of the Eyre Highway. Yes, it still crosses the long and occasionally monotonous Nullarbor Plain, but that landscape in itself is pretty intriguing. Moving the highway away from the TransAustralian Railway down closer to the coast gave travellers the opportunity to obtain an occasional glimpse of the Great Southern Ocean spread out in all its greyness from horizon to horizon. One thing that a trip across the Nullarbor does is emphasise the great expanse of Australia. After you get away from the few rather insignificant hills around the two gulfs in South Australia, there is a pretty level run until you get to Norseman. The Fraser Range is hardly worthy of the name ‘range’ but then it has no need for any other claim to fame than that of being host to the world’s largest eucalypt hardwood forest. This is a most spectacular sight when the Blackbutts, Salmon Gums and Gimlets are wearing their new bark. To me, these trees with their almost flat canopies look like massed parachutes because the leafy branches are supported on thin leafless secondary branches and their bushy extremities have a remarkable sameness in height. These trees can be 20 or 30 metres tall. As the traveller enters further into Western Australia these iconic trees are about the first of the surprising number of different eucalypts that are met, and for Sandgropers leaving to travel east, these provide the last glimpse of familiar tree forms for something like one thousand kilometres. The landscape of the southern coast through which you are travelling was first seen by Europeans from the sea when the Dutch ship Gulden Zeepaerdt, (the Golden Seahorse) sailed along the coast from the west with the Dutch East India Company’s employee Pieter Lauwerijszoon Nuyts on board. He being the highest ranking official on board the ship had the land being charted for the first time, named after himself. Nuyts’ presence along the coast is marked Western 4W Driver #120 |

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by some geographical names and is commemorated on several monuments but this aspect of the early European history of the southern coast of Western Australia is not well-known. Unless you are prepared to stop and camp on this trip you are unlikely to see much of the amazing wildlife that calls this region home. Although about two hundred distinct species of birds have been recorded on the Nullarbor, some prefer to live closer to the South Australian gulfs, while others, usually seabirds, can be seen off the sea cliffs. As you would expect some species are only seen at specific seasons. Other birds prefer the saltbush and bluebush flats away from the coast, and others make their homes around the granite domes that push their smooth rounded forms up out of the plain. Some birds are contented living near the brilliant white salt lakes and, not surprisingly, some are attracted to the few humanly occupied stations and settlements. In an attempt to keep out Starlings, the European Sparrow and its Spanish cousin, there were at one time rangers patrolling the areas on the Nullarbor into which these grain-eating pests were expected to arrive. The colonising attempts of these grain-hungry birds were terminated by the rangers before they began. While we are on the topic of birds, if you are at all interested in these delightful creatures then a visit to the Eyre Bird Observatory is a must. This facility is about 50km southeast of Cocklebiddy via a rough and ready sort of track. Contact with the Observatory is obligatory before venturing into the location and remember 126

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that like all tracks off the Eyre Highway, extreme caution and a 4WD are necessary if you want to travel on them. You may have made the Cocklebiddy roadhouse your destination if you are an avid ‘caver’ because speleologists have been coming on to the Nullarbor for many years to explore the extensive limestone cave systems lying beneath the plain. Cavers will no-doubt be aware of the need to contact relevant authorities before entering this very extensive cave or any other of the dozens scattered across the landscape. If you don’t fancy descending into a cave yourself but would like a glimpse into the mysterious underground atmosphere, then find a copy of the enduring Arthur Upfield’s detective Napoleon Bonaparte story bearing the title of ‘Man of Two Tribes.’ Upfield found the inspiration for this story on the Nullarbor, perhaps at this very cave!

But there is much more to the Cocklebiddy area than just caves, exciting as these are. It was somewhere near the Eyre Bird Observatory that in 1841 on his epic journey across southern Australia from Streaky Bay on the western coast of South Australia to Albany on King George’s Sound in Western Australia, a walk of close to two thousand kilometres that the explorer Edward John Eyre dug for water in the sandy dunes. About two metres below the surface, he

found the supply that previously he had been seeking for about a week. Eyre rested here for three weeks before resuming his journey, which continued to prove to be harrowing to say the least. History records that only Eyre and his Aboriginal companion Wylie completed the journey. The location where he dug for water received the name ‘Eyre’s Sand Patch’ to commemorate his lifesaving visit. Visitors contemplating a trip to the sand patch, or in fact anywhere off the main highway across the Nullarbor should remember that it is a very remote and sparsely inhabited part of Australia. Vehicles need to be wellprepared and should carry water, nonperishable food, tools, spares, recovery gear and a form of satellite communication. Fishing enthusiasts will already be aware of the great beach fishing to be had at Twilight Cove thirty kilometres west of the bird observatory, access to which is usually from Eyre Bird Observatory along extremely poor tracks. The bird observatory is built on a location that formed part of the east-west telegraph line that joined Perth with eastern Australia. The story of the construction of this telegraph line is far too complicated to tell here but is well worth researching and I recommend a search for information if you do plan a trip across the plain. The story of the east-west telegraph line is connected to our own journey across the Nullarbor because of the name given to the next sand patch to the west of where Eyre had rested. This great fishing spot is

now known as Twilight Cove. A moment’s reflection may suggest that this feature was named for a shipwreck rather than for a balmy evening, and it is. In late May 1877, the cutter ‘Twilight’ was anchored in the shallow bay soon to bear its name. It, along with a sister ship, probably called the ‘Catabunip’ (no registration papers for this vessel have been found), had been unloading poles, wire and insulators for the east-west telegraph line when a violent gale developed. Although the crews of both the cutters managed to escape to the shore, the ships were wrecked and their cargoes, buried in the beach by the storm, were impossible to salvage. The crews had to climb the 70-metre-high cliffs at the back of this beach and walk 275 kilometres back to Israelite Bay to report the occurrence. The loss of the supplies delayed the completion of the telegraph line by almost two months. Later in 1896, and off the same beach a topsail schooner the ‘Swift’ also delivering material for the telegraph line, struck a reef about a kilometre offshore and broke up. If you have chosen to navigate the rough, rocky and soft sand of the track into Twilight Cove, then you can expect some great salmon, whiting and tommy ruffs to be waiting for your bait off the shallow beach. I’m sure that a reminder about the usual precautions that should be taken when fishing in a remote area won’t go amiss. There have been a number of rescues and other not so fortunate incidents right across the coast of the Great Australian Bight. High cliffs along the Great Australian Bight.

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We have barely touched on the attractions one can discover if you decide to go west via the south, but to the surprise of the visitor, around the south-west corner of the state on the west coast you will find a limestone coast that is equally as impressive as that on the south coast. If you need some incentive to visit the west coast once having traversed the south coast, then I recommend a visit to the Western Australian Maritime Museum in Fremantle. Here you will discover some aspects of the remarkable history of Australia that may not be so well-known to 4W drivers. In the seventeenth century, the west coast proved disastrous for several Dutch ships trying to take advantage of the westerly wind-stream known as the Roaring Forties for a quick trip to Indonesia, but who turned north too late. Free access or guided tours will introduce the interested traveller to many of the places on the west coast where some of these stories of Australia’s early exploration played out, and we can only consider a few in this article. There are some big differences between the south and west coasts. For a start, the longest straight stretch of highway in Western Australia is on the Nullarbor while the longest highway anywhere in Australia is the Great Northern, also in Western Australia extending from Perth to Wyndham, but this route avoids the coast and takes the shortest course across the wheatbelt on its way north. You must travel north from Perth on the Indian Ocean Drive if you want to begin your trip by following an interesting part of the coast on the western side of the state. This road will take you north up the coastline until just south of Dongara when it joins National Highway 1. There is no lack of interesting places to see further north, and many travellers continue in that direction on a ‘RoundAustralia’ journey. 128

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However, on the first part of your trip north from Perth, limestones of a similar age to those on the Nullarbor will be encountered. The fossil fauna that you might see in exposures of the rockfaces will demonstrate this fact. However, there are some differences too. Caves are not as frequent in the west coast limestones, although caves do exist, and some are illuminated and open to tourism especially in the southwest, but it is likely that you will have already discovered these on your trip around the south-west corner of the state. North of Perth, the cliffs are remote from the Great Northern Highway and can only be comfortably reached in a few locations except from the Indian Ocean Drive. This remoteness has not proved to be a deterrent to many Sandgropers, some of whom spend a considerable part of the year camped in a secluded location behind the dunes enjoying their fishing, solitude and generally pleasant weather. Like its cousin in the south, the west coast also presents remarkable attractions both on land and in the sea. Some of these attractions are within a day-trip distance of Perth but others are better enjoyed by staying nearby. With the proliferation of ‘B and B’ style accommodation, a few days at one of the many locations up the west coast will be amply rewarded by adventures and sights not easily seen or experienced elsewhere. Intriguing geological structures like the Pinnacles will provide the visitor with an opportunity to debate the origin Emu family at the Pinnacles.

of these spectacular natural limestone spires. The avid amateur geologist will no doubt visit the ancient life forms known as stromatolites, perhaps at Lake Thetis. Although different from the limestone pinnacles, the low stromatolites with their mushroom rounded tops resemble the earliest kind of living organism known and have been found at several locations in Western Australia. It may be a surprise to learn that in the state some of these ancient life forms are still being formed while others found near Marble Bar in the Pilbara region more than 1000km to the north, and long deceased, are believed to be about 3.5 billion years old. That means that they began to appear on Earth only a billion years after our planet was formed! If stromatolites are of any interest to the traveller, then they should be placed on the list of attractions to be visited at Hamelin Pool in Shark Bay which is less than 30km from the North West Coastal Highway. A reminder of the telegraph stations you may have visited along the Eyre Highway is the Flint Cliff Telegraph Station, later known as the Hamelin Pool Telegraph Station located near to Hamelin Pool. Built in 1884, this station provided an important link between Perth and Roebourne until

the late 1950s when new communication technology rendered the station obsolete. Now a museum, it is deserving of a visit by everyone interested in the state’s history. Something you don’t see every day is a beach composed solely of a small seashell, actually a type of cockle (Fragum erugatum, for those who want to know,) that is so plentiful that in the right conditions they have cemented themselves into a rocky mass known to geologists as ‘coquina.’ Not only do these shells pave many of the nearby roads, the coquina itself was sawn into blocks and used as building material in historic buildings that are still standing. A walking trail at Hamelin Pool that is just short of 2km long will introduce a visitor to all these unique features. No wonder this region has World Heritage status. What makes the western coast attractions quite different from those on the southern coast is that on the western coast there are many more highly informative interpretive signs. I guess that this is a result of the numbers of visitors keen to explore and understand the remarkable coastline facing the Indian Ocean. Just imagine what can be found away from the coast in a state that is about one third of the land surface area of Australia! Stromatolites at Hamelin Pool.

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LET'S GO GEO-TOURING with SHANE THE SHARKCAVER

IT'S 50 IN THE DESERT

ased in Western Australia, I love nothing more than to combine two of my passions: 4WD touring and geocaching. The more remote, the better. For those unaware, geocaching is the art of using modern technology to find Tupperware in the bush - or so it is said in jest. Basically, a container is hidden and the co-ordinates are published on a geocaching site. You go find the container, sign a log book for proof of your visit and gain a tally as you go. I have come across some mighty spectacular places over the years, ones I wouldn’t have known about if I didn’t geocache. Have a look on your favourite search engine to see in detail what this geocaching business is all about. Sign up, get out there and find your own piece of paradise on your next 4WD adventure. I don't need an excuse to pack the vehicle and venture out for another trip, but this journey was a pretty special one, preCOVID-19 and the travel restrictions that came with that. A mate I grew up with

was turning 50 and they were throwing a surprise birthday for him in Adelaide. I was asked if I wanted to be a part of it. You betcha I did! You see, we hadn’t seen each other for 25 years, apart from some social media contact. The other interesting fact is that I turned 50 the day before him. With a double milestone approaching, I thought I should make it a memorable one - a solo desert crossing, knocking off a few remote caches on the way. With the challenge now set, all I had to do was accomplish it. The Anne Beadell Highway (ABH) dissects Australia’s largest desert - The Great Victoria Desert - some 1300km of remote track from Laverton in Western Australia to Coober Pedy in South Australia. Most people take six to seven days to do the crossing. I had six days to play with, Perth to Adelaide, leaving me with only four for the crossing - mighty ambitious and a cannonball run at best. I wouldn’t be able to take in the serenity on this trip, but lurking in the background were a few remote geocaches I would like to have under my belt.

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With both the vehicle and myself prepared, packed and with permits in hand, I hit the 1000km of blacktop early in the morning for the start of the desert trek. Being winter, the days were much shorter and I got caught out on the first day as the sun slipped over the horizon, with myself some 150km short of my target. Not a good start for day one. If I couldn’t get the miles done on the blacktop, what chance did I have of making my planned targets in the desert? A simple dish of baked beans, cheese and onion jaffles for dinner had me curled up tight in the swag that night, without a care in the world. I'd worry about it tomorrow. A quick coffee down and breakfast on the run, the next morning I had some ground to make up. Refuelling in Laverton, I made the official start of the Anne Beadell Highway at Yamarna Station in pretty good time, such was the quality of the gravel road from Laverton. Here the country turned into typical spinifex and mulga country and the road now turned into a track. Extremely picturesque, the track runs parallel to some scattered ranges in the distance on both sides. A month beforehand, there had been a large rain event in the region which worried

me greatly. The ground on the way up to Laverton was awash with water, but by the time I hit the Yamarna/ABH turn-off, all that evidence had disappeared. The track was in great condition and I was cruising at a safe speed of 80km/h with no worries, the miles peeling off behind me in my dust. Small sand dunes beside the track were becoming apparent, the track running in the swales, not over them. It wasn’t long before my first encounter with the ships of the desert. This time around, they just crossed the track in front of me rather than run down it for the next 10km or so. A nice piece of fallen mulga presented itself and I bagged some wood for the night’s fire. It’s not like I wasn’t starting to get saddle sores anyway, so the break was appreciated. With no time to spare, I just had to whizz past Point Sunday and by lunchtime I arrived at Yeo Homestead for a quick look and bite to eat. The break was a quick one as I had a lot of ground to make up. Unfortunately, further on, I got stuck behind a camel for some distance before I could get around him. I think they like being chased by vehicles, because once running down a track, they don’t get off them. You just have to find a spot where you can start to overtake them, and when they sense you are beside them, they finally bugger off into the spinifex.

Only 1300km to Coober Pedy to go!

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Yeo Homestead.

Bishop Riley’s Pulpit poked its head above the landscape for some distance and there was no way I was passing that without a short photo opportunity. With the excellent track conditions, I made up my shortfall from day one and arrived at my target, Neale Junction with plenty of time to spare. Getting out of the vehicle, I noticed my right hand rear tyre was a little deflated. I added some more air to it and decided to just watch and see what happened. My geocaching journey started here. I was pretty sure I had a good idea where this cache was hidden, but unfortunately I came up empty handed, just

Bishop Riley's Pulpit.

like the person before me and the person after. Apparently it is there, I just couldn’t find it at the time. Luckily the junction is relatively close to home, which gives me another excuse to go back there I guess. Now on my pat malone, deep in the desert, I woke in the morning to find a deflated tyre. This four day crossing was ending up a bit ambitious on my part. I got a brew going and subsequently pulled the vehicle apart for my tyre repair equipment. Removing a 10mm piece of mulga from my sidewall (why is it always a sidewall stake?) some string plugs were inserted and I was on the move again by 8.00am. Not a bad effort really.

The western side of the ABH.

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The country had now changed into heavily vegetated desert and the track conditions slowed a little, but good progress was still to be made. A hundred kilometres east of the previous night’s camp, I turned north off the ABH for another cache. Here we got to open the fun box as we had to ascend and descend tight sandy dunes rather than run parallel to them as the ABH mostly does. Tyre pressure is the key here as run ups are nearly non-existent. I was headed for the site of a plane crash, registration VH-FYZ. The ATSB crash investigation is a publicly available document and makes for some harrowing reading. At the site, you can see the dunes the aircraft bounced off as it made a hard landing due to fuel starvation. Imagining the fate of these aviators sends shivers down one's spine. But all was not lost, because nearby I found the cache that had not been visited in three years and I added my name to the visitor book that can be found in the starboard side wing pod of the aircraft.

A Cessna 310 that never made it home.

Not wanting to waste time (I had none to spare as it was), I hit the ABH again for Ilkurlka for some fuel and hopefully a hot roadhouse pie for lunch. I had travelled some 400km of desert now and had not seen a soul to date. I was a bit deflated to find the only goods available at the 134

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roadhouse were in tins, labels faded and flaking. Not even a frozen pie and a microwave. But I did take the opportunity to educate the roadhouse manager of the cache located here. He had been the manager for three years and never knew it existed. I filled in the roadhouse survey and mentioned that a hot pie would be a bonus for a future weary traveller.

The roadhouse with no pies: Ilkurlka.

Only a hundred metres east of Ilkurlka, the road conditions changed remarkably. The corrugations started in earnest and the vegetation closed in. So much so, I had to remove my sand flag as all it was doing was chopping firewood and delivering it straight to my rooftop basket. The occasional rocky washout had me hitting the skids to shed some speed and I realised I would probably need to buy some good polish should I ever make it to Adelaide. By early afternoon I was still 150km away from my planned camp just shy of the WA/SA border and my average speed over ground had dropped considerably. The dunes became larger and more numerous, although there were very few I had to traverse over, taking some of the fun factor away. The further I pushed east, the sooner the sun would go down and I made my destination, halfway across the ABH, at twilight. Just enough time to get some cooking gear out before total darkness arrived. There would be no fire that night which was just as well, as I was pretty well buggered after this big day. I got to listen to the soothing tones of the

little worse for wear. I would be passing this point on another road less travelled, some 350km due south of here on my return journey.

The WA/SA border.

metal dunny door banging closed in the breeze all night. On the road again the following morning, I made the 10km of track to the WA/SA border. The border marking is sparse, with a visitor book to sign. I left my mark and pushed further east, refusing to set my watch forward an hour and a half - the time difference between the west coast and South Australia. I crossed the border and entered MT lands and the Mumangari conservation reserve. I breathed a sigh of relief to find that Serpentine Lakes - a large salt lake - was dry. The ABH cuts directly across it. On my own, bogged to the running boards in such an environment wouldn’t be much fun at all. With regards to track conditions, it was more of the same. Lots of squealing from the duco as I de-vegetated the sides of the desert track. I made Vokes Hill corner, both the vehicle and myself a

The vegetation cleared from the track somewhat east of Vokes Hill which my vehicle greatly appreciated. My speed over ground picked up a little too, which was good as I had another 350km day planned and had now lost an hour and a half of sunlight. I had been giving position reports over the radio every 10km or so since leaving camp and was warned that a party of two was oncoming and were booked into Ilkurlka accommodation. I didn’t want to meet them the hard way. I had been scanning the air on and off during the day, but for some reason, my scan would lock on to some interference on channel 32 and it was driving me nuts, so in the end I just stayed on channel 40, relaying my position. Unlike most of SA’s desert parks, there isn’t an assigned radio channel out here for some reason. I left the eastern boundary of the nature reserve late in the afternoon and wondered where this oncoming traffic was. At 3.00pm (western time) whilst approaching a blind right hander, they made their presence known. The lead vehicle towing a camper rounded the bend at speed, hit the skids

Here I sit, broken-hearted ... Looking a little dishevelled at Vokes Hill corner.

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and had the rig sideways lurching ever closer so I bailed off into the spinifex to avoid a confrontation. Suffice to say, I do owe the other driver an apology, because my conversation with him wasn’t as cordial as it would have been in other circumstances. I let them know my journey time from here to Ilkurlka and told them there was no way they would be booking in there that night.

Entering the

As the sun was nearing Commonwealth bedtime, I entered the restricted lands. Commonwealth prohibited Beware the area – with valid permits old fence line. of course. I still had a long way to go for ABH day three’s target. Now driving in the dark, I was constantly climbing and descending soft dunes. It would have been great fun if I hadn’t been at the wheel for so long. The few rabbits I had to dodge in the dark were a better bet than having to dodge a camel in the dark. After a 12 hour day I made the Emu Campground at 7.00pm, South Australian time. This getting into camp too late to collect wood was becoming a bad habit, but fortune was on my side as the last traveller had left a small pile behind. So I made a quick meal, lit the fire and chilled with a glass of red. But not for long as it had been a long day. With three days down, I only had another 350km to go. The four day desert crossing was starting to look like it might become a reality. The stretch from Emu to Coober Pedy is traditionally known as the roughest stretch of the trip. I had heard that it had been graded from Mabel Creek Station 12 months beforehand, so my fingers were crossed that all would be well. Before I departed, I found the cache located at Emu Camp, a couple of hundred metres away. 136

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I detoured off the track for Totem 1, the site of an atomic bomb blast back in 1953. Be careful if you head out here. An old star picket fence line runs along the track edge, the series of pickets now broken off just above ground level, waiting for an unsuspecting tyre. I had a quick look around at the site. A warm and fuzzy feeling now flowed in my blood and the luminescence on my wrist watch lighting up in broad daylight was the signal for the time to exit, stage right even. Time to push on, and I spotted the only Sturt’s Desert Pea to be seen on the trip. I travelled for an hour and a half on a track that was in pretty good condition and I

Crossing the railway line, the track turned into gravel road, with highway speed being a bit novel after the last four days in the desert. 10km short of Coober Pedy, I passed the site of yet another cache. It was only 1.45pm and I had made great progress thanks to the grader god that was looking after me. I decided I had the time to spare to knock another one off. Driving in, I ended up in an old mining village with a few scattered shacks around. I felt like I was trespassing in somebody’s backyard. There was a warning on the cache page to be wary of the rabbit … whatever that means. Sturt's Desert Pea at Emu Field.

crossed into the Tallaringa Conservation Reserve. The dune systems were slowly starting to disappear and the country was surely changing. I ventured off the track in search of Tallaringa Well and an un-named native well, both to no avail. I didn’t spend a lot of time searching because I had Coober Pedy on my mind. Before I knew it, I had hit the dingo fence. Back into the start of civilization once again. It also just so happens to be the site of the last of the ABH caches, so I quickly signed that logbook for proof of my visit. The trip to Mabel Creek station from here was full of slow-going washouts but nothing too drastic. I took a bit of a detour around the station and I can conclude I have now knocked off all the ABH caches bar one that I couldn’t find at Neale Junction.

I parked up a bit short and got out of the car to find the cache on foot when a vehicle arrived at a shack just behind me. I thought I had better let them know what I was up to before I had to dodge a dose of high velocity bird shot. Making my intentions known, the guy told me that yes, he knows of the cache. "Pleased to meet you, I am the rabbit." Just as well I met the rabbit, because the hiding spot for the cache was not there anymore and the rabbit gave me some hints where to look.

The dingo fence, site of another ABH cache.

The rabbit.

The Australian outback is full of wonderful characters and the rabbit rates highly in that category. I ended up spending over an hour with the rabbit, with him telling me the history of his little village and his life on the outskirts of Coober Pedy. If I hadn’t Western 4W Driver #120 |

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been in such a rush to make Adelaide the following day, I would have stayed the night. You, sir, earn my greatest respect. I hope I can meet up with you another day and hear all you can tell me about the history of the place. With the cache duly found, I hit the road for fuel in town and a place to stop for the night. The first place to stop had a wagon train of caravans parked in a circle, no doubt seeking protection from the great unwashed i.e. Shane the Sharkcaver. So I moved on further south to an unoccupied little roadside rest stop. Here the great unwashed removed all traces of the desert sand and sweat and stench and got ready to retire for the night under the makeshift shelter ... without another bloody fire.

Later that afternoon, I watched as a car pulled into my little patch of paradise. I met Frank, another character one sometimes meets on the road. Frank was heading to Esperance from Queensland for a life change. Well ... Frank and his six week old kitten. Frank’s plans and mine were due to cross at Point Sinclair (Penong, SA) on my return journey. In the morning, we parted our separate ways and by 9.00pm, I had made it to the residence in Adelaide I had arranged to stay at. On time and on budget. Mission accomplished. What a way to celebrate one’s 50th. Get the next edition to read about my return to Perth by some roads less travelled, in search of more adventure and a geocache or two for good measure. I might even catch up with Frank and his kitten. Be safe out there and I hope to see you at a remote cache somewhere, sometime.

W Luxury accommodation once out of the desert.

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You little ripper! The ABH now crossed successfully in only four days.

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WOMEN IN 4W DRIVING

Jan Barrie

hen I first approached Jan to be interviewed for Women in 4W Driving, she tried to talk me out of it, claiming that she was not a 4W driver. “I’m just a desk jockey!” she laughed. However, anyone who knows Jan or has had any interaction with her would quickly work out that you don’t necessarily have to be behind the wheel to enjoy 4W driving. Her enthusiasm for adventure, her willingness to share her experiences and her contributions to assisting others to experience life 'off the bitumen' make her an ideal subject. For Jan Barrie, travelling is in her blood. Born in London, she has spent most of her life travelling. After growing up and studying journalism in the USA, she started work in a marketing and lobbying firm in Washington DC before spreading her wings and heading off to explore the rest of the world. During her travels, she fell in

BY CHRIS MORTON Traveller, Writer & Co-founder/GM of Global Gypsies Tours & Training

love with Australia and decided to settle in Perth. After holding senior positions in public relations and marketing, the call to travel enticed her back on the road. By 1992 she was exploring Africa while running the PR division of a multinational advertising agency based in Nairobi. It was about then that she was asked to write about her African adventures for Kenya’s national newspaper and a host of international travel magazines. It was also in Africa where Jan met Jeremy Perks, a well-respected and successful advertising professional with a background in corporate management and expertise in bush skills, tour guiding and mechanics. Born and raised in Africa, Jeremy’s love for the continent was infectious and the pair quickly became inseparable, working together as photo-journalist team. Their professionalism quickly resulted in them being invited to travel all over East Africa to write about their experiences. By 1994, they had quit their jobs in advertising, purchased a 20-year-old LandCruiser, and were exploring the real Africa by 4WD. While enjoying these fabulous adventures the idea of establishing their own tag-along business was formed.

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“We’d love to do what you do, but we wouldn’t feel safe, or don’t have the mechanical ability, or wouldn’t know where to go,” were common comments made to them by other envious travellers. “This was where the idea of our escorted convoy expeditions was born,” says Jan.

The couple moved to Australia in 1996, forming Global Gypsies in 1997. Since then, the better question to ask is, “where haven’t they travelled?”, having led escorted, self-drive, 4WD tours to such outback destinations as Rudall River National Park, Kakadu, Canning Stock Route, the Kimberley, the Red Centre and the Great Australian Bight earning themselves international acclaim. The couple has also escorted small group tours to such exotic overseas destinations as Antarctica, Borneo, Botswana, China, India, Kenya, Peru, Tanzania, The Silk Road and Myanmar just to name a few. Even with the impact of COVID, the international travel bug is still strong with the couple and they are planning more overseas adventures in the future.

“Running a business like Global Gypsies is great fun but all consuming,” Jan says. “I look after the administration and marketing with the help of an Office Manager, while Jeremy leads the tours and runs the 4WD, towing and tour guide training courses supported by a team of professional instructors.” In their spare time, the couple love getting out and riding on their Harley or escaping to some far-flung destination and soaking up new experiences and cultures. Global Gypsies is an award-winning tourism and training business having established a solid reputation within the tourism industry. They are happy to share their knowledge on how to run a successful tour business

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through workshops and their popular book, How to Be an Award-Winning Tour Guide. Concern for Local Tracks Global Gypsies has just returned from a tag-along-tour along the Holland Track and the trip left a lasting impression on the pair. “What was once a historic and scenic introductory 4WD adventure for our clients through some unique country has turned into an exceptionally difficult route,” Jan lamented. “It’s sad to see that the track is now being used as a 'wet weather challenge' by some 4W drivers resulting in serious damage such as deep wheel ruts, bone-rattling corrugations and huge gullies created by deliberately sinking, then extracting, vehicles from mud holes.” There is a disconnect between what the track represents and those who want to test their skill, especially in winter, when the bulk of the damage appears to be occurring. “Preventing damage can be as simple as lowering your tyre pressure”, she says. Jan said it was heartening to see that the LandCruiser Club of WA, the track’s custodians, had erected several Code of Conduct signs along the route. She hopes that all travellers will take the time to read and heed their sage advice to ensure that everyone can enjoy the Holland Track experience.

bottles and other junk behind and not take it with them?” she wonders. “If we stop caring for country and our natural attractions we will not only destroy what we have, as 4W drivers we could also lose access to these precious areas.” While Jan is pleased to see so many new travellers hitting the road in search of adventure, she cautions novice explorers to prepare properly for their outback experiences. “Folks spend so much on a 4WD vehicle, caravan or camper trailer, it just makes sense to learn how to use them safely and correctly. Taking a 4WD course or learning to tow before you go could end up saving you money in the long run on costly mechanical repairs and help prevent accidents, injury, or worse. It also means you’ll have a safer and happier holiday,” she says. If you yearn to explore the great beyond but lack the confidence to do so on your own, then a tour or a training course in the safe hands of Global Gypsies might be the solution.

With so many years of experience travelling, Jan also noted the significant increase in rubbish being left behind. “How can anyone possibly think it’s okay to leave their garbage, spare parts,

GLOBAL GYPSIES TOURS & TRAINING PO Box 123, Scarborough, WA 6922 Phone (08) 9341 6727 admin@globalgypsies.com.au

www.globalgypsies.com.au

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OUTBACK SURVIVAL with BOB COOPER

PUTTING IT INTO PRACTICE For anyone who knows Bob Cooper or has attended one of his survival courses, there is a pretty good chance that you have heard his story of the helicopter crash in the desert. For those that haven’t, this is a lesson in never assuming and the benefits of being prepared.

n 1982 Bob was working as a field assistant for anthropologists Kim Ackerman and Peter Bindon who, with help from the local communities, were locating significant indigenous sites in the Great Sandy Desert for the Western Australian Museum. Driving a hired 4WD, they picked up elders from Christmas Creek (Kurrungal) and Balgo Mission (Wirrimanu), right on the edge of the Western Desert. Spending seven weeks with the 11 traditional elders, they ventured deep into the desert, at times

the first white men to ever set foot on the country. Bob says, "The sheer beauty and magnificence of the desert in winter has to be seen to be believed.” The last week of the survey required a helicopter to reach some of the locations still to be surveyed. A Jet Ranger and pilot flew in from Alice Springs. Prior to take off, the pilot wanted to ensure that everyone was ready to fly and insisted that only the bare minimum of equipment be taken. Bob argued that he never went anywhere without his survival kit and water bottles and eventually won the argument. Flying over a new seismic line that Mobil Oil was working on, the control panel suddenly lit up with warning lights. The pilot immediately placed the aircraft into a nosedive at only 150 metres from the ground. Bob recounts, “I was sitting in the front seat and was about to ask the pilot View of the barren Great Sandy Desert from above.

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if we were in trouble. Their face told me everything, so I kept quiet.” The pilot had placed the helicopter in a deliberate dive to keep it from falling from the sky. At the very last minute, they pulled up, flaring the aircraft and giving the rotors vital seconds to produce some lift, before coming down with a hard thud. Scrambling out of the stricken craft, the group were thankful to be back on terra firma in one piece. Inspecting their ride, it quickly became apparent that the battery had overheated and 'cooked itself'. With no battery, they could not radio for help or restart the aircraft. To make matters worse, they had no flight plan (they were relying on guidance from the two elders on-board with them and were not sure where they were going to end up) and no EPIRB or satellite phone (this was the early 80s and they were not yet in use). They were now in a real-life survival situation. Kim Ackerman studying an arial photo of the Great Sandy Desert for the best route forward.

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The group sat down in a circle and discussed their options. It boiled down to two choices; stay with the downed aircraft and wait an unknown amount of time for rescue or walk out. They knew that: • there was no chance of communicating with the outside world; • the pilot had no time to make a mayday call (it happened so quickly); • they could construct a signal fire and mark an area with SOS; • they had a signal mirror from Bob’s survival kit; • no one at Balgo knew where they were going, only that they were due back that night; • they had six litres of water and several cans of soft drink; • they had enough food for one meal; • there was bush tucker around them to ward off hunger.

Day time temperatures averaged 34°C but it could drop as low as -3°C at night. They had no survival blankets for warmth, only the fire. Balgo was at least 100km away, with no roads from it heading in their direction. The freezing night-time temperatures were the crucial factor that meant that someone had to walk out to get help. It was decided that Bob and Kim were the most physically fit and stood the best chance of success. The group took stock of what resources they had. Emptying their pockets, the equipment from the helicopter and Bob’s survival kit, they assessed everything and divided up what would go with the pair and what needed to stay.

being driven by a young field assistant who was astonished to see the pair. “Where the bloody hell did you two come from?” Bob laughs as he says that he just pointed up into the sky and said, “Up there mate”. They were quickly driven 50km further to the exploration team's base camp, where the camp manager made contact with Father Hevern, the head priest at Balgo, and the only person with a phone. They then led a rescue party of 4WDs back out to the remainder of their group, using the burnt trees and tripods to quickly reach the site. Bob remembers, "The three still at the helicopter were very enthusiastic when we returned."

Taking two litres of water each, a lighter, The group were conveyed back to the notepad and pen, mirror, compass seismic camp and flown out the next day by and some basic first aid supplies, they a fixed wing aircraft back to Balgo Mission. consulted the large aeronautical map A few days later, Bob, Peter and the pilot one last time to identify returned to the seismic potential landmarks and “Where the bloody hell camp with a new battery then headed off on a to recover the downed north-east bearing, aiming did you two come from?” chopper. They borrowed high for the seismic line a vehicle from the camp almost 10km away. and drove back out to the site. With a new Leaving at noon, the pair set fire to large dead trees along their path so they would be able to retrace their footsteps back to the helicopter with a rescue party. They also constructed tripod markers, identifying where a vehicle could get through the various dry creek beds.

At about 4.00pm, they spotted a grader moving north along the seismic line. Running after it, they were unable to get the attention of the operator and it disappeared into the distance. Bob was highly entertained listening to Kim’s colourful description of the unobservant driver. Despite the setback, they knew that there was activity along the track and that the grader was probably moving back to its base camp for the night. They started walking along the track and half an hour later, a droning noise from the south quickly materialised into a 4WD

battery installed, the pilot and Peter bravely took off, while Bob was going to drive the vehicle back to camp. Bob noticed that the 4WD had two flat tyres and only one spare, so he quickly signalled for the helicopter to return. He explained the situation and then jumped back into the machine. Bob says, “It was extremely nerve wracking to climb back into the helicopter after everything we had already gone through, but the machine flew flawlessly back to Balgo.” Peter wrote a letter to Mobil Oil, explaining what had happened and where they could find their stricken 4WD. Bob thinks it may even still be there.

Bob said that the biggest lesson he learnt was, “How much I didn’t know,” and that you should never take anything for granted. Prepare for the worst and hope for the best, which, in this case went a long way to keeping us all alive. Western 4W Driver #120 |

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THE BASIC SHORE KIT

xperienced and passionate shorebased anglers tend to be very particular about their preparations and fishing gear when it comes to targeting some serious shore fishing. It certainly adds to the chances of success and for the really dedicated, can’t be compromised. In many ways it has parallels with the serious off road fraternity who don’t skimp on equipment and preparations for any serious 4WD trek but there are plenty of folk who don’t do things to this level. Those that enjoy packing a fishing rod or two and some basic fishing gear to enjoy some incidental fishing time if they get a chance while away, tend to be looking at some far more basic kit. Assuming it's time away camping or in an ocean-side holiday town with some definite shorebased fishing possibilities, it’s possible to cover quite a few bases with a fairly simple, package of all round essentials.

Starting with the rod and reel outfit, it makes sense to bring a good medium sized 6 to 8 kilo casting rod matched with a reliable medium-sized spinning reel. The key essential here is castability. If the possibilities include some real surf fishing it might pay to stretch it to two outfits. One longer surf casting rod (ideally a two-piece rod) and a small light flick outfit with much lighter line for close inshore, calmer waters or estuary work. Make sure the reel spools have plenty of quality line or braid so that they cast well. Small pill bottles or containers for essential terminal tackle such as swivels, clip swivels, different hooks and small bean sinkers will keep everything separate and easily accessible if you need to re-rig anything as you go. In the same way small, press seal, plastic bags are ideal for pre-tied lengths of leader material or ready-made rigs to suit herring or whiting or larger targets

Packing light with the essentials allows for plenty of exploring on foot for the best spots.

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Two or three poppers are always handy. A solid, small backpack will allow carrying for your basic tackle needs and can be stored in the garage or workshop, ready to go.

like tailor. It’s always useful to have these pre-made to make life quicker and easier, especially if the light is pretty dim. Some targeted fishing with the right bait is always effective in the right conditions but give consideration to what you’re going to use and how you’ll manage that bait. Pilchards are great all-round bait for larger species but fresh prawn or squid are also very good for a range of smaller fare. I also think it’s important to pack a collection of basic lures types that can sometimes be very effective - and of course less messy.

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Depending on the location, two or three small and medium poppers are always worth including in the kit. They are easier to cast, won’t snag on the bottom and attract plenty of attention from an array of northern species especially, but even southern salmon and tailor in reefy, white water. Varying the retrieve by either twitching them slowly or dragging them across the surface with some speed will often entice some spectacular strikes from fish when they're on and feeding. There’s an infinite range of styles and colours but good old basic white is still probably the most reliable. Some anglers prefer a simple, side shoulder bag to carry the basics needed. A back pack keeps things a little more separated.

The other 'must have' is a few chrome or metal slice type lures. These relatively cheap, and durable lures come in a range of sizes and weights but ideally the 20 to 45 gram range are most effective from shore. Halco’s chrome or gold Twisty is almost legendary and a staple to have in the tackle box. There are hundreds of variations however and this effective style of baitfish imitation with a single treble hook at the rear is one of the best all-round lures to have in the kit. They’re brilliant to cast because of their weight and lack of wind resistance and effective on many species if the size is right. Right alongside in your single tackle or lure tray should be a few 'soft plastics'. These weighted head single hook lures with

a flexible, interchangeable, soft plastic tail are now one of the most popular lures on the market, and with good reason. Their enticing, wiggling action through the water attracts lots of different species, even those that patrol the bottom of the water column like the various bream, snapper and emperor. Adding a small piece of sturdy bait such as squid or octopus to the hook can provide an added attraction to this type of very effective lure. Working them around reefs does require some care however given they do sink. Packaging these bits and pieces up together requires a good carry system that is not too cumbersome. The best is a light backpack with a couple of White lead jigs are a simple and very effective all-round lure. This one accounted for this colourful swallow tail dart that was easily released.

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external compartments. It’ll need to fit a single plastic tackle tray that can take most of the terminal tackle and lures already mentioned plus added elements such as a small sheathed knife, good long nose pliers, a rod gimbal belt if fishing the surf, a small piece of plastic board (cutting) and a couple of casting floats (or blobs) if you want try for garfish. Beyond that don’t forget sunscreen and a decent drink bottle. Add a couple of small plastic garbage bags for carrying back a fish or two that you might want

to keep or for picking up some discarded garbage that’s messing up the beach and you’re pretty set. I think the plan should always be to pack to be mobile. That way the stretch of beach or coast can be explored by foot and allow some prospecting for the best looking spots. Good footwear that can be worn even in the water, long sleeve sun smart coverage and your phone (camera) tucked securely away in the pack will round out everything you should need to tackle some shored-based fishing without too much fuss.

A medium casting rod with a popper or metal slice lure are all that’s needed for salmon when they’re running, in this case at Bunker Bay.

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GEAR TO GO CAMPING Aerolatte 'Mooo' Milk Frother with case

here is nothing worse than heading out to the back of beyond and finding out that the local café cannot reproduce your favourite stimulant. Never fear, Aerolatte have come to the rescue with their 'Mooo' Milk Frother, ensuring that your latte, cappuccino, hot chocolate or other beverage of your choice has the appropriate 'frothiness'. The battery-operated unit has been engineered to ensure frothy milk within 20 seconds or less and can be used on all milk types. The spiral whisking head and shaft are made of food grade 18/8 stainless steel, with the unit featuring premium quality components that ensure exceptional performance and durability.

To learn more about these 'froth machines', head over to: www.aerolatte.com/product/ aerolatte-milk-frother-to-go-moo/ or contact the team at Go Camping and Overlanding to secure yours. 9/58 Erindale Road, Balcatta www.gocampingoverlanding.com.au

Barebones Cowboy Grill Roasting Sticks

hat is a real mouthful for what is essentially just a very large fork. That said, these stainlesssteel beauties are the perfect companion for anyone who loves sitting around a campfire, cooking and eating. Hand-tooled and forged with a beautiful antique finish, the roasters are longer than normal length, ensuring that you don’t inadvertently roast yourself. The hook ends make for easy hanging up once the roasting is done and being stainless steel, they are quick and easy to keep clean.

Better than a forked stick, the Barebones Cowboy Grill Roasting Sticks are the perfect gift for the campfire cook in your life who has everything. The team at Go Camping and Overlanding can hook you up with your own set and you can get more information from: https:// barebonesliving.com.au/products/ cowboy-grill-roasting-sticks-set-x2 9/58 Erindale Road, Balcatta www.gocampingoverlanding.com.au

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GEAR TO GO CAMPING

Tramontina Black Collection

et ready for a summer of BBQing as Tramontina releases their Churrasco Black knives!! With dark stainless steel blade and wooden handle riveted for a much firmer and more comfortable handling, as well as a distinctive style. A range of choices including a 6" Boning Knife, 7" Cleaver Knife, 8" Meat Knife, a 10" Butcher Knife, 10" Meat Knife and a 12" Ham Slicer. Good news is that this good looking wood comes from responsible sources, so you can carve into your brisket knowing you've done your bit for caring for the world's forests.

Check them out at Go Camping and Overlanding, 9/58 Erindale Road, Balcatta www.gocampingoverlanding.com.au

Fjall Raven TotEpack No.1

’m not a handbag type of guy. I appreciate a good design, having purchased more than my fair share of day packs and utility bags (my children insist on calling them 'man bags') so this bag caught my eye. The clever team at Fjall Raven have taken a simple woman’s tote bag and turned it into an adventure-capable accessory, worthy of a trek into Karijini. The simple design is made from a durable G-1000 material, Fjall Raven’s choice for the majority of their products, which is a 65/35 split of polyester cotton, infused with Greenland Wax. A reinforced, doublelayered bottom ensures durability, and zippered pockets and an internal safety pocket make it the perfect accessory. Long straps can either be used as carry handles or pulled though, turning the tote into a small backpack, perfect for hands-free scrambling up the side of a gorge. The Totepack is the perfect travel companion, packing down to almost

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nothing when not required. For more information go to https://fjallraven.com.au or speak to the team at Go Camping and Overlanding, 9/58 Erindale Road, Balcatta. www.gocampingoverlanding.com.au

GEAR TO GO CAMPING

Companion ProHeat Gas Stove

s the camp fires begin to burn out for fire ban season, we're coming in hot with the Companion ProHeat Gas Stove.

Available from Go Camping and Overlanding, 9/58 Erindale Road, Balcatta www.gocampingoverlanding.com.au

This low pressure two burner stove is designed to connect to a gas bottle or bayonet connection on a caravan or camper. Featuring a low profile design with 18,000BTU total output, the new dual ignition system means the stove can always be easily lit while camping. Complete with an LED cooking light so you can clearly see when you are burning your food, it comes with a hose and regulator included, built-in windshields and is a nice low profile design at 10.5cm. The length and width is 62cm x 35cm and it weighs just 6.5kg.

NiteDog Collars and Leashes

omething this time for the pooch (as well as the responsible owner or the party animal) from NiteIze is the NiteDog series of collars and leads which give a whole new world of nighttime visibility. Two ultra-bright LEDs send light through an integrated optical fibre to create full-length illumination so bright you need to see it to believe it. Featuring the convenience of rechargeability and easy push-button operation, this collar lights up for more than six hours on a single charge. Choices of Glow or Flash (again for the party animals!) are both functional and fun!! Highly water-resistant and great durability, these accessories are available in a variety of sizes to fit large and small dogs. Grab one for your doggo from Go Camping and Overlanding, 9/58 Erindale Road, Balcatta www.gocampingoverlanding.com.au Western 4W Driver #120 |

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The

t s e t ee Sw Thing

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CLEWED UP with JO CLEWS

s campers and explorers of our great outdoors we are constantly on the lookout for interesting and versatile things to take with us to make our experiences just a little bit more special. That comfy chair to sit in around the campfire, the wizzbang dingle dangle gadget that will blow our mates' minds and make everyone say, “Why didn’t I think of that?” or the latest up-to-the-minute rendition of the ewweey goowy melted marshmallow. Well this is none of that but what it is, is a number of recipes made from the same one ingredient, and that ingredient is sweet potato. I love sweet potato and mostly everything that can be made from potato can be made from sweet potato, whether it is simply roasted or added as a carrot substitute in carrot cake it is awesome.

Sweet Potato Crisps

Cooking and prep time approx. 15 minutes. Serves two. You will need 1 medium size, roundish sweet potato orange or white doesn’t matter 500ml of frying oil, vegetable, sunflower, olive or your choice. 1 potato peeler 1 small-medium cast iron camp oven or heavy duty deep frying pan Himalayan pink salt flakes or your preferred salt or sprinkle. A heat source, I recommend a gas flame as it can be kept at a consistent heat more easily.

Also the fact that it is an amazingly transportable vegetable that needs no special treatment or refrigeration while travelling makes it a very handy, delicious ingredient to take on any of your trips.

Simply peel the skin off the sweet potato and then just keep peeling so you end up with very thin strips.

As long time readers will know, I try and encourage as many people as possible to utilise their camp ovens for things other than just for making a stew or a roast and this column has given plenty of things to try out in the past and these recipes are no exception.

Sweet potato crisps are done when the oil stops bubbling and the strips are just floating on the surface.

If the success of the bush donuts in Western 4W Driver #116 is anything to go by then you will all know that the smallermedium size cast iron camp ovens make for a perfect deep fryer and for those of you that don’t, well now you do. The first two recipes are so simple even the worst cook in the world could amaze their mates with their new found skills.

Heat the oil in the camp oven or pan and place 15-20 strips in at a time.

Remove the crisps from the oil and drain on some paper towel. Don’t worry if the crisps are a bit flaccid when you take them out of the oil as they will crisp up on cooling. Sprinkle with your favourite salt or flavoured sprinkle mix as soon as they are removed from the oil and enjoy just as they are or with some dill or chilli mayo.

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Sweet Potato Chips

Again you will need exactly the same ingredients as for the crisps it's just this time you make chips. Peel off the skin, cut the potato into half round ways then in half again length ways. Then slice the sweet potato into ½cm square chips. Cook in hot oil until the chips stop bubbling and are just floating on the surface, remove from the hot oil and season with your favourite sprinkle. These go great with a good steak and some sour cream. The third recipe is a bit more time consuming but well worth the wait because smoky bacon-topped sweet potato is delicious all by its self.

Smoky Bacon-topped Sweet Potato

Cooking and prep time approx. 45 minutes. Serves two. You will need 1 medium size, roundish sweet potato 2 rashers of bacon finely chopped ½ an onion finely chopped ½ cup of grated cheese 4 tablespoons of sour cream 2 tablespoons of fresh chives 4 teaspoons of your favourite smoky seasoning or rub 2 tablespoons of oil Peel the sweet potato and place the whole potato in a bowl. Pour over the oil, making sure the potato is completely covered with oil then generously sprinkle with two teaspoons of the seasoning or rub. Place on a baking paper-lined baking dish and cook in a hot camp oven of about 190 degrees for about 25 minutes. While the potato is cooking, prepare the bacon mixture by simply frying off the bacon and onion and adding the remaining two teaspoons of seasoning or rub to the mix. Cook until the onion is slightly caramelised. Once the potato is cooked through remove from the camp oven and cut in half. Fluff up the middle a little bit with a fork then evenly distribute the bacon topping over the two halves of the potato. Sprinkle with the cheese and place back into a hot camp oven until the cheese has melted and has turned golden brown. Finish off with a couple of dollops of sour cream and a sprinkle of chives. This can be used as a meal all on its own or an accompaniment for a great steak with some salad, or bung it between some bread or a roll with an egg and some coleslaw for a different type of burger. Enjoy.

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FIRE COOKING with CHRIS JELLIE

Brookhampton

t was one of those things that fell into place. We visited the block and somehow just drove directly to the spot. Right up the back, in an awesome little opening in the trees. This is where we found camp. And not just any camp, this was to be the fire cooking school location. Fast-forward a couple of months and the packing has begun, the trailer loaded with two Webers, a couple hundred kilos of wood, numerous fire pits, eskies and other

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equipment. It’s a slog for sure. But the goal makes it worth the effort. Off we headed for our first Char Bro BBQ, Fire Cooking School Campout, just how we envisioned. Unfortunately the weather wasn’t. With all our attendees aware of the incoming rain, it was still a concern but not a deal breaker. And it was forecast for 20mm might I add. Upon arrival on the Friday we got straight into it. The camping spot was the area used

as an old pigs' paddock. Being disused for a number of years, there were some trees that needing attending to. These were removed for easier access and to open the place up a little. The views from this spot, over the rear boundary are lush and often filled with kangaroos. Saturday morning made this thing more real, it was finally happening. Whilst we had run numerous day classes during the summer, our ideas and plans had come to fruition. The guests started rolling in and promptly set up their camps. A couple of swags, a rooftop and a couple of small dome tents. After a quick intro to all, the fire gets lit with a flint and steel and we’re cookin’.

taught as much knowledge regarding meat, fire, smoking and food in general as I could convey. The drinks went 'til late, like 2.00am late … We were a quiet bunch around the fire the next morning. The breaky really did the job but after all it was still a slow pack up. The crew was all packed and left before the rain hit again, but Kathleen, Cory and I got rained on hard. It was all worth it though, we have run many Campout Classes through the year. No two are ever the same either, they are all fun and memorable because of the people that attend. We hope to see you at one in the future!

The banter is brilliant with this crew; jokes flying around under the gazebo while we all shelter from the rain. The wind can blow out a cook time, even for the seasoned, and that’s what happened here. The crew didn’t mind and boy was it worth the wait. Hot, spicy, tangy, rich tacos with the stock to dip them in!! The perfect feed for the cold and wet afternoon. We smashed out the dinner in great time considering the late lunch. Smoked short ribs, steaks, firecooked veg plus other deliciousness. And just like that, the rain stopped and the sky cleared. Many drinks and laughs were had around the fire that night. New friends were made and most importantly, the crew were Western 4W Driver #120 |

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Char Bro's Flank Steak Tacos A simple and quick meal packed full of flavour, these flank tacos can be a delicious lunch or dinner. Consisting of the lesser known cut, flank steak has a great texture like rump and packs the flavour too. Combine that with a fire roasted salsa and pickled red onion for maximum drool.

Ingredients

MEAT 1 Flank steak Olive oil Salt and pepper SALSA 2 Red capsicums 1 Red onion 1 Chilli - Cayenne 3 Cloves of garlic Juice of 2 limes Salt and pepper to taste PICKLED RED ONION 1 Red onion Apple cider vinegar Jar for storage 160

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Method

Light a chimney of charcoal or burn those logs down to coals ready for the cook. While that’s cruising away, slice up the onion for the pickle, pop into a jar and just cover in apple cider vinegar. Bring the steak out to come to room temperature. Chop the salsa onion in half leaving the root to keep it all intact. Char the vegetables well and allow to rest, covered, before peeling the outer burnt skins away and blitz with lime juice, salt and pepper. Lightly oil the steak and generously coat in salt and pepper. Grill, you want to be flipping regularly, about every 30-60 seconds - you don’t want to lose that moisture. For this lean cut you want to be aiming for an internal temperature of 135-140° Fahrenheit and then taking off the grill to rest, lightly covered in foil for 5-10 minutes. Wrap up tortillas in batches of about five in alfoil and pop on the grill to warm through. Slice the steak thinly, against the grain and pop into your tortilla topped with salsa and pickled onion. Enjoy!

We bring food & knowledge, you bring your camping gear Practice a range of techniques Hands on learning All in sensational settings across WA Follow us on the socials to keep up to date with our adventures

Learn more at charbrobbq.com.au Western 4W Driver #120 |

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PRODUCT REVIEW By Chris Morton

Bush medicine

Ninga Nunthalee

hile in Kalgoorlie, I was told to check out Ninga Nunthalee who offer a range of natural skincare products. Tanya and partner Shane have developed their range of products based upon traditional bush medicine knowledge passed down to them from their respective elders. Eremophila, also known as the emu bush, grows in drought-stricken areas, with the Aboriginal people of the Goldfields using the plant for a variety of purposes. It was used in smoking ceremonies, as a topical liniment for the relief of muscle and joint pain, and for the treatment of sores, wounds, and skin infections. It was also used to treat sore throats, mouth infections as well as a decongestive and sedative. 162

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Named after Tanya’s Mum and Grandmother, Ninga Nunthalee offers a small but growing range of bush remedy products that may assist with skin, muscle, and joint complaints. They also produce an ErEmu soap and lip balm. Using the skin care cream, we have noticed an overnight response to a stubborn foot rash complaint that my own mother has been enduring for several months and a reduction in the size and redness of small skin sores. The muscle and joint rub has proven popular with several family members, finding it offers some relief to muscle tightness and soreness. For more information or to order, go to their Facebook page: www.facebook.com/ninganunthalee

TRACK CARE WA NEWS Narloo rangeland adventure

By John Collins

The Narloo Rangeland Adventure pamphlet is part of the Code Off Road series. The information has been developed to ensure we have a healthy and sustainable outback that continues to welcome all of us to visit into the future.

n upsurge of visitation to our rangelands has highlighted a porosity of mapping that displays all the information in one map needed to help travellers ensure they do not inadvertently enter nearby pastoral leases and Excerpt from Hema’s potentially interfere with station WA State map. management or endanger themselves if they run into unexpected difficulties. Following the 'Gathering of the Clans, Easter at Narloo' adventure (Western 4W Driver #119, page 78), Track Care WA Inc. undertook to provide guidance and mapping intending to assist overlanding travellers wanting to visit the former Narloo Station, which incorporates the ex Narloo, ex Yuin and ex Twin Peaks southern rangeland parcels. The brochure map is an inset of a free wall size map of Western Australia that shows pastoral lease boundaries and other interesting tenure information. The inset map shares the same colours and layout as the wall size version with an added decimal degree graticule to facilitate establishing your location on paper using coordinates from your favourite GPS device. Visit https://www.outbackwa.org.au/blog_wa_map to download your copy, which can be printed at your favourite print shop. In Western Australia, there are approximately 470 station leases on State Crown Land that occupy more than a third of the state’s landmass. In 1998, due to

CODE OFF ROAD Narloo Rangeland Adventures Rangeland ecosystems are some of our most fragile, and they need special care when we are visiting them. It is vital you know how to drive safely and lightly to protect yourself and our delicate environment.

Responsible and skilled driving minimise s; degradation to precarious ecosystems, accidents, and the introduction or spread of pest animals, plants or their diseases entering, emerging, establishing, or spreadin g in our State. In Western Australia, there are approxim ately 470 station leases on State Crown Land that occupy more than a third of the State’s landmass. In 1998, due to both declining agricultu ral commodity prices and landscape productivity, the Western Australian Government adopted the Gascoyn e-Murchison Strategy, which was to provide for restructu ring of stations, develop innovative businesses such as tourism, and comprehensive, adequate, and represen to establish a tative system for nature conservation. The ex Narloo, ex Woolgorong, ex Yuin and ex Twin Peaks are part of the 48 southern rangelan d parcels purchased to be formally reserved for conserva tion.Although not yet transitioned to conservation reserve, visit these former pastoral leases to experience the exceptio of this rugged and biologically diverse nal scenic qualities part of the Outback, which contains rivers, granite hills, wash plains, stony plains, sand plains and river plains. The ex Woolgorong block alone accommodates 17 threatened and priority plants and animals.

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TRACK CARE WA NEWS • Mapping alone does not give a right both declining agricultural commodity of carriage – always seek permission to prices and landscape productivity, the prevent trespassing, drive on established Western Australian Government adopted tracks and drive to suit conditions. the Gascoyne-Murchison Strategy, which was to provide for restructuring of stations, • Mobile cellular telephone coverage is develop innovative businesses such as mostly non-existent and extremely limited tourism and to establish a comprehensive, in this remote area. adequate and representative system for • Due to extreme heat, visiting from nature conservation. The ex Narloo, ex November to April is not recommended. Woolgorong, ex Yuin and ex Twin Peaks are Always carry sufficient drinking water part of the 48 southern rangeland parcels whenever you travel in our Rangelands. purchased to be formally reserved for • There are old, uncovered wells and pits conservation. Although not yet transitioned that may have unstable edge hazards. Stay to conservation reserve, visit these well back from shaft edges and always former pastoral leases to experience the supervise children. exceptional scenic qualities of this rugged • Logs and branches are homes for many and biologically diverse part of the outback, native animals including threatened species which contains rivers, granite hills, wash - collecting firewood is not recommended. plains, stony plains, sand plains and river • Make sure your campfire is extinguished plains. The ex Woolgorong block alone before leaving it unattended. accommodates 17 threatened and priority plants and animals. • Poison baits and traps are used for feral When you are planning animal control and your Narloo Rangeland present an extreme Adventure, it is risk to dogs. important to consider that the ex Narloo Rangeland ecosystems and ex Woolgorong are some of our most areas are remote and Narloo Homestead. fragile, and they need Photo: Karl Fehlauer - Westralian Images potentially dangerous special care when locations. These we are visiting them. lands are managed by the Department of It is vital you know how to drive safely Parks and Wildlife Geraldton. Contact (08) and lightly to protect yourself and our 9964 0901 or dbca.wa.gov.au for more delicate environment. Responsible and information. You may find the following skilled driving minimises degradation to reminder points useful and beneficial to precarious ecosystems, accidents, and your rangeland adventure. the introduction or spread of pest animals, • You do not need permission to travel on a plants or their diseases entering, emerging, public road through a pastoral station but, establishing, or spreading in our state. you may still encounter gates and livestock. The Narloo Rangeland Adventure • Leave gates as you find them. brochure is available for downloading at : • Never interfere with livestock. https://trackcare.com.au • Be alert and drive slowly as you may Track Care WA would like to acknowledge encounter washouts, wandering livestock, the assistance and suggestions needed and other hazards. to make this educational pamphlet, that was provided by the Yuin Station owners • Private station tracks marked on a (Foulkes-Taylor family) and the support of topographical map does not give you a right-of-way. the Partnership For The Outback. 164

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TRACK CARE WA NEWS

NOT YOUR AVERAGE RUST PROBLEM An exotic threat to WA’s native plants

By Karla Forrest & Dave Woodroffe

It’s never a good sign finding rust on your car. We all dread seeing that brown spot appearing on the doors, bonnet or bash plates, and left unchecked, it can lead to the demise of an otherwise trusty vehicle.

ut now there's a new rust to look out for: myrtle rust. This type of rust won’t affect your car - but it does pose a big threat to thousands of species of native plants across Western Australia. Myrtle rust (Austropuccinia psidii) is an exotic plant fungus from Central and South America, which was introduced to New South Wales in 2010 and has since spread up and down the east coast, devastating native plants from the Myrtaceae family. This family includes bottlebrushes, eucalyptus, tea trees, paperbarks, Geraldton wax and more. In fact, more than 3,300 species of plants in Australia are part of this family, many of which are endemic to Western Australia. At this point in time, myrtle rust hasn’t been recorded in WA or South Australia – and we want to keep it that way.

So how does this impact 4W Drivers?

Because they’re on (and off) the road so much, 4WD enthusiasts are some of the best people to keep an eye out for first signs of the disease. The more people that know about myrtle rust, what it looks like, how to report it and how to prevent it, the better. Early detection is crucial to give authorities the best chance to contain myrtle rust if it arrives in WA.

What’s at stake?

There are more than 1,800 Myrtaceae species in WA, and from research in the

Bright yellow myrtle rust spores, shown here on a eucalypt leaf, are one of the major signs of the plant disease to look out for. Photo: Louise Morin, CSIRO

eastern states we know that at least some of them are highly susceptible to myrtle rust, including the endemic and iconic peppermint tree (Agonis flexuosa) and Geraldton wax (Chamelaucium uncinatum). With the amount of susceptible host species in WA’s south-west and a climate suitable for it to get established, myrtle rust could have a significant impact if it arrives. It continues to attack new growth on plants until the plant weakens and dies, and once established in the natural bushland, eradication will be very unlikely. Apart from the impact of myrtle rust to our environment generally, can you imagine a spring in the south-west of WA without the Western 4W Driver #120 |

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TRACK CARE WA NEWS pandemic’s many challenges, this was a silver lining for people working to contain the spread of pests and diseases in the plant and animal world. Because of the air-borne spores myrtle rust can readily hitch-hike on vehicles, clothing, shoes and other items. Any activity in natural areas has the potential to spread myrtle rust, including 4W driving, camping, bushwalking, cycling, weeding, planting and more. Items that can be contaminated include clothing, hats, footwear, tools, equipment, machinery, vehicles, walking sticks, tent pegs, phones, glasses, watches, wallets and other personal items. Even skin and hair can carry myrtle rust spores.

Lesions and yellow spores of myrtle rust can be seen on the underside of these eucalypt leaves. Photo: Geoff Pegg/ Department of Agriculture and Fisheries Queensland

Geraldton wax flowers, or summer without the shade of the peppermints? It would also potentially affect industry, including the tourism, forestry and cut flower industries. The nursery industry has already been affected as there is a ban on the importation of any myrtaceous plant into WA. For some it has taken away 15 percent of their sales.

Keeping WA myrtle rust free

When myrtle rust arrived in Australia, it quickly became established along the entire mainland eastern seaboard and eventually spread to the Northern Territory and Tasmania. The experts expected it was only a matter of time before this air-borne pest arrived in WA. Fast forward 11 years, and Dr Emer O’Gara, Plant Diseases Program Coordinator for the Department of Biodiversity, Conservation and Attractions (DBCA), is surprised but thankful that WA has avoided it so far. As the COVID-19 pandemic developed, quarantine and hygiene became top of mind across the globe. Despite the 166

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There is good news though – many of the hygiene procedures that will keep WA free of myrtle rust are easy to do. Here are some things you can do: When entering bushland areas, ‘arrive clean, leave clean’. Ensure all items that could be contaminated are disinfected or laundered, and free of mud, soil and organic matter before entering and exiting bushland - particularly if you have been in contact with natural areas outside of WA. Empty and shake out backpacks before moving from place to place – this will reduce chance of spreading weeds too. Use a solution of 70 percent ethanol or methylated spirits in 30 percent water to disinfect items. Hand sanitiser and spray bottles of methylated spirits are useful for this. Wash your clothes using a standard washing machine with detergent – this will kill myrtle rust spores. Stay on roads and trails. Use wash-down stations and boot cleaning stations if they are available. Do not move soil or plant material into or out of bushland areas.

TRACK CARE WA NEWS Spot it, report it

Bright yellow (rarely yellow-orange) masses of spores are a distinguishing feature of myrtle rust. Myrtle rust attacks actively growing shoots, stems and other soft young tissues such as fruits, flowers and emerging seedlings. Early detection is key to preventing the spread of myrtle rust should it arrive in WA. If you find something that looks like myrtle rust, don’t touch it – report it. • Look for yellow-orange spores or purple lesions on myrtaceous plants • Take a photo of the spores, lesions and the plant. • Do not take a sample or touch it because spores can be easily spread. • Record precise location details. • Report the suspected rust using MyPestGuide™ Reporter via app (available on the App Store and Google Play) or online: mypestguide.agric.wa.gov.au or contact DPIRD’s Pest and Disease Information Service by phoning (08) 9368 3080 or emailing: padis@dpird.wa.gov.au

A united front

Agencies within the WA State Government are joining forces to build a defence against myrtle rust. The Department of Primary Industries and Regional Development (DPIRD) is leading a working group to focus on awareness, education, prevention, surveillance and response. DPIRD is joined by DBCA, the Botanic Gardens and Parks Authority (BGPA), the Forest Products Commission, Natural Resource Management, as well as the Nursery and Garden Industry Western Australia and Plant Health Australia. Engaging with relevant industries and the broader community will be essential. Staff at BGPA’s Kings Park are playing an interesting part – their role is to help safeguard the plants that are most susceptible to the fungus, by collecting and preserving the seeds of healthy plants in the wild. In fact, the myrtle rust project was the last hurrah for Kings Park’s official seed collector Luke Sweedman, prior to his retirement in 2021. An avid 4W driver and conservationist, Luke’s job was the envy of many – travelling the state far and wide, finding native plants in the wild and collecting seeds from the best specimens.

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TRACK CARE WA NEWS Armed with a ‘hit list’ of target species, Luke’s mission was to collect seeds of between 50 to 75 plants within three years. Following his retirement, Luke’s workmates at Kings Park are continuing the good work, with two more seed collection trips planned for 2022 and 2023. In addition, scientists are working on better ways to grow these plants and increase their toughness, as well as safely storing them in cold storage as a form of insurance should myrtle rust take hold. Members of Track Care WA are the latest community organisation to join the efforts. At their recent general meeting, they hosted Dr Emer O’Gara and DPIRD Plant Pathologist Dr Kylie Ireland for a detailed presentation about the disease. Emer said it was a real pleasure to present to the Track Care members, who were really engaged in the talk and had lots of really good questions afterwards. Track Care WA myrtle rust presentation.

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Bright yellow myrtle rust spores on a Geraldton wax under laboratory conditions. Photo: Louise Morin, CSIRO

“We encourage other nature-based community organisations to learn about the threat myrtle rust poses to WA, what it looks like and how to report it if they see it because early detection is our only chance of controlling it if it arrives” she said. Together, we can keep our state myrtle rust free.

4WD CLUB FOCUS If you would like your club featured in our 4WD Club Focus, please email: admin@western4wdriver.com.au

years young!

By Karl Fehlauer - President

50 years is a long time and a remarkable milestone for any person or organisation and in particular a club, especially in this day and age of social media platforms and internet forums. Many clubs, whether they are 4WD clubs or other types of clubs, are struggling to survive and only have small memberships, which is a shame.

owever, this year the Four Wheel Drive Club of WA celebrates its 50th anniversary, making it one of the oldest 4WD clubs in WA and also one of the largest clubs.

Back in 1971, at a meeting of another 4WD club there was some heated discussions in regards to certain aspects about issues within that club and some of the members were not happy. As a result, in April 1971 four people met to form a new club and this would form the basis for the Four Wheel Drive Club of WA. The first official meeting was held in May 1971 with six people in attendance and at this meeting Dave Appleton was signed up as the first member and paid a total of $4.00 in club fees. Discussion was then held to determine the name of this new club and initially it was suggested that it be called the ‘Toyota Landcruiser Club of WA’. However, the other foundation members all drove different types of vehicles including two Land Rovers, one Nissan and an Austin Champ, so it was decided that the name should be ‘The Four Wheel Drive Club of WA’. Club vehicles.

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4WD CLUB FOCUS

4WD CLUB OF WA

Winter camping.

So with a membership of six and a treasurer’s kitty of $24 the club was formed and has grown from there. Today the club has a membership base of approximately 120 (a membership is per vehicle). Each year old members leave and new ones join but it has stayed around these numbers for the last few years. The club has gone through many changes and has had many challenges over the last 50 years but it remains strong and continues to develop and move with the times. This is important because failure to do so will mean that the club loses relevance and will cease to exist. A club is only as good as its committee so we have an Executive Committee which governs the overall running of the club,

Marrinup.

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and a Trips Committee which organises and collates trips. This set up frees the Executive from being involved in the nitty gritty and allows it to concentrate on the day to day running of the club. Running a club of our size is similar to running a small business with the same issues and is almost a full time job for the Executive. To all past Executive Committee and Trips Committee members, I thank you for doing a wonderful job and setting up the club to what it is today. Each year the club runs many activities, such as trips, training days and social events, however, like many, the past 18 months has been a challenge due to the COVID pandemic but we are working our way through it as best as we can. We run day trips, weekends away and longer trips to places like the Kimberley, the Pilbara, the Great Western Woodlands, the Goldfields, the Wheatbelt and down south. We also run regular training sessions (called ‘Awareness Days’) and these include sand awareness, bush awareness, navigation, first aid etc. so there is always something to learn. The skills of our members and the willingness to pass on their knowledge is fantastic.

4WD CLUB OF WA

4WD CLUB FOCUS

The club also has access to a property where we have had many great camping weekends and some great events including Winter Gymkhanas, camp oven cooking, ‘Show & Tell’ weekends and training weekends. To help celebrate our 50th anniversary, we planned three major activities; a formal dinner in May, a 50th Muster at Gillingarra and our Christmas party at Lake Naverino in November. In May, our planned 50th Anniversary Celebration formal dinner was cancelled due to a COVID lockdown and was postponed until July. This however, didn’t deter anyone and about 100 members and invited guests attended the dinner including some of our past Presidents and it was great to see them there. This was then followed by the weekend at Gillingarra which was attended by about 50 members and included a dinner, a tour of New Norcia and other activities and by the time you read this article we would have held our Christmas party. We are in the process of designing a new website and developing our social media

Clearing a track.

so we can showcase the club, its members and the activities that we are involved in. This is an important way to engage with people and to keep our members informed of the club’s activities regardless of where they are in Australia (and the world). To all our current and past members, I thank you for being a major part of our club and for helping it grow into the club it is today. If you are considering joining the club we meet on the 1st and 3rd Thursday of the month at the Inglewood Bowling Club on Stancliffe Street, Mt Lawley (behind Edith Cowen University) with meetings commencing at 8.00pm.

Ledge Point.

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With over 40 years experience teaching Outback Survival, Bob Cooper has produced what he calls the ‘Trilogy for Survival’. Along with enough water, Bob believes every time you go bush, no matter what form of transport, these three items should accompany you in case something doesn’t go to plan and you’re in an emergency situation – anywhere. A quality Three stretch elastic bandages. Quality survival blanket. emergency/survival kit. Multiple uses and first aid. This one spells HELP.

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THE PEOPLE WE MEET Jasmine & Emily

ack towards the end of May, I ran into Jasmine and Emily who were staying at Peedamulla Station, two weeks into their around-Australia trip. Racing the oncoming rain clouds, I noticed that they were driving a two-wheel drive van and probably unable to get out and see the coastal parts of the property. My host, Adi and her partner Shane convinced the pair to jump in and come for a drive with us. Although we beat the rain and got to see some spectacular coastline as well as the Peedamulla Swamp, taking the girls for a drive meant that they ended up getting rained in for five days. The girls have converted a 2005 Toyota Hiace van into their home away from home. The diesel work-horse offered a long wheel base, making it ideal for a camper conversion. Prior to departure, the pair had installed a Dometic 12 volt fridge, 200Ah of lithium battery storage and a 40A DCDC charger. A 200 watt solar panel on the roof ensured that the battery was always getting topped up. Completing almost all the work themselves, the camper conversion is extremely functional, sporting a kitchen, outside shower, slide-out pantry, huge bed and plenty of storage. A roof rack allows them to carry a gas bottle and the trusty Weber BBQ. There is also room up top for spare fuel and water.

BY CHRIS MORTON road not out of the question. Jasmine’s hospitality experience will come in handy as will Emily’s qualifications as a hairdresser. “At this stage, the plan is to stay on the road for at least 12 months”, Jasmine told me, “There is so much to see around Australia that it’s all exciting.” The girls enjoyed Exmouth, snorkelling at the oyster stacks and were very impressed with Peedamulla. The van has everything they need, including a bed that doesn’t need to be made every day. “We don’t want to be wasting time making the bed when we can be out exploring,” Emily smiles. When I pressed them about what they were most looking forward to seeing, Jasmine responded with, “Emily is the researcher and I have complete faith in her ability to guide us to some great experiences. At the end of the day, we want to experience the real Australia.” Checking in on the girls via their Instagram page, they are having the time of their lives. They are currently in South Australia. To follow along with their adventures or to see some of the amazing locations they have visited, check out their Instagram page twogirlsonevan_aus

Emily said that the Hiace offers a very economical option for travelling around the country, with the standard fuel tank giving them about 550km between fuel stops. The vehicle’s reliability and the availability of parts and support around the country was a major factor in their choice of van. The pair have been saving and working towards this moment for quite some time, with the idea of working while on the Western 4W Driver #120 |

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GOINGS ON Some of the nation’s best

hree of Explore Parks WA park experiences have won national awards in the Tourism, Land Management and Cultural categories at the Australian Institute of Landscape Architects (AILA) National Awards. The Kaju Yatka (Kalbarri Skywalk) won two gongs, the National Award of Excellence for Tourism AND the National Regional Achievement Award. The Laland-gaddam Marine Park Visitor Plan won the National Award for Excellence

The Kaju Yatka (Kalbarri Skywalk). Photo: Wondrous World Images

for Land Management and Nggarjarli (Deep Gorge) won the National Award for Excellence for Cultural Heritage. Congratulations to all involved.

Harvey Dam access limitations

WD activity around the Harvey Dam has been curtailed. As a result of inappropriate behaviour, illegal camping, rubbish and track damage, access has been restricted along certain tracks around the dam. This follows on from last year’s Waroona Dam closure and is a clear sign that local authorities have had enough. The action has been taken in partnership with the Water Corporation, Harvey Shire and the WA Police.

OZTENT WIN A TRIPLE

he team at OZTENT put in plenty of hard yakka to ensure that their products guarantee anyone taking their gear off the beaten track are in for a great experience. This hard work was recently rewarded with their brand-new DS-2 Pitch Black Double Dome Swag taking out the GOLD Good Design Award (it hasn’t even hit the market yet, but we did have it on display at the Perth 4WD Show). The OZTENT Stratus Double Self-Inflating Mattress and Redgum Hotspot XL Heated Sleeping Bag both also took out a Good Design Award. We at Western 4W Driver can vouch for both their self-inflating mattresses and Redgum sleeping bags as we use them ourselves when we are out and about. The Good Design Awards is one of the world’s longestrunning, most prestigious, international design award programs, promoting excellence in design, innovation, and impact. This year’s awards saw the international judging panel assess over 930 entries. 174

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GOINGS ON

OUTBACK GRAVE MARKERS

n an ongoing effort to retain some of our pioneering past, volunteers from the Outback Grave Markers have been hard at work in the northern Goldfields. With the support of the Shires of Laverton, Leonora, Menzies, Wiluna and Sandstone, OGM have been working tirelessly to refurbish graves with plaques. If you would like more information or to volunteer, go to their website: www.outbackgraves.org

Brown and Watson International rank in top three for innovation

fter last year being judged one of Australia’s most innovative companies in the The Australian Financial Review’s prestigious Boss Magazine, Brown & Watson International (BWI) has again featured prominently in this year’s awards. In 2021, BWI - the company behind leading automotive brands including Narva and Projecta, was recognised for its new ‘Intelli-Start’ (IS) jumpstarter range, which helped rank the company as the third most innovative within the Manufacturing and Consumer Goods category. The new consumer grade Projecta IS920 and IS1220 model variants offer advanced technology which first appeared in the professional 1500A range, including Projecta’s world-patented Rapid Recharge capabilities. The new IS920 and IS1220 do away with traditional recharging. Instead, once the vehicle is running, the user simply leaves the jumpstarter connected for 40 seconds to fully replenish the energy discharged, meaning it’s ready for the next emergency

and less likely to need recharging at home or in the garage. As a further benefit, the new model's Lithium Iron Phosphate (LiFePO₄) battery holds its charge for longer and offers a greatly increased operational life compared to traditional jumpstarters. The battery was also specifically designed for the IS920 and IS1220 models, ensuring it’s completely fitfor-task and extremely safe. For more information head over to www.projecta.com.au Western 4W Driver #120 |

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CAPTURE THE MOMENT with UNCLE DICK STEIN

We Love Photography

ROBERT GROVER - MT AUGUSTUS, WA

ood news, Robert. You’ve won the Capture the Moment competition for this issue with your photo. You’ll be able to spend some money at a Camera Electronic store with your prize - and there’s plenty of things to buy. You wrote that you have a new camera - a Canon EOS RP and that you’re experimenting with the controls. You mentioned you’d like a few tips. Well, here goes - don’t worry if other people read them - lots of 4WD travellers have new cameras and they’ll benefit too. You’re secure in the prize anyway. First off, congratulate yourself on a good camera choice. Canon have a sterling reputation and the new full-frame cameras (and their associate lenses ) are perfect for travelling photography. You’ve got a good sensor and computer engine in that camera

Well done Robert! You’ve won a

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and are not paying the price in heavy weight that some older cameras carried. If you’re hiking out from the campsite you’ll appreciate a lighter burden. You probably have a zoom lens on the camera - many kits start out with a 24105mm type. Keep to that lens - the Canon 24-105 is a legend in whatever form you use it. If you are at all tempted to add one more lens think of the RF 35mm f:1.8 Macro for close-up shots of wildflowers and insects. Should you desire closeup shots of Western 4W Driver #120 |

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dugites and tiger snakes use the 105 end of the zoom and keep your wits about you.

tripod for the night shots and the longexposure stuff.

Your camera has a dial on the top right with the modes. Use P for now but occasionally turn it to A and select your own aperture on the lens. You’ll want a small f stop (f:11 to f:22) for a lot of landscape work and if you tell the camera what to do - rather than having it tell you - you’ll get more of what you want.

As far as your art and vision, you’re doing fine. You kept the horizon level, framed the image well with trees, and put the important event - the sun - at the magic point of interest 1/3 from the top. Don’t be concerned that the bright light of the sun slightly overwhelms the sensor - it will do that with any camera. And every eye, for that matter.

Don’t be afraid to shoot hand-held - your camera will go to 40,000 ISO and has an effective image stabilisation system in it. You might get away with many shots that would have once been shaky. All the same, consider spending that CE cash on a good

If you’re up for one-to-one photo instruction, my Little Studio is always open and I have my telephone on most of the time. 0424 367 050, if I’ve remembered to charge the blessed battery.

Send us a photo for some tips and you could win a

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Email photos to: admin@western4wdriver.com.au or submit via our Facebook page

GO REMOTE

Bounce over shimmering spinifex plains, twist and turn through a maze of mulga thickets and negotiate stony, dry watercourses as you make your way along Hanns Track in the Great Victoria Desert. Hanns Track has it all. Beginning and finishing at Laverton, follow the route pioneered by the explorer Frank Hann with horses and camels in 1903. Find the precious gnammas and waterholes that were the desert nomad’s stepping stones to survival and the campsites of those who explored this vast, lonely wonderland. Product features: • History of the area ORDER YOUR COPY TODAY FOR $24.95 • Locality map www.western4wdriver.com.au/shop • Vehicle preparation • Travel advice • Trip notes and GPS waypoints for each leg of the trip • Descriptions of features to discover along the way. 178

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THE TRAVELLING PHOTOGRAPHER with UNCLE DICK STEIN

Back in the Stable There is always a moment after a big trip has finished when you pause to take stock of the situation. You may be crawling from the vehicle through a 2-centimetre thick coat of red dust - or you may be stepping fresh from an Uber at your front door. I’m betting on the former…

ell, you’ll hose down the wheels, unpack the back, and consign the worst of the old food, clothes, and blown tyres to the bin. You’ll sweep out the interior of the caravan and find the thing you needed that went missing the first day out. And you’ll take the camera inside to download the images. That was a little new-age - you might be taking the film cassettes to the professional lab for development, but we’ll assume you’ve gone digital by now. Pause for a moment before you do fire up the computer and take stock: A. Do you have all the cards you used? The wise traveller uses two or three cards - rotating them day by day so that in the event that one gets stolen there is still 1/2 or 2/3 of the trip saved. The photographer will have started with clean cards and the camera set to begin at 0000. Then each card will have understandable numbers. The date and time of the images will be written with each one inside a separate file and this information will be very valuable later. B. Are you going to transfer the information from the camera or with a card reader? The card reader is much the better choice. Whether it is built into your computer or a separate device, the reader will transfer the data much faster than your camera could, and will not risk some failure if the camera battery poops out in mid-stream.

The blistering-fast transfer promised in the computer ads is generally slowed down somewhere in the chain by one or other of the connections, but if you have been bogged on the road for weeks you have already learned patience. C. Have you prepared your computer? You’ll need a folder for the new files. Make one with a name that you’ll recognise and as many subdivisions as you may need. Getting your image files into this new folder - and then putting the memory cards aside in an envelope - is the first step in duplicating them for safety. Put a fresh card in the camera (they are not that expensive!) and keep that envelope in a safe place. You can reformat those trip cards in the future when you know the rest of the images have been safely completed, but be patient. You’ll need to know which program to use in the computer to process the images and how that program will work. It might be one of the super-sophisticated professional image suites that camera club members use for post-production. Or it might be the $149 Mum-and-Dad program I use for weddings and publications … but whichever you’ve chosen earlier, use that one. Don’t be tempted to submit your new images to a new program with new commands. You may find that your efforts are stymied by new controls and unexpected results. Noone at Marralinga pressed buttons while saying, "I wonder what this one does…?" Western 4W Driver #120 |

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D. Do you know what you want? That’s a good question, both in philosophy and the sweet shop. Know what sort of result you are aiming for and you’ll likely achieve it. If your images are destined for a publication, edit their colours and composition for that - and remember that the cover of Western 4W Driver is a vertical rectangle with space for the title and the the bar code. Make the colours realistic … in as far as you can.

If they’re destined for your own coffee table picture book, edit them horizontally, and make the colours whatever you wish. If they are destined for an art publication or a competition, desaturate them, boost the contrast, over sharpen, and give the files obscure titles. It helps if there is cross-light and something dead in the foreground … E. Now, press that button, Max …

PHOTOGRAPHY

Tips & Tricks Have you seen my pictures?

ot if you didn’t show them to me … and therein lies the rub. Too often we have brought back dynamite photos of our 4WD adventure but failed to show them off. They are gems that only we have discovered.

Oh, the people who shoot their photos on mobile phones might have shown some of them off - either in the tea room at coffee break by swiping up and down the screen or by posting them on Instatwitbook. That means they’ll have been seen by about 20 humans and one algorithm generator. And then they’ll go into a hard drive somewhere until it fails … A much better prospect would be to send them in to Western 4W Driver and enter them into the Capture the Moment competition each issue. Or select the best of the images in vertical mode and send them in for consideration as a Western 4W Driver cover. That way the entire readership gets to see the picture and it goes into permanent record in the library. 180

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Or take them to a professional lab like Fitzgerald Photographic in North Perth. If there is a good file to draw from, amazingly large wall pictures can be printed and the longevity of the images is greatly improved. Extra special ones can even be printed on metal or acrylic materials. You can even be your own archivist with home printers - as long as you get good photo-quality ones from Epson, Canon and Hewlett-Packard. The post-processing isn’t difficult and easy programs for it are available for most home computers. You don’t need the high-powered professional graphic packages to do it either. No need to skulk about and hide your pictures - we all want to see ‘em.

TOUGH CAMERa Olympus Tough TG-6 Digital Camera By Chris Morton

ack when I used to spend a considerable amount of my free time under water, I would usually carry one of Olympus Camera’s predecessor tough cameras, for those, “Gee I wish I had a camera!” moments. Their latest model offers a digital camera capable of descending to a depth of 15m without a housing, shockproof to 2.1m and crushproof to 100kg. The camera is also capable of operating in temperatures as low as -10°C and has an anti-fogging feature. The latest model also supports shooting in RAW format, providing more image data to work with when editing and enhancing your image and is equipped with a 12MP image sensor. Although this is much lower

than other cameras and smart phones on the market, it is one of the few cameras which are almost impossible to kill (no, that is not a challenge). The unit has macro and underwater shooting modes and a range of lens and housing accessories to further enhance its capabilities. If you live on the wild side when out adventuring and don’t like the idea of destroying your expensive smart phone, this camera might be just right for you. Contact the team at Camera Electronic or go to www.cameraelectronic.com.au

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now we're tawk ing! travelling australia with kids - with mandy farabegoli

KIDS AND CARAVAN PARKS If you have ever stayed at a caravan park with your kids, you most likely would have thought, "It’s HOW much extra per child?" Yes, you’ll normally pay extra per child. But how much is too much?

ou will always find a very lively conversation around the extra charges for kids at caravan parks. In fact, this previously cheap way of taking the family away is now getting out of reach of many families.

point, we’d stayed in national parks and free camps - spots without full amenities, and now we really needed a freshwater shower. Not to mention how much washing needed doing. Cleanliness had taken on a looser angle these past weeks.

"Travel Australia!" they say constantly on breakfast TV, travel shows and blogs. "Stay at this spot", they say, "This park, that park", all benefitting no doubt with a free stay themselves. But not one of them seem to do anything to make it more affordable for everyone else. Until now.

We decided to book into a caravan park. The kids were excited for a bouncy pillow and a pool. Hubby was excited; power, TV. I was excited; shower and able to do the washing (hmmm maybe not as excited as the others!)

I’m Mandy from Travelling Australia With Kids (TAWK) and my mission is to make it cheaper for families that would like to take their kids on the trip of a lifetime. I remember the first time I found out about the extra cost for kids when staying in a caravan park. We were two weeks into a lap of Australia with our three. Up until this

I’d heard that I’d need coins for the washing machines and I had gathered lots. At this point everything we owned had a red dust hue as did the kids! We were truly ready to stay in the caravan park. OR, I thought I was. The next part is a bit of a blur, as the lovely lady behind the counter uttered the words that I’ll never forget: “It’s an extra $15 per child.” “Pardon?” I gawped “What was that?” “Erm, it’s $15 per night per child….extra.” “I’m sorry”, I tried to clarify, “we just want a powered site not a cabin.” Someone coughed awkwardly at this point. Not sure if it was her or me. “Yes”, quite curt now I felt (it must have been her), “It’s $45 for the site including two people and then $15 extra per child. Per night.” I think it was hubby that made the next move

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as I just heard lots of coins being counted out. My coins. My washing machine coins. My main reason for being there coins. Now paying for the stay coins! How is this possible? $90 per night to stay in our own caravan. I was horrified. I understand that we would use more water - well, tonight anyway for the showers, but $45 extra water? Power? Nope that would be the same. Upkeep? Maybe, but we were only planning on staying three nights. $270 for three nights, $630 for the week. We only have three kids – imagine having more! We needed to rethink this trip, we hadn’t budgeted for this. After speaking to other travellers, it turns out that this was normal! Some had paid up to $20 extra per child, with the average between $10 and $15. Now I know that the caravan parks need to make money, but I couldn’t help but look around at how empty the park was and wonder how many other travelling families were looking for the local swimming pool/community centre for showers, laundromats for their washing and heading to the nearest free camp. Because that’s exactly what we did the next day. I thought, there must be another way. The idea for the TAWKer Supporter program began to help the travelling families out there. We ask caravan parks and camping spots to offer at least two nights FREE camping

for kids. Now to clarify, it is aimed at families who travel all year round, not just at peak holiday periods, so not aimed at holiday makers per sei. Some parks do exclude school and public holiday periods from the deal, but all conditions are listed on the Travelling Australia With Kids website. Instead of the travelling families staying at free camps or parks that do charge for kids, they’ll stay with them AND use their washing machines! Pretty much making up for any lost revenue with our family loads! Not to mention if the park has a shop selling essentials or icy poles - you’d be surprised how much we’d pay for a few minutes of sucking silence. It’s a win-win! They support us, and we’ll support them. Simple as that. As simple as … camping! We’ll get TAWKers there and parks can upsell them and keep them there - simple. If you are a park owner and reading this, please join up. Instead of that Wednesday late June when your park used to be empty, you may just have a tribe of TAWKers settled in AND queuing up to use your washing machines! Make a difference and help make it more affordable for Australians to travel our amazing country with their kids. It’d be unAustralian not to - surely?! Here’s a comment from Lee, manager at Ivanhoe Village caravan park, “Thank you, thank you, thank you, for your Western 4W Driver #120 |

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perseverance in convincing me to be a part of the TAWK Supporter Program as we have been blown away with the families that have come to stay with us and the amount of your members that are travelling. Wonderful to have all these families stay with us and hear their stories of travels and adventures.” You’ll need to grab the TAWK Membership Card to benefit, from: www.travellingaustraliawithkids.com/ tawk-membership-card.html

PLUS we have lots of attractions (marked in blue on the map) now approaching us with discounts for members, not to mention the goods and services part of the program. All things that we think are a great fit and help you to save. All TAWK parks are listed as a filter on the Wikicamps app to also help you to find them. If you are travelling Australia with your kids, help us to help you! Tell the parks about the program, tell them how they could benefit from families staying with them ALL YEAR round, not just at school holiday periods. If you would like any more information about the TAWKer Supporter Program or if you would like to become a TAWKer Supporter Park then please contact Mandy from Travelling Australia With Kids (TAWK) by emailing: admin@travellingaustraliawithkids.com

It is only $40 for a lifetime membership so no annual renewals, just the life of the card (so don’t lose it!) We have over 140 TAWKer Supporters throughout the country, from farm stays to resorts which is fabulous!

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e y t ? e r e h t e Are w

Written by kids ... for kids

ALL ABOUT ECHIDNAS 5 Have you been lucky enough to see an echidna on your travels? One of Australia's most iconic animals, echidnas are characterised by their adorable waddle, spiky exterior and shy disposition - but how much do you really know about them? Here are some echidna fast facts to get you started.

They have a rigid and strong snout allowing them to break open logs and termite mounds. They slurp up ants and other insects with their sticky, salivacovered tongue, which can be 17cm long!

Echidnas have a very keen sense of smell, useful for locating mates, detecting danger and snuffling for food.

Their short limbs and shovel-like claws are perfect for digging out food and burrowing in the soil.

Along with the platypus, echidnas are monotremes, which are the only mammals that lay eggs.

A baby echidna is called a puggle. It’s carried in the mother’s pouch for about three months, and leaves the pouch when it grows spines.

3 4

Adult echidnas make ‘snuffling’ noises when they hunt for food.

Amazingly, echidnas are good swimmers. They’ve been seen crossing rivers and beaches with their snouts in the air like snorkels!

To survive extremes in weather, echidnas burrow into the soil, hide under vegetation and shelter in hollow logs, rock crevices and in burrows.

Adult echidnas eat ants and termites, and sometimes feast on earthworms, beetles and moth larvae. Without teeth to chew their prey, they grind food between their tongues and the bottoms of their mouths.

Echidnas typically live up to 10 years in the wild, but have been recorded living 49 years in captivity.

Western 4W Driver #120 |

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PUZZLES FOR KIDS ECHIDNA word search F C W J G O J V B U E M K A G W B Y

ANTS BEETLES BURROW CLAWS DIGGING ECHIDNA EGG INSECTS MAMMAL MONOTREME POUCH PUGGLE SHY SNOUT SNUFFLE SPIKY SPINES TERMITES TONGUE WADDLE

A R S N U F F L E M V D I M D A T F

H E M H Q I E B E D U B Q A X D C H

L G E D X G A N T S R S P M S D H Z

S G O C A U L Y L F N O Y M B L W I

D B Q E R S Q N E T Q W Z A M E G M

P O U C H P T A S P U G G L E Y O J

Z V D W N N S J L L X Y J K I P H D

O T E R M I T E S W I N S E C T S T

C T O K E U X C W P F M B G I V H U

X O F N H C W E B K R J A M D U Y X

G N R J O L M O N O T R E M E F M H

L G E L T A Z S H X V C C N V S Q S

B U R R O W F A Z K G F H R P C Q N

A E T D V S P I K Y I C I U F T P O

K U I R C G A I L A X Y D Z J B T U

E V S B O Y W D I G G I N G Y G P T

N S P I N E S P K Q R N A Z K E Z L

BRAIN TEASER

In what parking spot number is the vehicle parked? Answer on page 191.

Hey kids!

Tell us about any amazing animals you've seen on your travels for a chance to win a prize and have your letter or photo published. Email: submissions@western4wdriver.com.au

186

| Western 4W Driver #120

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| Western 4W Driver #120

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Contact phone no.

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To download a printable copy of this information, register for the Members Only section at: www.western4wdriver.com.au

Emergency Contact PHONE NUMBERS NAME

INFORMATION

PHONE NUMBER

Police, Fire, Ambulance

EMERGENCY ONLY

000

Police WA

Non-urgent assistance

131 444

Fire WA

Non-urgent assistance

133 337

Ambulance WA

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(08) 9334 1222

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Royal Flying Doctor Service NSW/ACT

24 hour medical & emergency

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Royal Flying Doctor Service SA

24 hour medical & emergency

1800 733 772

Royal Flying Doctor Service NT

24 hour medical & emergency

Main Roads WA

Road conditions

138 138

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132 500

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For injured wildlife

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13 11 14

RAC

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13 11 11

1800 625 800 Sat phone: 0011 61 8 9417 6389

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CH 10 CH 11 CH 18 CH 29 CH 30 CH 40

476.6500 476.6750 476.8500 477.1250 477.1500 477.4000

Simplex - 4WD Drivers - Convoy, Clubs & National Parks Simplex - Call Channel only Simplex - Caravan & Campers Convoy Channel Simplex - Pacific Hwy (NSW) & Bruce Hwy (Qld) Road Channel Simplex - UHF CB Broadcasts Simplex - Highway, Truckies & Roadworks Channel

12.5 KHz 12.5 KHz 12.5 KHz 12.5 KHz 12.5 KHz 12.5 KHz

Western 4W Driver #120 |

189

illy NAPS

Hi Western 4W Driver, While exploring with the famous Shane the Sharkcaver, I picked the wrong line and slipped sideways into a seemingly bottomless mud wheel rut. Shane enjoys demonstrating his rescue techniques and I'm thankful he was close. The mud cost me a set of brake pads after it dried on the way home causing excessive wear, but worth it for fun times. Regards, Mick Ryan G’day Mick

wing the Remember that when you are follo destination the not ey, Sharkcaver, it is the journ ous that obvi is it case that is important. In this some have ld wou he that so Shane set you up then and t) leas at car your l, 'dirt' on you (wel his expert would be able to dazzle you with recovery prowess. e loses their It’s all fun in the mud, until someon ing a shiny gett e hop we brake pads, however it. for up e mak will trax new pair of Max ly do real we Thanks for sending the photo in, to! up get love seeing what our readers

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KEEP ‘EM COMING FOLKS. All you need is a potentially funny situation, a good sense of humour and of course, your camera. Send your silly snap to: Email: admin@western4wdriver.com.au or Facebook: www.facebook.com/western4wdriver 190

| Western 4W Driver #120

SUPPLIER DIRECTORY ACCOMMODATION Great Southern Outback Tours & Accom.......... 96 Queen of the Murchison........................................ 13 BATTERIES/BATTERY SYSTEMS CTEK............................................................................ 19 iTechWorld........................................................192-IBC Piranha Off Road Products...................................110 Redarc.......................................................................106 Topo DC Power.......................................................104 BRAKES Bendix Brakes...........................................................47 BOLLARDS Ramguard Bollards.................................................. 19 CAMPERS/CARAVANS & TRAILERS Explorex Caravans................................................... 81 Off Road Equipment..............................................139 CAMPING SUPPLIES Go Camping and Overlanding............................124 Mickey Blu..................................................................87 OzTent....................................................................... 4-5

Your quick-find reference to products and services in Western 4W Driver MAGAZINES Western Angler.......................................................146 MAPS & NAVIGATION Hema Maps...............................................................118 WAITOC..................................................................... 99 MECHANICAL SERVICE, REPAIRS & REPLACEMENT Fremantle Fuel Injection.........................................67 Medicar Automotive Solutions.............................. 31 Midland 4WD Centre............................................. 157 Turbo Tech...............................................................130 United Fuel Injection...............................................57 MOTOR VEHICLES Toyota..................................................................... OBC PERFORMANCE PRODUCTS Exedy..........................................................................113 Fremantle Fuel Injection.........................................67 Manta Performance Exhausts.............................109 Turbo Tech...............................................................130 United Fuel Injection...............................................57

COMMUNICATION Zoleo.......................................................................... 176

PHOTOGRAPHY Camera Electronic...................................................181 Wanderlust.................................................................111

DRIVING LIGHTS Bushranger 4X4....................................................... 85

POWDERCOATING Metal Works Perth.................................................... 19

ELECTRONICS Camera Electronic...................................................181 Wanderlust.................................................................111

TRAINING & TOURS Bob Cooper Outback Survival............................ 172 Char Bro BBQ (Fire Cooking School).................161 Epic 4WD Tours........................................................ 43 Global Gypsies Tours & Training........................142 Great Southern Outback Tours & Accom.......... 96 WAITOC..................................................................... 99

4WD PARTS & ACCESSORIES ARB......................................................................... IFC-1 Bushranger 4X4....................................................... 85 Exedy..........................................................................113 Maxtrax.......................................................................75 Medicar Automotive Solutions.............................. 31 Mickey Blu..................................................................87 Midland 4WD Centre............................................. 157 Off Road Equipment .............................................139 Piranha Off Road Products...................................110 Supafit Seat Covers.................................................37 Tyrepliers...................................................................115

TYRES Tyrepower................................................................103

BRAIN TEASER ANSWER

The car is parked in parking spot #87. How? Just turn the image upside down. Western 4W Driver #120 |

191

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