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SA4x4 | 01September 2015

OFF THE BEATEN TRACK

Angus Boswell

For business enquiries contact Group Publisher Godfrey Castle on (021) 702 4200.Circulation: Guaranteed and verified by the Audit Bureau of Circulation Distribution: National distribution through RNA for sale at CNA, airports, cafés and supermarkets.Opinions expressed in this magazine are not necessarily those of the publisher. Permission to re-publish any article or part thereof or reproduce any illustration must be obtained from the publisher in writing.

EDITORIALEDITORAngus [email protected] Andrew [email protected] Davis Kyle CollisonSUB-EDITORDenise RossouwCONTRIBUTORSKevin BoltonBryan HavemannEvan HaussmannJacques MaraisKoos PietersMartin PretoriusGrant Spolander

PRINT SUBSCRIPTIONSLinda-Rose [email protected]/subscribe021 702 4200086 667 2170 (fax)SA: R300 for 12 issues

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While most of the country was gripped by winter’s chill, encouraging people indoors to gather around roaring fires, we sent Evan Haussmann off to Lesotho in search of snow – and to drive Sani Pass perhaps one last time before it is tarred in 2016. It’s a

remarkable country, a vital water catchment for South Africa; and, as its slow roads are covered in asphalt by Chinese contractors, its challenges are changing fast.

Jacques Marais headed off to the fog-bound spaces of the Richtersveld to chase a bunch of adventurers on mountain bikes and kayaks, and landed in a slower world of dust, craggy moonscapes, and people with a ribald sense of humour.

Just for good measure, Andrew Middleton joined the Battle of the Dunes tour in Namibia, where man and machine are pitted against some of the world’s highest dunes – a place where the dunes often win and egos are regularly sand-blasted.

Also in the spirit of adventure, Martin Pretorius was lured to Moegatle, where he was strapped into a stripped-down buggy and pointed towards some tough obstacles. In the process, he discovered the freedom that comes with not having the worries of ownership.

Mid-way between Joburg and Cape Town, Grant Spolander landed up at a freezing Ficksburg on his travels. Here, he finally got to drive the tough sandstone trails at Moolmanshoek, a private farm that’s rich in Voortrekker history.

That’s the nub of this issue of SA4x4: Extreme heat, extreme cold, extreme challenges. All relate to the world of exploring on four wheels, occasionally two. In each case, these are stories about discovery – extending boundaries, reaching for new horizons.

On the technical front, how often have you wanted to check the state of charge of your batteries, or measured the draw for your fridge, or had a look at the current produced by your solar panels? Yup, you need a multimeter for all those, and Martin Pretorius presents a dummies’ guide to get the everyday guy up to speed on how to use it for basic electrical diagnosis.

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02 | SA4x4

FREEZING OVERWhen winter strikes, the place to go in search of snow is Lesotho. Evan Haussmann enters a world where the air is thin, temperatures permanently below freezing, and travel between villages is measured in time, not distance.

KNIGHTS OF THE DESERTTwice a year, the Richtersveld region that borders Namibia and South Africa is invaded by members of a hardy, but slightly deranged, tribe who believe cycling through the desert is a great idea. Jacques Marais follows these Desert Knights in a 4x4; but, you guessed it: he’s also lured onto his bike.

CONTENTS SEPTEMBER 2015

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FEATURES

Contents_Sept.indd 2 8/4/15 1:23 PM

SA4x4 | 03

REGULARS4 Forum12 The Talking Stick: Grant Spolander14 New models18 Gear54 Spotted56 Game Watch99 Subscribe & Win

DUNE DUELSIt takes nerves of steel, the momentum that comes from a heavy right foot, and the right machinery, to conquer the highest dunes in the world. Andrew Middleton joins the Battle of the Dunes tour in Namibia for a taste of the action.

TRAIL REVIEWGrant Spolander breaks a mid-winter journey from Joburg to Cape Town with a stop-over at Moolmanshoek near Fickburg, and drives a selection of their superb sandstone trails.

ADVENTURE BUGGIESWant to spend a day of extreme off-roading but don’t want to damage your own vehicle? 4x4 Adventures has just the thing: stripped-down, open buggies that put the grin factor back into 4x4.

SMITTYBILT JEEPOnca 4x4 scoured the length and breadth of their Smittybilt catalogue, and a couple more desirable lists, to create a super-hot JK Wrangler with all the good bolt-on stuff.

RAD RIGTwo young would-be engineers rescue a race-bred 1990 W460 Gelandewagen from slow death in a garage – and Wolf is the result.

HILUX REBUILDJaco van der Westhuizen turns a farmer’s shabby bakkie into a V8 Hilux showpiece.

WORKSHOPThe multimeter is an inexpensive tool that opens up a world of electrical diagnosis. Martin Pretorius explains how to use it, and what to look for.

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Namibia boasts some of the highest dunes in the world, which roll to the horizon in row after row: the

scene for some serious challenges to momentum and traction in the

Battle of the Dunes tour.

90 Readers’ Rides93 Junior Explorers’ Club94 Trails95 Training/Tours96 Places to stay97 GPS Talk119 Seen & Heard120 Me & My 4x4

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FORUM

04 | SA4x4 September 2015

WINNING LETTER

This month’s winning letter earns Pieter Viljoen and his wife a prize from Ironman that is guaranteed to light up every aspect of their life. You, too, could forget Eskom troubles when you have brightened things up with a round tent light (R295), a tent fan with an LED light (R495), an LED light strip (R495) and an LED lantern/torch combo (R495).

FORUM

FREEDOM BY 4X4My wife and I recently bought a Mitsubishi Pajero Sport 2.5 diesel 4x4 as our last vehicle before retirement. We did the Mitsubishi-sponsored 4x4 course with Jannie at Protea 4x4, at the Cradle of Humankind, and it was informative and quite fun.

Since the course, we have been to Zambia and Botswana, which was more of a road trip than anything else. Then my wife decided that we needed a break, and made a reservation at Plato Lodge in Boesmanland, about 40km north-east of Augrabies. We planned to overnight in either Vryburg or Kimberley, but, after leaving the West Rand at 05:00, we ended up having “brunch” in Vryburg, and I suggested we push through until it got dark.

We went via Kakamas, where we bought wine and brandy at “Die Mas” distillery and decided to carry on to Plato. The fun finally started when the tar ended and we got to a section of gravel road.

Now, keep in mind that we are new to off-roading. I decided to engage four-wheel drive high-range; and just as well. There was quite a build-up of heavy clouds, with the odd rain-shower − each dip we went through had more water than the previous one. After another 10km, we got to the Plato Lodge turn-off.

After another half-an-hour of slow driving, and a few heavy bursts of rain and strong winds, the clouds were blown past us and we managed to photograph the magic light on the quiver trees, and the mountains, and the general landscape. As I remarked to my wife, “It is so dry here, that the water disappears as fast as it tumbles out the sky.”

The gravel road was in a VERY good condition. To add to our enjoyment, the people in the area proved to have a sense of humour, judging by the road sign reading, “No Road Markings”. I had to stop and take a picture.

Eugene and Lea, the owners of Plato Lodge, welcomed us with open arms, saying that we had brought the rain – the first in 18 months. Their hospitality, friendship, and food were better than the best rain-shower ever, all 22mm of it. We have great memories of sitting on our chalet’s verandah with a glass of wine in hand, with the Namibian plateau stretching to the horizon, and watching a little Klipspringer and her baby seeking shade under a rock just outside the chalet.

At breakfast one morning, Eugene suggested that we do their 4x4 route in the afternoon; and, with him in the co-driver’s seat, off we went. Up one hill, down another, then into a dry riverbed filled with sand, rocks and thorn bush. A real 4x4 trip on our own! I was more stressed about my new vehicle than anything else.

My wife and I had decided to return to the highest point at sunset for a 360 degree set of images in the golden light, so we returned the next afternoon on our own. It was tough, conquering the sand and rocks to reach the highest point this side of the Orange River. (From 400m above sea level, to 1285m). With low-range selected and the rear diff lock on at times, it took us two hours (and fuel consumption at 32l/100km) to reach the crest. There was no road to speak of; just the occasional arrow painted on a rock to guide us.

The immensity and harshness of the landscape cannot be captured by camera, as you can see. The mountains in the background are Namibia, with the Orange River and grape farms in between.

I have new respect for this very capable vehicle. We have done just short of 16 000km and so far have lost only one tyre – in my driveway on our return, when a piece of wood with a nail in it punctured the sidewall.

If it had not been for Protea’s training, as new 4x4ers we would NEVER have survived the Boesmanland trip. The next trip is being planned! NOU gaan ons 4x4!

Pieter Viljoen

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September 201506 | SA4x4

BURNING ISSUE I have a particular issue with one of your ‘codes’. I know that it is promoted for a particular reason, but feel that one needs to qualify the statement or circumstance slightly.

The ‘code’ I have a bit of an issue with is the burning of toilet paper. In my opinion, burning the paper can be an enormous fire risk in certain areas, especially when there is a bit of a breeze. If you have to bury your poo, why not bury the paper at the same time? Toilet paper is very degradable and this should not be a problem. In a lot of cases the paper is wet and will not burn, so bury it.

If the consensus is that burning is the way to go, I will not object, but please add a warning to highlight the danger of fires when doing this.

Johan van den Heever

Johan, our logic is this: Burn when it’s safe to do so, because then it’s gone, and there’s no risk of having animals dig up the paper, or wind scour off the scattering of dirt that most folk think is sufficient cover. Some people advocate using leaves (choose wisely), but if you can’t burn, bury deep, as toilet paper takes much longer to biodegrade than you imagine, especially in dry conditions.

TOUGH ENOUGHI drive a V6 Hilux and have done a few 4x4 trips which have included rocks and dune driving. Lambertus Kruger is a sales person for EFS suspensions, and he convinced me that I should install this suspension system in the bakkie. After some saving, I was able to afford the suspension, which was supposed to assist me with my driving skills and provide a smoother ride.

Never did I think that it would, at some stage, enable me to drive home after a 4x4 mishap.

In May, I went on a 4x4 cruise in Noordoewer, Namibia, which I initially didn’t think would be a challenging drive as the area seemed flat. About half-an-hour into the trip, I had some problems going up a dune, and the bakkie started sliding sideways towards the blind side of the dune. To correct this, I turned towards the slide to go back down the dune. As I turned, my eye caught just a glimpse of the rocky outcrops on the side of the dune, and immediately realised that I could not go down the first outcrop, as I would definitely roll over. I made a quick summary of the options available and decided to turn back to the right and go over a series of smaller rocky outcrops.

This felt like being in the saddle of a wild horse. The bakkie went flying over the first outcrop, then we landed on the second outcrop, and then took off again into the third outcrop. This last was such an impact that the front of the chassis was bent. After this final bump, the bakkie took off into the air once more before finally landing at the bottom of the dune.

After the bakkie had come to a complete standstill, we got out to assess the damage, and found that both wheels on the left-hand side were flat and one of the rims was clearly a write-off. After reaching the bottom without rolling the bakkie, we could only thank God. There is a possibility that the bakkie will be scrapped by the insurance, but at least no-one was hurt.

Luckily, there were more than enough Toyotas around for us to find an extra spare wheel. We did not notice at that stage that the chassis had been bent. After this incident, the bakkie managed to complete the 4x4 trip for the afternoon, and a contributor to this feat was the EFS suspension which did not fail. Well done to EFS for a quality product.

Thomas Stephens

In great spirits and in keen anticipation of finding a temporary respite from daily life, I recently travelled north on the N7. With the cruise control set on 110km/h, I quickly caught up with a slow-driving overlander rig (heavily loaded and caked with yellow mud) that was claiming the entire road.

With the indicator set, I was in the process of overtaking when the driver unexpectedly turned right, heading for a gravel road. There was no indicator or brake light visible, and it was only with lots of luck and quick reactions that a potential disaster was avoided.

After I’d got my Jeep under control again and had come to a standstill, it took me a minute or two to bring my pulse rate back to normal levels while the overlander disappeared in a cloud of dust.

Needless to say, this incident spoiled my wanderlust for the greater part of that day; and it also made me realise that our “Overlander’s Code” is incomplete. Thus far, it is more of a bush code, which fails to address on-road behaviour and road-safety.

Kitting out your rig with oversize spare wheels at the back that block out rear lights and mirror vision, and fitting a Hi-lift jack in front of the number plate, for example, are irresponsible as well as illegal.

Rear-light clusters should also be cleaned after mud driving; and, for heaven’s sake, don’t overload your roof racks. Jürgen Höntsch

Which tyres would you use in sand?Highway-terrains (HT) 24%All-terrains (AT) 19%Mud-terrains (MT) 19%www.facebook.com/SA4x4magazine to participate in our latest poll

BEWARE OF OVERLANDER RIGS

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THE PUNCTURE CODEI recently purchased a vehicle second-hand, only to find, shortly after purchase, that one of the rear tyres had very fine wire protruding from the surface.

This was very worrying, and I immediately contacted the local supplier for information regarding the tyre and what the issue might be.

After the tyre had been removed from the rim, I was told that the tyre was in the process of delaminating as a result of what was deemed to be an unsatisfactory previous repair.

The easy plugging method, used to my detriment, can be effected while the tyre is still on the rim. It is quick and easy, and, I must say, a commonly-accepted method of repair until now. Although I hadn’t been responsible for the repair on the tyre in question, I had done similar repairs on my other vehicles.

The tyre dealer, and subsequently the manufacturer, were very quick to point out that the traditional snot plug was actually not an accepted method, but that the “mushroom” plug (pictured below, and requiring the tyre to be removed from the rim) was the method of choice.My response? Eina − an expensive lesson learnt again.

Johann van Heerden

HILUX STARTING WOESI own a 2000 model Toyota Hilux Raider 300D 4x4 D/C that, until recently, has always started at the slightest turn of the ignition key after the glow plug light has gone off. A while back, it started becoming more and more difficult to start, to the extent that I could almost flatten the battery before it would start.

It then got even worse: it just would not start; but, if I left it for 15 minutes or so and tried again, it would, after a bit more cranking, invariably start. The battery is still under guarantee and I had this tested by the supplier, who said that there was nothing wrong with it.

At this stage, the starter motor seemed to be turning the engine over much more slowly than usual, so I had that checked out and was told that it was also OK. Just to be certain, I took the vehicle to a second auto electrician, who tested both the battery and the starter motor and confirmed that both were fine.

I then thought that the slow cranking of the motor might be as a result of the high compression ratio with no diesel in the cylinders, so I tried using the manual pump on top of the fuel filter. I pumped until it got solid and the vehicle then started first time. This is now the routine before starting in the morning. For the rest of the day the engine starts, sometime requiring a bit of cranking if it has stood for a longish period of time.

There is obviously either a fuel leak or the system is drawing air somewhere. I have checked everything that I can, to try to find a leak, but with no luck. Can one perhaps get a small non-return valve to fit onto the fuel line to try and solve this problem? Any other suggestions?

A second query. A mate and I were wondering what the effect of using 50ppm diesel would be in an older diesel engine, produced when there was only 500ppm diesel available, and suspected that doing that might lead to lubrication problems. Your comments, please?

Gordon StewartLouis Redelinghuys replies: From the model year mentioned, one might assume that the reader has the naturally aspirated 3.0 engine, and not a KZ-TE. Additionally, the mileage is not mentioned, so speculation about wear-and-tear

might well be misguided. [Currently around 232 000km]Nevertheless, the 3.0 N/A engine uses the VE- style transfer pump setup, namely

a suction pump located on the front of the injector pump. From what the reader describes, there certainly is leakage, allowing air to permeate, and replace, as it were, the low pressure (suction) diesel. This is why priming the system ensures prompt starting. The transfer pump shaft seal could be leaking, or it could be as simple as a leak in the supply line or primer pump itself. Where this is occurring can usually be determined by replacing the supply- and return lines with transparent hoses, as one should then be able to see if the aeration is occurring between the filter/primer assembly and the injector pump (supply line), or after the injector pump (return line). As diesel pumps tend to be more the domain of specialist workshops, I am loath to guess whether spare parts for these items are available over the counter. If the problem is inside the transfer pump, this would need to be attended to by a specialist diesel workshop with the relevant test and reconditioning equipment. An additional test for transfer-pump seal/shaft wear is to allow the engine to idle when cold, and pump the primer pump. If the idling speed increases, this is likely an indication of wear within the pump.

The second query is an easy one. Two-stroke oil DOES NOT replace and/or improve the lubricating qualities of diesel. The fuel manufacturers spend millions testing some of these theories, and the additive packs that are combined with the base fuels are responsible for the properties people assume to be lacking in certain grades of fuels. In fact, plenty of evidence now exists to prove that the opposite is, in fact, true. In other words, adding two-stroke oil to diesel can wreak havoc. Consider simply that two-stroke oil contains zinc, and as few as 1ppm (1 part per million) can be problematic. While most commercial diesel fuels contain no zinc, some two-stroke oils contain up to 16ppm zinc, which can lead to severe injector fouling.

The addition of two-stroke oil can also contaminate exhaust after-treatment devices, such as DPFs (Diesel Particulate Filters) and catalytic converters. For the reader’s peace of mind, all diesel fuels sold in South Africa have to comply with the SANS 342:2014 lubricity specifications precisely in order to protect the different fuel system components.

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I have bought a 2013 Land Rover Freelander 2 and would like to install a towbar.

I have spoken to a lot of people, including the warranty department at Land Rover, and the conclusion is that it should not affect my vehicle’s warranty if I install a towbar from a supplier other than Land Rover.

If this is the case, all is well, but (for some reason) Bosal stopped importing the towbars for Freelander in 2007, and the only aftermarket one available is designed for the 2007 model.My questions are:1. Will there be any issues if I install the 2007 model towbar

on my 2013 vehicle?2. Does anyone know where else I could find out about quotes

on this?3. Does anyone have other useful information that could help

me to make a decision? Land Rover will charge me almost R11 000 for the entry-level towbar. Braam Keyser

Louis Redelinghuys replies: Land Rover towbars are safety-tested, and carry the full three-year manufacturer’s warranty if installed at PDI, or within 30 days of initial purchase. (Presumably to allow the new owner to acclimatise and consider accessories after purchase…)

Additionally, the wiring for the 2013 cars is simply plug-and-play, with no chopping or splicing required. Bear in mind that these cars have LED tail lamps, the circuitry of which is not always ‘receptive’ to cutting, joining and piggyback connections. However, the wiring setup became completely different between 2007 and 2013. In 2007, one needed a trailer module (about R5000) for the towbar wiring, whereas the new car has connection points within the rear wiring harness, and needs a fuse and relay to be installed in the front fuse box.

So, as you can gather, the OEM installation is a really professional, compliant setup, and one can understand why it is substantially more costly than wire splicing.

Also, note that Land Rover service departments have endless dramas with park-distance control when cars are fitted with non-OEM towbars. It almost NEVER works as it should. And, then, of course, JLR is invariably blamed for having a defective product, or for being unable to cure a symptom caused by a non-OEM installation.

On the warranty side, Land Rover is undoubtedly the most progressive and reasonable manufacturer. They will never refuse to honour a claim for a front wheel-bearing because of the fitment of a non-OEM towbar. They MAY, however, dig their heels in if one suddenly has a body-control module pack up, or another component defect that could feasibly be linked to the non-OEM installation. That said, we do not have many claims in this regard, which is probably due to the fact that most Freelander owners opt for the genuine towbar in the first place.

TECHNICAL QUERIES - AUTO OR MANUAL?I intend buying a 4x4 bakkie. I don’t intend to do the very difficult trails. What are the advantages or disadvantages of an auto or manual gearbox? Can either one be used? Jannie van Wyk

Andrew Middleton of SA4x4 replies:Having driven most bakkies on the market now, I’ll let you in on a secret. I love manuals because I find them more involving to drive, but in almost every circumstance off-road, an auto gearbox has the edge. It has no clutch to wear out in a difficult section, and does have smooth power on rocks, as well as seamless shifts to keep up momentum in deep sand. And, of course, driving in traffic is much nicer in an auto. Bear in mind that the auto gearboxes in current bakkies will all use about 2l/100km more fuel (except for the Amarok’s eight-speed ZF transmission which should add only about half that), and that, in rare instances, they can overheat in sustained rough going. (Simply wait for the gearbox oil to return to normal operating temperatures).

So, it’s up to you. Drive an auto and a manual version of the same bakkie, and decide which you prefer.

NOT ALL CHARGED UPI had the Front Runner second-battery kit fitted to my Discovery 4 XS by LA Sports in Port Elizabeth. To cut a long story short, this is a C-TEK DC to DC charger, the D250 S Dual.

My problem, briefly, is that with no fridge connected, the National Luna battery monitor will show me two nicely charged batteries all in the green. As soon as I connect my fridge (an Engel 40) and go on a trip (so that I am travelling and charging both batteries) the second battery runs flat after two days – indicated by one red light flashing. I then have to put the fridge, the only accessory, onto the car system during the day to keep it cold. After a day’s driving, the monitor will then register three lights. If I reconnect the fridge, it draws it flat again.

To make a long story short, it takes about 10 days for the car/alternator/system to realise that it needs to charge the second battery. When it gets to that point, I notice that (on deceleration) the lights go all the way up to the green. On acceleration, they go down to orange; but at least it is charging then.

The wiring is correct and the charger is functioning correctly. (Its lights tell me so). I have moved the temp sensor out of the engine compartment as I was told it stops charging at 55 degrees C.

My previous vehicle, a Defender 90, had no problem. It operated as it should: first charging the car battery, then both. Any suggestions? Peter Gordon Grant

Has anyone experienced a similar problem and found a solution?’ If so, we’d like to hear from you – with Peter first in line to receive any insights…

TRYING TO GET HITCHED

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TRADITIONALLY SPEAKINGI saw my first Jeep Renegade the other day. I have to say, the sight of the vehicle made me want to toss it in a blender, and feed its fat-free entrails to my cholesterol-covered AMC 4.0-litre Jeep Cherokee – a true Jeep by name, a true Jeep by nature.

What happened, America? You’ve allowed your beefiest, most iconic brand to be reduced to a spaghetti-twirling imitation Fiat. Whatever happened to “Go Big or Go Home”? Living large? Making a statement? The American dream?!!

Aside from that, let’s forget that many new Jeep models look as if they belong in a bathtub with other squeaky yellow- duck toys, and concentrate on the heritage of the brand. I recently took a drive in a 1948 Willys Jeep, and the experience will remain with me as one of my all-time favourite automotive memories. But, despite the smile on my face, I felt a profound level of sadness for that Willys, and what’s become of its bloodline.

I’m not arguing that technology should never change, or that we should all be driving leaf-sprung vehicles that top out at 80km/h. I’m talking about heritage, and the sanctity of tradition.

In more ways than one, Land Rover and Jeep have travelled along parallel paths. Both brands were forged in a furnace of 4x4 duty. Land Rover fans will probably argue that their beloved brand has become soft over the years, but it’s easy to confuse technological brilliance with softness. Land Rover is simply keeping up with the times. (Leading them, is probably more accurate).

However, the one thing that Land Rover has never done is to stray from their off-road legacy. Even today, their most premium, upmarket models (like the Range Rover) are ridiculously over-equipped with off-road driving technology. This is despite the fact that Land Rover knows, with absolutely certainty, that no-one in their right mind will ever take a Range Rover Sport seriously off-road. So, again, my question is: where on earth is Jeep headed?

I think the simple answer is that the brand has lost its way. It’s being captained by foreign pilots who have failed to read the American English manual before heading into deep waters. They’ve neglected crucial controls like suspension travel, clearance angles, and the general need for off-road design. If such a manual did exist, I’m sure the opening line would read: ‘Live without limits’. For me, that does not include sticking a Jeep badge on what is, in all respects, a dolled-up Fiat.

RIP the American dream.

COLUMN THE TALKING STICKWITH GRANT SPOLANDER

OVERLANDER’S CODEIn response to a growing number of complaints about how we conduct ourselves in the wilderness, we decided to draw up and promote a code of conduct for overlanders. We’d like to include your input, comments and debate, so please send your suggestions to [email protected].

FIREWOOD IN Take your firewood in with you; don’t chop down trees or gather dead wood within parks or wilderness areas.KEEP QUIET We go to the bush to appreciate the sights and sounds of the bush. No music, and nothing louder than a spoken conversation.RESPECT LOCALS – LAWS AND PEOPLE Obey the rules of the place you’re travelling through. Respect locals and their traditions; if they don’t like having their photos taken, don’t take photos.SUPPORT LOCAL TRADE Your spending money at the local shops and lodges will make them see you in a different light.FIRES Never leave your fire untended; do cover burnt coals, and leave no trace of your bush camp.ENGAGE LOW-RANGE 4WD There’s nothing bok about tackling an obstacle in 2WD; you’re likely to damage the terrain, cause soil erosion and potentially harm a sensitive ecosystem. You’ve paid a premium price for your vehicle’s low-range capabilities; use them.LITTER OUT Don’t leave any litter behind. Pick up any litter you come across. Dispose of litter outside the park or wilderness area.MAKE NO NEW TRACKS - Perhaps one of the most important ones from an environmental perspective.POO – BURIEDTOILET PAPER – BURNEDGENERATORS Switch off your generator before sunset; or, better yet, don’t start it in the first place.DON’T FEED THE ANIMALS – BIRDS INCLUDEDDEFLATE YOUR TYRES Softer tyres not only improve your 4x4’s off-road abilities, but enhance ride comfort and decrease the impact on the environment.

www.4x4megaworld.co.za

• FULLY COMPATIBLE WITH OME’S EXTENSIVE RANGE OF SPRINGS, BUSHES AND HARDWARE FOR A COMPLETE INTEGRATED 4WD SUSPENSION SYSTEM • IMPROVED CONTROL & LOAD CARRYING CHARACTERISTICS • DESIGNED FOR SUPERIOR PERFORMANCE ACROSS ALL TERRAIN • INSTANTANEOUSLY ADAPTS TO THE TERRAIN

• AIR BAG COMPATIBLE BULL BARS • DURABLE STEEL CONSTRUCTION • STANDARD WITH WINCH PROVISION • SPLIT PAN DESIGN FOR MAXIMUM STRENGTH AND AIRFLOW • WINCH COMPATIBLE BARS TO ACCEPT ALL POPULAR LOW PROFILE WINCHES



• FULLY COMPATIBLE WITH OME’S EXTENSIVE RANGE OF SPRINGS, BUSHES AND HARDWARE FOR A COMPLETE INTEGRATED 4WD SUSPENSION SYSTEM • IMPROVED CONTROL & LOAD CARRYING CHARACTERISTICS • DESIGNED FOR SUPERIOR PERFORMANCE ACROSS ALL TERRAIN • INSTANTANEOUSLY ADAPTS TO THE TERRAIN

• AIR BAG COMPATIBLE BULL BARS • DURABLE STEEL CONSTRUCTION • STANDARD WITH WINCH PROVISION • SPLIT PAN DESIGN FOR MAXIMUM STRENGTH AND AIRFLOW • WINCH COMPATIBLE BARS TO ACCEPT ALL POPULAR LOW PROFILE WINCHES


It’s finally arrived: and, if your heart is set on a stylish alternative to the premium German contenders in the large SUV market, and

you’re happy with a price point between R827000 and R1 066m, then the new XC90 makes a great case for itself.

It’s no Grade-4-trail tackler, nor does it pretend to be. But, as an up-to-the-minute family conveyance on tar, gravel and icy roads, few do the business better. These are some of the things to like:• Stunning exterior design, with classic

Swedish touches – including LED headlights with the Thor’s Hammer theme. It’s compact, yet spacious, with some bling touches and none of that ugly plastic side-cladding.

• Scalable Platform Architecture (SPA). The XC90 is the first Volvo to be built on a new platform that has one primary fixed point and can be stretched to fit different models. Single-minded focus makes for better engineering, and it shows. There are lots of lightweight suspension components, and clever use of different-strength steels to achieve a kerb weight 125 kg lighter than the last XC90 − but still just under two tonnes in total.

• The rear suspension uses a composite leaf-type spring to reduce intrusion to the interior. Top models feature active air-suspension. Handling is safe-as-houses, and largely lean-free and

cosseting, as one expects. Volvo calls this “relaxed confidence”.

• E-drive engines are light, modular and efficient. Instead of a myriad of unwieldy combinations, the new petrols and diesels feature the same 2.0-litre four-cylinder block, with variations in the heads and forced-induction regimes. Launch models are the D5 diesel (165kW/470Nm, 5.9l/100km), and T6 petrol (235kW/400Nm, 8.0l/100km). The entry-level D4 front-driver (140kW/400Nm, 5.2l/100km) follows later this year, with the T8 Twin Engine hybrid (300kW/640Nm, 2.1l/100km) arriving in 2016.

• The All-Wheel-Drive versions feature a Haldex coupling to send power from the primary front-drive wheels to the rear when slippage is detected. It’s largely seamless, although there’s no diff-lock. All XC90s use an 8-speed Geartronic transmission with a wide ratio spread. An added facility is that a drive-mode selector offers Eco, Comfort, Sport, Individual and Offroad − which adds to the standard 238mm ride height when air suspension is specified. The settings alter driveline and throttle mapping to suit the mood and conditions.

• The calming Swedish interior features stitched leather, piano-black diamond-cut controls and very few buttons. In their place is a touchscreen

NEED FOR SWEDE

VOLVO XC90

interface, rather like an iPad in size and operation, which controls most functions and links to the driver’s steering controls and instrument binnacle readouts. Also included is Sensus Connected Touch, which adds all sorts of cloud-based apps and services. It is easy to understand and use, as it should be.

• Spec levels are high and options sensible. South African starts with mid-spec Momentum trim, and branches out to Inscription (more chrome) and R-Design (more sporty), and an ultra-sporty Polestar version with more power, which will land in due course.

• It’s a proper seven-seater. Real adults can fit in the third row, if not for too long, and the second row slides back and forth to accommodate the tallest sit-behind test. The boot has meaningful space with all seats in use, and cavernous capacity with the third row folded flat into the boot floor. Plenty of family potential then, based on real human ergonomics.

• It’s safe. Volvo would like nobody to have an accident in their cars by 2020, but, for now, there’s a raft of new active safety measures. These are “Run-off Road Protection” which pre-tensions the safety belts when things go awry, and “Auto Brake at Intersections,” for when a car appears where it shouldn’t. Lane-departure warning, blind-spot monitoring and adaptive cruise control are among the other features which go with the ABS and airbags.


MODEL UPDATE

ModelUpdate_SEPT.indd 14 8/4/15 1:45 PM

T he news is well known by now: SA’s best-selling SUV has been extensively updated and lands on dealer

floors in the 2016 second quarter when local pricing and more details will be revealed. It’s come a long way from the first model which went on sale in 2005, as these images show, but it retains its tough ladder-frame chassis and 4WD abilities.

“Solid Fluidity” is how Japan’s designers describe the new looks. ‘A bit like Rav4,’ is what the rest of us might be tempted to say about the grinning chrome grille, squinting headlights and sharply etched rear aspect.

BMW X1

BRAVE NEW WORLD

The old X1 wasn’t much to look at, nor was the second generation which sold more than 730 000 units, but the new one (4WD versions due in SA from October) has a lot more going for it style-wise that brings it more in keeping with its bigger X siblings. The bare bones are that it is just over 50mm higher, with some rejigging inside to add driver height, plus more boot space and knee-room for second-row passengers.

Obviously BMW is going on about adding efficiency enhancements to the xDrive 4WD system, which uses an electronically controlled multi-plate clutch to apportion drive as needed to the front and rear axle. As ever, the chassis has been optimised for better handling and a smoother ride. Across the board, the engine line-up (now all four-cylinder units) is 17% better on emissions and fuel consumption, with outputs of the two diesel and the one petrol variant ranging from 110 to 170kW. These are mated to either a six-speed manual or new eight-speed Steptronic automatic transmission.

Inside, the hallmark driver-focused cabin is complemented by the iDrive controller for most key multi-media and vehicle functions, coupled to a 6.5-inch touchscreen.

PRICINGBMW X1 xDrive20i R541 757 BMW X1 xDrive20d R559 039 BMW X1 xDrive25i R606 399

TOYOTA FORTUNER

ADDED X FACTOR

The interior, which is not yet being revealed, ups the premium stakes. Features include upholstered sides to the vertical centre stack, a tablet-like multi-media interface, a smart entry/start system, a switch to replace the old lever when selecting 4WD, easier one-touch folding of the second-row seats, and (it seems) the same old hook-up third row seats. Stowage has been generously provisioned with 15 places, says Toyota, while safety kit now includes kneebags, and features such as hill-start assist.

Other changes include a strengthened chassis to improve torsional rigidity and safety, with a double wishbone front suspension as usual, combined with a revised four-link rear suspension that now includes an additional stabiliser bar.

Engines will echo the Hilux line-up, being diesels of 2.4-litre and 2.8-litre displacement (petrol variants are yet to be disclosed) which are quieter, more fuel efficient, have great low-end torque and more power at all engine speeds: wish-list fulfilled. In keeping with the rivals, the Fortuner will be offered with a six-speed automatic, or manuals featuring a rev-matching technology called i-MT).

MODEL UPDATE



First debuted in 2002 as a good old ladder-frame SUV, similar in design to something like a Fortuner,

the newest Sorento follows a different path. Kia’s latest iteration of their biggest SUV has focused on improving the driving dynamics, space and refinement of its predecessor; and, in many respects, it succeeds.

On a styling front, a sculptural and sleek design creates an aggressive stance with what Kia calls a ‘Hawkeye grille and Tigershark nose’. Whoever came up with these names has obviously never seen any animal before, but the car looks slick, nonetheless.

A matte silver skid plate adds some more ‘aggression’ to the mix, though it’s more an aerodynamic aid than anything else. Talking of aerodynamics: thanks to said skid plate, the flat underside and fluid body lines, the big Kia has the lowest drag co-efficient in class, making high-speed cruising quiet and efficient.

On the interior front, the touchscreen is a neat modern touch, and most of the plastics are good to

touch. It must be said that refinement is high and the ride hushed, thanks to a lot of work on stiffening the bodyshell to improve NVH, and there is even realistic space for two children in the third row of seats! Spec levels are also very high, and all models get a Five-Star euro NCAP safety rating with a best-in-class result on the JD Power reliability index.

Two engines are available, though the old 2.4-litre petrol struggles to pull the large SUV – especially if loaded. For a more stress-free drive, don’t opt for anything other than the 2.2-litre diesel with 147kW and 440Nm. It’s plenty punchy enough for the heft and will tow up to 2000kg, too. The diesel engine is much smoother than the petrol and comes with a rather slick six-speed automatic with manual override, available in either front-drive or all-wheel-drive variants. PRICINGKIA Sorento 2.4 LS R 379 995KIA Sorento 2.2 CRDi LX R 499 995KIA Sorento 2.2 CRDi EX AWD R 599 995KIA Sorento 2.2 CRDi SX AWD R 634 995

URBAN BRUISER

The freshly-launched Landwind finally gives JMC a viable product with which to tackle the lower end of South Africa’s booming mid-size SUV crossover market. It even comes with some pretty impressive credentials.

However, going on appearances, you’d never guess that. The Landwind seems rather subtle and inoffensive, with traces of Honda in front and a light seasoning of Hyundai ix35 at the rear. It might be rather nondescript, but at least it’s a unique design – there’s none of the blatant copying you’d find in many Chinese vehicles.

The same applies to the cabin, where there’s a surprising amount of room for passengers and luggage. It seems to be fairly logically arranged and well screwed-together, and boasts an acceptable specification sheet. Safety credentials are still to be verified, but two airbags, ABS, and a body structure with a large amount of high-strength steel, bodes well for crash protection.

The Landwind’s interior reveals most of the amenities you’d expect in a modern SUV, with the only notable exceptions being the absence of Bluetooth connectivity (due to become available soon), cruise control, and a rear-view camera. Oh, and the three-spoke steering wheel looks a bit barren, because the only switch you’ll find on it activates the horn. On the upside, there’s a USB port hidden among the radio’s multitude of buttons.

JMC roped in expertise from well-regarded suppliers: Delphi supplies the electronics, Prodrive (another rally-linked specialist) helped with suspension development, and the turbo charger is supplied by Borg Warner.

But this is still a Chinese vehicle, which means that its ultimate appeal lies in its price tag. Here, the news is very good indeed: the JMC Landwind offers a spacious and surprisingly powerful family vehicle at the relative bargain price of R269 880, including a service plan for 2 years or 60 000km. That’s Juke money for an X-Trail-sized car which is more powerful than either of them. Seems like a good deal, but how well does it all come together? We’ll let you know once we’ve driven one...

KIA SORENTO

CHINESE BREEZE

JMC LANDWIND


MODEL UPDATE


WIRELESS LIGHTCONTROLLER

POLE CLAMP

LED TORCH520 LUMENS

LED HEAD LAMP 840 LUMENS

QUALITY LED LIGHTING PRODUCTS IDEAL FOR CAMPING, 4WD'S, CARAVANS, BOATS AND MORE!



WIRELESS LIGHTCONTROLLER

POLE CLAMP

LED TORCH520 LUMENS

LED HEAD LAMP 840 LUMENS

QUALITY LED LIGHTING PRODUCTS IDEAL FOR CAMPING, 4WD'S, CARAVANS, BOATS AND MORE!



GEAR

LOCK IT OR LOSE ITThe new 35mm padlocks from Yale are specifically designed to suit the outdoor enthusiast and to fit trailer toggle hooks snugly, minimising their appeal to the midnight trailer-owner brigade. One key fits all three padlocks, which reduces opening hassles, and four keys are supplied – just in case. The rubberised outer coating protects against weathering and internal corrosion, making the five-year guarantee sound quite feasible.

R225 for a pack of three Contact 011 761 5000 or visit www.yalelock.co.za

SWITCH IN TIMETired of the mass of random switches on the dash of your Hilux or Fortuner used to control the various accessories? Confused about which switch controls the headlights, and which the pump for the long-range tank? Fox & Sons now has the problem sorted: dedicated, labelled switches that fit into the blanks on the dash, and illuminate when in the ‘on’ position.

R250 each Visit www.foxandsons.co.za for more information

LUCK OF THE DRAWERThe Big Country Savute Twin Drawer for the Land Cruiser 76 station wagon helps the legendary Cruiser live up to its overlanding potential. It’s a neat and robust drawer system that fills the entire load bay and bolts into place using existing bolt holes. The drawer system is lockable, carpeted, and supplied with a removable tip-up work surfaceR11 200 Contact 011 795 9700 or visit www.bigcountry.co.za

INTO THE LIGHTNeed some light on your night-time adventures? The Extreme Lights XPh Headlamp will turn night into day with its 670 lumen beam. You can use the rechargeable lithium-ion battery, or AAA batteries, to ensure that you never run out of power. On top of that, the rugged build ensures that you'll have years of use in dry as well as wet conditions. A 12-month warranty is standard.

R650 Visit www.extremelights.co.za or leading outdoor stores

Sept15Gear.indd 18 8/4/15 1:51 PM


GEAR

Prices are correct at time of going to print, but may vary between outlets. We suggest you call your nearest outlet to confirm prices.Got some cool, new gear you think should be featured here? Send details to [email protected] GEAR?

DASHING PUMANeed space in your Landy? Check out Stone Accessories’ Puma Cubby conversion kit which turns the useless space beneath your dashboard into a useable storage compartment. It provides enough space for valuables like your mobile phone, a small digital camera and a pair of glasses, and is also perfect as a space to install an amp for your sound system.

R825 Call 076 051 2381 or visit www.stone4x4accessories.com

I’M A SURVIVORConveniently packed into a water bottle, this 15-piece survival kit is the perfect companion when things don’t go according to plan. Included is the bottle, a carabiner, a multi-function tool, a whistle/compass, a flashlight, two AAA batteries, a survival blanket, two hand warmers, a candle, waterproof matches, an emergency poncho and a first-aid kit in a pouch.

R399 Visit www.capeunionmart.co.za

SWEET DREAMSFolding mattresses are far from a new idea, but, even so, this Desert Products example is what dreams are made of. The combination of a sturdy, non-abrasive rip-stop canvas covering and a removable cover ensures years of repeated use. Snap-button handles at either end keep the folding mattress closed to make it easier to transport.

R522 Visit www.4x4megaworld.co.za

WHAT’S COOKIN’ GOOD LOOKIN’We’ve all had the misfortune of eating badly-cooked food… and it’s no fun. Oregon Scientific’s braai thermometer is one way to make sure your food is perfect, every time. Connected via Bluetooth to your phone, the thermometer will tell you when your food is just right. Cooking progress, an instant temperature readout, cooking information, history and so much more is available, so even those without a scrap of Jan Braai wisdom in them can get it right.

R899 Visit www.trappers.co.za or your nearest Trappers store

Sept15Gear.indd 19 8/4/15 1:51 PM

WORDS & PICTURES EVAN HAUSSMANN

When you are looking for snow in the thick of winter, there’s no place like Lesotho for delivering mountains full of the stuff

20 | SA4x4

SnowPatrol_v3.indd 20 8/4/15 1:59 PM

SA4x4 | 21


It’s a fact of life: there’s precious little traction between rubber and snow, especially compacted snow. Which is why they invented snow

chains. We don’t have snow chains.Rewind, a few days back. “Drive a

4x4 in the snow? Ja, I can do that.” Hell, I’ve driven on practically every other surface, in all sorts of places, all over the world. But what do I really know about snow? So, I ask Google. The omnipotent hive-mind throws up lists that advise: “Accelerate and decelerate slowly. Don’t power up hills.”

One unsettling last point catches my eye: “Stay home, even if you are experienced. Don’t tempt fate. Unless you have somewhere you have to be, watch the snow from indoors.”

I think I may have bitten off more than I can chew. Excellent!

That was then. The “somewhere I have to be” is now the top of Sani Pass. Instead, I’m pacing in the road below.

The minute hand chips away at the tiny wedge of time left between now and the border closing time. Our Fortuner idles patiently. A crab-like logging machine is clearing wood strewn across the bridge ahead. Its claws clamp and swing, releasing the oversized matchsticks onto a new truck.

The hapless logging truck has long since gone, leaving bent railing in its wake. It’s difficult to tell what the cause of the accident may have been, but I’m guessing that frozen roads may have had something to do with it. It is sunny

and yet it is still cold – icy, icy cold.With the road cleared, we push on,

slipping through the South African border with minutes to spare. By now, it is dark and moonless, and the infamous bends and ruts of Sani Pass are accentuated with black shadows cast by the headlights. At times, there is nothing but blackness ahead. Then, as we round a hairpin bend, a rock face dives across the windscreen and slides into the black void down the side of the car. As we drive ever upwards, larger and larger white patches start to reflect in the lights. Snow!

Outside, the cold air illustrates each breath. Underfoot it is crunchy, like stepping on a bed of Ouma rusks.

Top left Sani Mountain lodge’s pub, at 2874 metres above sea level is the highest in Africa. Above Warm balaclavas replace the Basotho traditional conical hats in winter. Left Sani villagers set off for the day despite the -5 degree pre-dawn air.



Stamping these remnants off our boots, we step into the warmth of Sani Mountain Lodge’s lounge and pub. Inside, little groups of people huddle together near the roaring hearth. More than a few are hunched, staring into their hands with their faces glowing. They’re most likely bragging into the ether, sharing pictures of themselves grinning in the snow, #bragging to the world. Me next!

Dinner is the first time since Durban airport that I have sat face to face with my old mate, Glenn Jones, and his fiancé, Nadia Lary. Sipping good wine and savouring the lamb chops, we discuss the trip ahead. A chap at the next table tells us that he was turned away trying to get to Katse, because of the snow. “There are a lot of roadworks going on in Lesotho,” someone else says.

These are not things I want to hear.It is minus-five outside the next

morning. We spend it acclimatising and enjoying the snow around the lodge. I drink in the view of the pass below, and take in coffee... lots of steaming hot coffee.

Top of Sani Pass to Afriski (3-4 hrs)The stories of all the new tar in Lesotho immediately prove accurate. The notoriously bad road to Afriski and beyond is almost completely tarred. It is an easier journey now, but, in these conditions, it is no drive in the park. Icy sections of the road stir the Fortuna’s traction control, but only slightly... just enough to keep one mindful of the potential dangers.

Undaunted, our golden car cruises along the clean, pitch-black ribbon unfurling before it. We fly along the

khaki winter mountainside, threading between light dustings of icing sugar. From inside, we can only gawk at it all.

On Glenn’s advice, we stop in Mokhotlong to refuel. Fuel is often difficult to come by in Lesotho, and this is the most reliable supply point in this part, so it shouldn’t be missed. We gobble a few doughy vetkoek, that Glenn calls makoenya, before moving on.

The black ribbon takes us past Letseng Diamond Mine and over the Tlaeeng Pass. At 3255 metres above sea level, it’s one of the highest motorable passes in Africa. The drive is absolutely beautiful; no wonder they call this road the A1.

At Afriski Mountain Resort, a sign declares the Sky Restaurant to be ‘The Highest Restaurant in Africa’. We have driven from Africa’s highest pub to its highest restaurant along the continent’s highest driveable pass. Not

TRAVEL • LESOTHO


Above Tarring of the A1 from Sani makes the drive fast and pleasant. Right The ski lift is used by downhill mountain bikers in summer. Below Airtime! Kids start learning to ski on bumboards


bad for an afternoon drive. High five! (Or is that high three?)

The heavy snowfall a few days ago sees to it that the resort is packed. The cabins clustered on the hill above the resort and ski field are all taken, and we are lucky to get beds in the backpackers for the night.

The location is fantastic: within a snow-covered natural bowl, the wooden cabins and frozen ‘lakes’ paint a perfect, if not stereotypical, picture. It possesses all the features one imagines any self-respecting skiing destination should have. It also seems to be more personal than most popular global destinations.

Glenn, however, having grown up in Lesotho, finds it somewhat surreal. Trendy people milling about in state-of-the-art snow gear, sipping hot drink-a-chinos? This is far removed from his Lesotho, where gumboots, blankets and balaclavas are the norm.

We spend the next morning mucking about in the snow. Taking bouncy, uncontrolled runs down a kiddies’ slope on plastic ‘bumboards’ is a heap of fun. It’s also a great alternative for those without the time or the funds to commit to ski lessons.

Afriski is well known for its snow-based activities; it is interesting to learn that they also offer some pretty cool summer activities. The Lesotho staples of trout-fishing, hiking, 4x4ing and bicycle trails are on the list; but, when the sun arrives, they also turn the ski-slope and lift into a mountain-biking downhill run. My petrol-headed self will return to take on one of their Maluti enduro bike rides. And, perhaps, I’ll order a spot of abseiling on the side. So long, Afriski... see you in summer.

A little further north along the A1, past Afriski, is Moteng Pass. It’s a continuation of the superb driving views on the route and well worth the effort. Be warned, though, that the road becomes very narrow and windy; and, that once you enter the pass, you have to commit to driving its full length. Otherwise, simply admire it from above and go back to your warm cabin.

On the way to Moteng, you pass Oxbow Lodge. Many use this rugged old girl as an accommodation option


The low angle of the sun in winter does not allow it to penetrate the deepest sections of the Sani valley, leaving it cold and damp.


TRAVEL • LESOTHO



for their Afriski adventure. It’s not the slick, modern affair that you get up the road, but it is comfortable, close by, and doesn’t have quite the same price tag.

Oxbow to Ha Lejone via Kao Mine (2-3 hrs)The skiing thing is fun, but I am champing at the bit to get the Fortuner off-road and into some fresh snow. After much poring over maps and scrolling the Tracks4Africa app, Glenn and I formulate a plan.

Our next route connects the A1 to the A8 at Lejone and takes one to Katse Dam. On the map, the road through the mountains is marked as ‘4x4 only’. We head south back along the A1, top Tlaeeng Pass again, and then turn west.

The route starts at 3030m and descends to 2200m, passing Kao mine, before joining the A8 at Lejone. The dirt road up to the diamond mine

is good. This is the mine’s connection to the main network. Its commercial importance ensures that it is well maintained; but, in the wet, it would be a different, slippery story.

It becomes evident that we’ll have to be quicker to experience driving through the snow here. The road is scraped clear of the stuff by the time we arrive... Still, we discover a gem of a drive. The route has superb mountain views, sweeping switchbacks and fast, clean gravel.

The road becomes increasingly rough past the diamond mine. Down there, the snow disappears. There are more villages, mielie fields, and people leading donkeys pulling carts and firewood. Some sections provide a birds-eye view of stone livestock kraals. From this high vantage point, they lie across the ridges looking like melted hula-hoops. Many sections

are so narrow, that to pass another car you’d have to pull right to the side, or reverse until you could.

The next section takes you along a rougher, single track. This has some eroded short descents, and it is stony and a bit slick in places. The route culminates in a small bridge crossing the narrow top of Katse Dam before joining the main road network around Motebong Village (S 29° 6’ 16,04” E 28° 30’ 11,802”).

Motebong is a good place to stop. The restaurant serves great breakfast; and, for lunch, try the pork chop mains. This generous meal comes highly recommended.

Looking at the distances, we realise that we need to top up the fuel again − then discover that fuel is available only in 5-litre water bottles from the roadside. There’s not a fuel pump within miles. Roadside vendors are charging R20/litre,


Above Beware the Lesotho spell! Soon after this trip, Glenn and Nadia announced their engagement. Opposite page, top left The black ribbon of new tar will soon be fully completed between Sani, Afriski and beyond Top right Basothos are among the friendliest people in Africa, and many love the camera. Bottom Ice and hairpin-bends puts traction control to work.


but, with a bit of a haggle, we get the price down to R17. The fuel looks fine, but obviously this isn’t a good or reliable solution. So, I’d think it advisable to carry a jerry can (or two) of fuel as backup. Carry a filter (or at the very least a stocking) to pour the roadside fuel through as a precaution.

Ha Lejone to Katse Village via Tar road (1 hr)The A8 tar road to Katse Dam is very twisty and is much loved by adventure motorcyclists. It’s also popular with goats and donkeys, so keep a sharp eye out. It’s a pleasant drive with great views of Africa’s highest dam, though

it can be nausea-inducing. It occurs to us that many of the S-bends and curves are completely unnecessary; it’s as if the road builder had a speed wobble.

Katse village is an excellent place to stop and catch your breath. The rugged little hamlet is peaceful and the Orion Katse Lodge an excellent base from which to explore the area. Its lodge buildings began life as accommodation for the dam construction crew, and the vinyl-tiled floors and metal railings retain that institutional air. However, the friendly staff and hearty food more than make up for the place’s austerity. When booking, try to get a room overlooking the dam: getting up

TRAVEL • LESOTHO


OUR WHEELSWe travelled in a Toyota Fortuner 3.0 D4-D 4x4 automatic. I was not too keen on the automatic gearbox at first, but, by the end of the trip, was grateful to have had it. Lesotho’s tight turns and steep hills require constant gear changing. With a manual gearbox, it would have been akin to rowing the car up many, many hills.

The top two thirds of this model’s steering wheel feature a plastic/composite material and the bottom was of nice thick leather. I found the slick plastic very uncomfortable and never really got used to it. That gripe aside, the sound system integrated easily with our phones, and produced superb sound quality.

I spent some of the trip in the back seat. The visibility isn’t great for tall people (I top out at 6ft 2inches), but the leg room and lumbar support is excellent, so I just got comfy and enjoyed the ride.

The Fortuner has great ground clearance, and has a permanent 4WD system. This means that there is always an extra margin of safety in slippery conditions. It’s extremely comfortable to travel in, even three or four-up, and the turbodiesel lump has more than enough power on tap to keep going, even at the kinds of high altitudes thrown up by Lesotho’s mountainside passes.



Top left Katse Dam wall is currently the second highest dam wall in Africa. Top right The Katse Dam tours start from the visitor centre overlooking the 710-metre long wall. Above left The Katse Dam has two trout farms. Below left The Spiral Aloe (Aloe polyphylla) is only found in Lesotho. Below middle Frost decimates grass but some plants (bottom) are resilient to its bite. Below right Villagers dry and store mielies to be ground into meal.


early enough will treat you to sunrise over the water. Or just get up late, and enjoy the view of the dam from the large dining hall while you enjoy their generous breakfast buffet.

For the rest of the day, take a pony trek, go hiking or explore the village. Don’t miss out on either the community-run boat trip or the (R10 a head) guided tour of the dam wall. The latter takes you into the guts of the cement beast − at 185 metres high, Katse Dam has the second highest dam wall on the continent. Ethiopia’s Tekezé Dam pips it at 188m, but both will move down a notch when Ethiopia’s Gilgel Gibe 3 Dam’s 243m-high retainer is completed this year.

Winter isn’t the best time to visit, but the botanical garden comes highly recommended. In summer, when the gardens are a blooming riot, take a picnic and make a day of exploring them. Even though the garden is not at its best when we are there, I enjoy the medicinal plant garden. If you’re nuts enough to skip the gardens,

I’d prescribe a big dose of Hypoxis Hemerocallidea – used to treat insanity.

Katse Village to Makhangoa Community Camp (1-2 hrs)We manage to find a snowy track or two to put the car through at various places along the way, but, by now, I’ve given up on finding heavy snow to test the Fortuner’s and my skills. Still, keen to explore more of Lesotho’s rural charm, we fuel up on a cooking oil drum of village diesel and head west.

Following the route along the dam bank takes us along several gravel cut-outs. In some places, they form sheer walls of rock on one side and drop directly into the water on the other. The mass of water below gradually narrows to become the Bokong River.

It is late afternoon, and the herd boys are taking their charges to kraals for the night. Often the car is surrounded by herds of cattle or sheep, and angora goats. At the end of a thoroughly pleasant hour-long drive, we pull up to a remote slip of wilderness tranquillity. Hello, Makhangoa

Community Camp; nice to see you. The camp rests on the apex of a

headland almost fully surrounded by the crystal-clear, trout-and-yellowfish-rich Bokong River oxbow below. Simple stone bungalows flanking a central kitchen/living area, with a donkey-fire powered bathroom out back, complete the rustic and comfy camp.

Initially set up exclusively as a fishing camp, the South African outfit who manage the place, Tourette Fishing, have recently opened the camp up to a broader market. So, those of us who don’t know the first thing about tasty wigglers are now welcome, too. I’m no trout stalker, but I can tell you that the trails in this remote area make it an excellent destination for self-drive visitors, hikers and those who enjoy unadulterated slothing.

Tourette Fishing have been working with the community in the area for the last four years. After a somewhat rocky start – they had to rebuild the camp in a new location – “...things have started to click,” co-owner Rob Scott tells me.

The community is integral to the

TRAVEL • LESOTHO


Above Livestock is a source of much pride among Lesotho people. Top right Rosehip berries, used to make oil and tea, bring additional income to the

villagers. Right A lone Basotho herder enjoying the rare luxury of a smoke.


camp’s success. The local people benefit from programmes that the owners, Rob Scott and Keith Clover, have initiated. Rob is repairing the village water supply when we arrive.

Part of the deal is that villagers take turns helping out when there are guests in camp. In this way, they each get a turn to earn some cash and gain valuable experience. Rob and his crew raise sponsorships so that the kids receive school supplies. They also arrange a regular river clean-up with them. Kids in the region, especially the boys, often skip classes to become herd-boys, but are now being encouraged to stay in school. The locals all benefit, both in experience and financially, from the activities, which include hiking, trail running, pony rides, mountain biking and, of course, the world-class fishing. Over dinner, Rob comments: “It’s mind-blowing that Lesotho is not a massive tourist destination. It’s so diverse and different to everything around us.” It is very difficult to disagree. He also tells us about an alternative route back, which we tackle the next day.

Back of KatseRob’s route has us crossing the Bokong River via a very long, narrow bridge and on, up into the hills above Katse Dam. Our Fortuner leaves tracks in the

frosty shadows as we pass villages and fields. The dam is a constant feature to our right. It’s dirt road all the way, some of it over loose stones and eroded washouts, and there are quite a few steep ascents and descents for good measure. In the cold, dry conditions, the trail is not especially difficult; but, as ever, if it were to rain or snow, the track would become substantially more challenging. This pleasant two-and-a-half hour detour finishes up at Lejone. Completing it means that we’ve driven a full loop around the Katse Dam, and, as a reward to ourselves, we stop at Motebong Village and feast on those delicious pork chops again.

Katse Village to Mokhotlong via Ha Makopela/Ha Palama/Mapholaneng (5-6 hrs)Time is running out. We all need to get back to our respective lives, but there’s one more route we want to explore. On the map, it is marked as a 4x4-only track, and an old chart shows it to have been a bridle path – good news. We agree to take the chance of exploring a new route. It’s more appealing than the safe option of speeding along the tar to get closer to home.

It is tricky, finding the entrance to the route: Glenn has to use his Sotho language-power to get us there.

We turn off the tar and onto a rough


Top (left to right) The road to Tourette’s Fishing camp tracks the Bokong River. Beasts of burden. Green foliage is rare in Lesotho’s winter. Dawn departures ensure a timely arrival as Lesotho distance should be measured in time, not kilometres. Below If you haven’t pony trekked, you haven’t really been to Lesotho.


Top The Catuane – Bela Vista road is in excellent condition and still being improved upon. Left Even out of the reserves, there are huge areas of natural beauty that are particularly interesting for birders. Above The signposts could do with some work though…

TRAVEL • LESOTHO




Above right Makhangoa Community camp guide, Pierre Swart, stalks trout in the crystal-clear Bokong River. Left Moonrise from Moteng Pass (2820 metres). Below top It’s rare to have a bulldozer clear a path on demand. Bottom Travelling through the remote villages gives one a glimpse into Basotho life.


I used the booking and trip planning service of Malealea Tours. In an extremely short timeframe, they produced an excellent itinerary. Their response was efficient and their on-the-ground knowledge of Lesotho is impressive. They’re peerless at recommending routes and accommodation, and planning realistic itineraries. As a bonus, they seem to have a hotline to Lesotho operators, especially the more remote destinations. I highly recommend their online booking services.

MALEALEA TOURS:www.malealeatours.comhttps://lesotho.checkfront.com/[email protected]

TRAVEL PLANNER

village road at Ha Makopela. Turning left onto a better dirt road, we track the river for a while, before crossing its course and ascending the hill on the opposite side. (A good landmark is the village of Ha Palama just before the river crossing – S 29º 10.6315’ E 28º 38.1767’, altitude 2206m. This section may prove impassable if there’s heavy rain. ) Within half an hour, we encounter an obstacle in the form of huge boulders blocking our path: a bulldozer is churning up the road above us and the rocks come rolling down the hill at a disconcerting pace. Seeing the Fortuner, the driver begins to clear a path for us − the yellow machine casually pushes the boulders off the road and down the steep slopes below. It’s rare that we have the luxury of bespoke road-works on these trips, but it is a welcome and entertaining bit of luck.

Slipping past the machine, we thank the guy and begin climbing quite sharply. We pass scattered villages, following the scenic track up and

over the mountains. Despite the roadworks at the start, the road surfaces begin to vary greatly: from stony and rutted, to relatively smooth. All afternoon, we wind back and forth across the mountainsides, tracking rivers far below.

Of all the drives on this trip, this one throws up the most spectacular scenery throughout. The first half of the route passes through populated areas where terraced fields cover the landscape, but then, at the halfway mark, it becomes a virtual wilderness, devoid of huts or people. The only evidence of human habitation is the tilled plots scattered across impossibly steep hills; but, as the topography flattens, we begin to see the familiar Lesotho horsemen, herdboys, and women carrying loads of firewood on their heads.

We turn left at Meno Primary School (S 29º 15.1715’ E 28º 51.1810’ E) to join up with the A1 main tar road; and, with that, the rush back to our own busy world begins to gather momentum. Next stop: the rustic, comfortable stone

rondavels of St. James Lodge. In sum, we’d completed a convoluted

‘loop’ of Northern Lesotho and explored every major dirt road we could lay our tracks across – and had a ball doing it. We’d all had a great trip and would be going home refreshed from the adventure. The spectre of heavy snow had eluded us, but so had Google’s dire warning. No need to retire to the safety of indoors…

TRAVEL • LESOTHO




WHERE WE STAYED

Sani Mountain LodgeS 29° 35’ 5.232” E 29° 17’ 17.712” EEn-suite rondavels and family rooms. Backpackers – self-catering optionhttp://www.sanimountain.co.za/ 078 634 7496

St. James Lodge S 29º 20.7875’ E 29º 01.1774’ Altitude: 2 307mSelf-catering rondavels, no electricity, hot showers.071 672 [email protected]

Oxbow LodgeS 28° 46’ 13.833’’ E 28° 38’ 9.996’’En suite rooms. Dinner, bed and [email protected] 051 933 2247

Orion Katse LodgeS 29° 19’ 51.888” E 28° 28’ 52.668”En-suite double and single rooms (B&B); self-catering houses; dormitory.Restaurant and bar.www.katse-accommodation.com

AfriskiS 28º 56.6818’ E 28º 48.2085’Chalets, [email protected]

Ha Makhangoa Community Camp (fishing)S 29º 16.9086’ E 28º 23.0350’ Bungalow sleeps up to four. Self-catering or pre-booked dinner option.033 342 2793084 622 2272http://[email protected]

SUPPLY TOWNSFill up wherever possible, including at the last stop in South Africa before you enter the border. Although many stock up on food and supplies in South Africa, we found it entirely possible to buy the things we needed at general dealers in the towns below. Doing this also serves to support the host economy.

Mokhotlong is the only reliable supply town between Sani and Afriski. In one stop, you can buy fuel (from a real fuel pump); and the general dealer right next-door sells everything from bread and milk to gumboots and spades. We bought a local SIM card and airtime scratch-cards one door down.

ACCOMMODATION OPTIONSFor an authentic Lesotho experience, we recommend St. James Lodge. It’s a basic (but good) accommodation-option in the Mokhotlong Area, with friendly staff. It’s only 15 minutes from Mokhotlong. Make sure you arrive in daylight, as it’s difficult to find at night.

Mokhotlong Hotel S 29° 17’ 24,39” E 29° 4’ 28,92” 00266 22 92021200266 63002013

Senqu HotelS 29° 17’ 16,572” S E 29° 2’ 24,92”[email protected] 28 92 033000266 63 02 1645

Thaba Tseka is the best town in which to shop for fuel and supplies in the area. There’s a hospital in the town in case of an emergency.Fuel station: S 29º 30.8900’ E 28º 35.6634’Altitude: 2 230m

ACCOMMODATION Mohale oa Masite Lodge S 29º 30.8148’ E 28º 36.1584’Altitude: 2 231mMohale is newly-established, and their restaurant offers good food. This lodge is the best option for an overnight stop in the town. [email protected] 22 900 98000266 62498080

DRIVING TIMES • Top of Sani Pass to Afriski :

3-4 hrs• Oxbow to Ha Lejone via Kao Mine:

2-3 hrs

Sani Mountain Lodge


TRAVEL • LESOTHO


• Ha Lejone to Katse Village via Tar road: 1 hr

• Katse Village to Katse Intake Tower via bridge over Bokong River (near Makhangoa): 4-5 hrs.

• Katse Village to Makhangoa: 1-2 hrs

• Katse Village to Mokhotlong via Ha Makopela/Ha Palama/Mapholaneng: 5-6 hrs

• Sani top to Katse Village via St. James, Thaba Tseka: 7-9hrs. The road between St.James, Mokhotlong and Thaba Tseka is now a 4x4 road in bad condition; it gets better after Linakeng. We recommend overnighting at Mohale oa Masite or St. James Lodge, to break the journey and to slow things down a bit.

BEST TIMES TO VISIT LESOTHO All year round, every season has its unique beauty. If its snow you’re chasing, July and August would be the best times to be there.

EQUIPMENT LIST• Tubeless tyre repair kit• Aerosol tyre repair kit• Spare tyre or two• Tools• Recovery kit• Fuel funnel and filter• Jerry can/s (full)• Snow chains• Emergency food• Drinking water• First-aid kit

TRACKS4AFRICAWe used a combination of Tracks4Africa Overland Navigator app and paper maps

to plan and navigate routes. Tracks4Africa was accurate and we found most routes in its vast database. Its ability to estimate driving times accurately was extremely convenient. T4A is available for Android and Apple devices.

Tracks4Africa will be launching a new offline guide app which I had the pleasure of testing. The app lists all attractions, accommodation, fuel stops, etc., and proved to

be very handy. It is currently available only for iPad, and the device must be the 3G model which has built-in GPS. Even in BETA, the app was very useful, and worth considering to ease planning and on-the-road information. Visit www.tracks4africa.co.za for more info.

GLENN’S TIPS Take it slow, and try to avoid driving at night. Distances in Lesotho are measured in time, not kilometres. Mokhotlong to Thaba Tseka, for example, can take four hours. Use village names as reference points when on a 4x4 route. Plot your route using village names and rivers.

When heavy rain and snow are around, be prepared for flooded rivers and the need to turn around and travel via tar roads to get to your destination.

CONNECTIVITYIf mobile reception is important, get both a Vodacom and an Econet SIM. Airtime is available to buy virtually everywhere. Just look out for the Vodacom or Econet signage. SIMs cost R5 each. Data costs average around R100 a gig. Call costs are similar to SA prepaid rates.

In these remote areas, if there is coverage, it’s usually via one or the other network, but seldom both. Get ready to load your airtime R5 at a time, as bigger denominations proved difficult to come by.

Afriski ChaletThe Fortuner off-piste

Sani Mountain Lodge


Writer Jacques Marais negotiates one of the gravel passes at night on his neon-green Silverback Slider. Pic: Pete Kirk

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WORDS & PICTURES JACQUES MARAIS

KNIGHTS Blazing days, icy nights, shot-blasted landscapes. Just a few reasons why you’d sign up for this remarkable tour on bikes and boats through the /Ai/Ais-Richtersveld Transfrontier Park

DESERT

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The icy Atlantic air which flows into the Richtersveld, and condenses to soupy fog, is what sustains life in this

arid wilderness which joins Namibia and South Africa. The locals call the fog “Malmokkies”, though the word sure as hell resonates as a description for the 100 or so riders on the mountain bikes strung out on the region’s sandy tracks.

It’s a classic 4x4 destination, but I’m among the riders, thinking that a bike is (undoubtedly) one of the best ways of passing through a landscape. Fresh air, no noise, your blood pumping,

gasping for breath, your calves starting to spasm…

The reason I’m up here at Hobas in Namibia is to cover the Desert Knights event: a six-day mountain-biking tour with a solid white-water paddle thrown in for good measure. For the first three days, the riders crank via the /Ai/Ais section of the Transfrontier Park, starting at Hobas right next to the Fish River Canyon.

A couple of big days in the saddle follow, as they face off against the desert sand via /Ai/Ais Rest Camp and on into the wonderfully wild Gamkab Canyon.

From here, a white-water kayak mission navigates the Orange River rapids onwards to De Hoop (and SA soil), where you cross into the Richtersveld proper.

Two more days of riding – via Hakkiesdoring Hiking camp and the infamous Helskloof Pass – will eventually get you to the finish line at Sendelingsdrif, and I can promise that you’ll be suitably knackered and gasping for a cold beer. I know I was, and I did not get even close to riding the whole of the Desert Knights route.

The fortunate thing, when you’re



Although the riding is predominantly along district roads, the route is incredibly remote and makes for mind-space riding of note

shooting an MTB Race, is that you need to balance out time in the saddle with time behind the lens. So, what generally works well is to ride about 50% of the route in one or two sections, and then hop into a vehicle to get to the front of the field again.

My buddy, Pistol Pete, and I have it all planned − with mountain bikes slotted onto the roof, cameras on the back seat and a few kilograms of fatty beef biltong stashed as emergency rations. (Our case of back-up beer proves to be unnecessary, as the Desert Knights organisers have this pretty much sorted.)

Day #1 is a laid-back and jolly affair. Pistol Pete has a touch of flu, so I crank the route with the riders, following a gravel road that traces the very edge of the Fish River Canyon. A sunset beer-stop sets a rather dangerous precedent for the rest of the trip, as we now realise that the back of the organisation’s Land Cruiser had been fitted with a refrigerated draught machine guaranteeing a near-endless supply of ice-cold Windhoek.

There is a lot of revelry at Hobas that night, with much of the party then de-camping to the Canyon Roadhouse by

mid-morning the next day. Canyon is an absolute institution in these parts, with a reputation for the world’s best bratwurst, eisbein and apfelstrudel. And, if you’re a vintage-vehicle buff, there’s a vast collection of antique cars, trucks and ambulances to enhance the gastronomic experience.

In similar vein, I have to mention “Pandora’s Box”.

“Kom gou-gou, ek wil jou iets gaan wys,” urges Francois Snyders, the larger-than-life Namibian co-organiser of the Desert Knights event.

Very few people ever manage to say

ADVENTURE • /AIS/AIS–RICHTERSVELD



It’s a pretty tough ride, but a beautiful drive along a quality district road, well-kept like most of Namibia’s gravel network. I’m on the bike again, but meet up with Pistol Pete at a rusted old car wreck alongside the road, where a support crew feeds the riders with everything from biltong and koeksisters to a range of lethal-looking electrolyte-replenishment potions. I opt for a beer, and have to navigate the last part of the route assisted only by the good old internal combustion engine.

/Ai/Ais is the Bela-Bela (warm baths) of Namibia, and − despite a bit of wear and tear − they’re still in great shape. Few things can be more enjoyable than soaking your tired muscles in the outdoor springs while checking out the craggy peaks sky-lining all round. This is an excellent stop-off on any self-drive Namibian safari, with a comfortable campsite brimming with shady trees.

But then, you get to Gamkab Canyon the next evening, and this makes /Ai/Ais look like an overpopulated dorpie. We pitch our tents against a vertical rock wall blasting skywards to top out a good 100m above us, silhouetted against a sky so heavily laden with stars that it’s almost psychedelic.

I grab my camera and head into the hills to spend a good few hours shooting star trails, and staring at the glinting eyes of solifugae spiders and parabuthus scorpions scuttling about amidst the slabs of shattered slate and gneiss. Bicycle lights trail in from the distance: tiny sprinklings of luminescence upon an otherwise moon-lit landscape.

One cannot camp here unless one is part of an event such as Desert Knights, so it’s a perfect chance to find that inner peace: drag your mattress from your tent, and drift off to dreamland as you stare up at a gazillion stars.

‘No,’ to Francois, so I rather warily follow him into the men’s restrooms.

“Check it!” he says, pointing at a rather realistic painting of a naked woman. The mural covers most of the one wall, showing her off in all her glory, except for a small wooden box covering the juncture of her thighs.

“Come on, open it,” he cajoles, and I sheepishly do so, triggering a screeching alarm above the bar inside the restaurant.

Much merriment ensues as I scuttle back to my table to loud catcalls; and, for the rest of the morning, the alarm bells (literally) keep clanging inside The Canyon Roadhouse.

There is a mountain-bike race waiting, however. By 15:00, even the die-hards have swapped Pandora’s Box for the Hurt Locker, cranking along the gravel road side-winding towards /Ai/Ais campsite.



On Day 4, the bikes are swapped for kayaks, and the competitors take on the white-water rapids as they navigate the Orange River towards De Hoop campsite.




The wake-up call at Gamkab is at a pretty decent hour, and what could be better than potjie for breakfast? I’ll need the energy, as today my mode of transport changes from bike to boat. Yup, there is a five-day kayak trail up here in the desert, and we get to do most of it (a whopping 39km) in a single go!

All we need is a banjo soundtrack as this bunch of two-wheeled rednecks swop their pedals for paddles. The initial relief at being off the bike and on the water sees much whooping, thrills and spills as the first few rapids are

negotiated, but, by midday, the river has started taking its toll on athletes more used to crunching quads than pumping shoulders.

After a good six hours on the water, the refrain of, “It must be around the next corner,” starts wearing thin, and strong men mutter about mutiny. However, the arrival at the beautiful De Hoop campsite (and the distribution of vast quantities of cold beer) soon quells any thought of dissidence.

Now back on SA soil, the Knights tuck into a selection of three potjie stews

crafted by master-potter Tannies, who hails from the local Richtersveld Nama community. The afval stew (tripe, head, trotters and all) is given a wide berth by some, but I go back for seconds, and score a generous helping of sheep’s brains the next morning to top my toast. I suppose that’s what growing up on an Eastern Cape farm does to your tastebuds…

Two final days through the Richtersveld take us first along Akkedis Pass and the back roads to the remote Hakkiesdoring hiking camp, before

Tents are pitched and dinner is cooked (mostly on open fires) by the time the riders arrive. Ancient quiver trees, the ferry crossing at Sendelingsdrift, night-time mountain biking, fireside stories, desert sunsets and wilderness camps make this tour unforgettable.



the full entourage has to face off against a final day of painful altitude-gain. Between Hakkiesdoring and Sendelingsdrift lurks Helskloof, a rugged pass with a steep incline, a gritty surface and a rather elusive summit.

Not for me, though. As time is tight, I opt to shoot it from the comfort of the Santa Fe… But, in retrospect, I have to admit that this was the crux of the ride, and reason enough to head back to this incredible Transfrontier Park in order to pedal it.

Whichever way you choose to experience this region – close-up and sweaty on a bike, or from the air-conditioned comfort of a 4x4’s seat – it does not really matter. What does matter is to immerse yourself in this hallucinogenic desert, where quiver trees silhouetted against a big-ass moonrise are among the things that lodge forever in memory.

The DesertKnights MTB Tour is presented twice a year, usually during the first week of May and the last week of September. The field is relatively small – around 120 people or fewer – and the focus is on riding enjoyment rather than racing. You can expect a lot of corrugations and a generous dollop of sand along the route, and you need to be of above-average fitness in order to conquer the 300km-or-so distance.

The first three days of riding traverse the Namibian side of the Transfrontier Park, and this is followed by a day of white-water kayaking before the final two days of mountain-biking in South Africa, in the Richtersveld section. Daily distances range from 45km to 65km, but conditions and terrain may see you spending anything from 4-7 hours in the saddle. Money raised goes towards the Peace Parks Foundation. For more, go to www.desert-knights-mtb.com

DESERT KNIGHTS TOUR



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WHERE TO STAYThere are several must-do spots in which to stay in the massive /Ai/Ais-Richtersveld Transfrontier Park, which incorporates some of the most dramatic shared landscape bordering South Africa and Namibia. Check out www.nwr.com.na or www.sanparks.org for more information.

HOBAS CAMP SITEAccess: Hobas is situated off the C12 from Grünau.Accommodation: 14 shady campsites, each with braai area, water tap and lights. The site is powered by a generator between 06:00–12:00, and again between 17:00-22:00. A communal ablution block boasts showers, baths, basins and toilets, and a kiosk sells basic provisions and drinks.Security: Good, but be on the lookout for baboons.Cell reception: A few bars, but the Canyon Roadhouse just up the road has free WiFi – and a whole lot more.Activities: Hobas is very close to the main viewpoint on the Fish River Canyon and is also the starting point of the four-day Fish River Hiking Trail. There is plenty of scope for day hikes and walks – but take your binoculars, as there are several species of mammal as well as an abundance of birds, insects and reptiles.

/AI/AIS RESORTAccess: The B1 is tarred, with the turnoff to Ai-Ais approximately 80km from Noordoewer. As soon as you turn off to Ai-Ais, the road becomes gravel.Accommodation: Several options are available, with seven self-catering bush chalets that are great for families, as well as 43 en-suite, air-conditioned rooms, and a campsite with clean ablutions and washing-up facilities.Security: Good – there is a security guard at

the gate until midnight.Cell reception: Good. (Namibian or roaming).Activities: Endless scope for walking, hiking and birding in the canyon, plus a tennis court, hot springs − indoor and outdoor pools; or the option of a luxury spa treatment.

DE HOOP CAMPSITEAccess: The three-hour drive from Sendelingsdrif to De Hoop is spectacular, with lots of twists and steep mountain vistas.

Waiting our turn at Sendelingsdrift.

Ais-Ais Resort



Accommodation: The campsite is situated on soft sand along the banks of the Orange River, with occasional grassy patches under big acacia trees. You can choose from 12 sites, which can each accommodate up to six persons per site. The ablution block has toilets and cold showers. No power is available in this very secluded rustic camp.Security: Very remote – no security guards.Cell reception: NoneActivities: Swimming in the river, fishing or lazing on the ‘beach’, hiking, walking and MTB. Take reading matter to while away the hot afternoons, and spend the night gazing at the stars.

HAKKIESDORING WILDERNESS CAMPAccess: You will need to get directions from the Sendelingsdrif entry gate, but expect to spend at least 4-5 hours in your vehicle.Accommodation: Very basic camp with three cabins, a communal kitchen, ablution facilities and a thatched boma. This last serves as shelter from the sun during the day and as a braai spot at night. Security: Good – completely remote.Cell reception: NoneActivities: Walking, hiking, and bird-watching; stunning flowers in season. This is, in essence, a hikers’ camp, and accommodation needs to be arranged well in advance.

SENDELINGSDRIF REST CAMPAccess: From Springbok, follow the N7 via Steinkopf to Port Nolloth and Alexander Bay. Outside Alexander Bay, a gravel road turns right to Sendelingsdrif and the park.Accommodation: There are 10 two-bed and four-bed air-conditioned self-catering chalets, complete with kitchen utensils and utilities, cold-water showers and swimming facilities. A small general store and filling station are open on weekdays. The peaceful campsite features running water, as well as clean ablutions with hot showers.Security: Good – people from the Northern Cape are very friendly and honest.Cell reception: Limited signal.Activities: Hiking and walking trails offer fantastic opportunities for bird-watching. A restored pontoon provides a convenient crossing point over the Orange River, saving you a four-hour drive.

De Hoop

Gamkab Canyon




SAND STORMERs

WORDS & PICTURES ANDREW MIDDLETON

If you don’t like sand, more sand, and the sound of a bouncing rev-limiter, you may not be cut out for the Battle of the Dunes, a tour that pitches ordinary drivers against some of the world’s highest dunes

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SAND STORMERs

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Marooned in this desert, with mountains of sand rolling in waves to every horizon, you wouldn’t last

very long; a fierce midday sun blisters exposed skin and no-one escapes the bone-chilling cold at night. This is true of the sandy landscape near the Kuiseb River. It’s a harsh environment that isn’t to be played with, but that’s exactly what we’re here to do, as part of the Battle of the Dunes tour.

Though large prizes are up for grabs, this is not really a contest between people. Rather, it’s a test of man and machine in harmony, pitted against some of the highest dunes on the planet. And, in this contest, there are no prisoners.

The brainchild of 4x4 guru Werner Schaap (owner of Weca Off-Road Centre in Centurion), this event was designed to get regular folk in regular 4x4s to experience the Martian landscape of

the Namibian desert – a place not even imaginable to some. In the course of five days in the dunes, all contestants are pushed to their limits, with novices getting stuck around every corner at the start, before progressing to conquer gigantic mountains of sand.

It’s here that the Dakar Rally teams fielded by Nissan and Toyota do their desert training. For good reason: the dunes are humbling, and a completely new driving style must be adopted. So much so, that, unless you’ve driven in terrain of this nature, no previous 4x4 training or experience will count in your favour. What’s more, as first-timer Sakkie Coetzee so eloquently puts it, certain parts of this tour will “scare the willies” out of most people. Steep drop-offs and high-speed sections are a severe test of nerve, and when you’re flying through the air at 100km/h, you’d better be ready for the ground.

On the first day of this dune baptism, we hit the beach on a section near Walvis Bay where it’s still legal to drive. The guys quickly learned − the hard way − that even 37-inch tyres are about as useful as a Speedo to an Eskimo if they simply sink. Laughter and bruised egos, however, did not stop the riotous fun, bringing back memories of embarrassing ourselves on BMX bikes. I suppose we’re all just larger, hairier children nowadays, and still need a laugh.

After most of our chassis had been sorely tested by sea water and the corrosive roads joining the salt mines, we got the trucks washed and headed to Lauberville, our base camp. This old recreation facility for the Namibian police force, since bought and refurbished by tour operator West Coast 4x4, was the place we would be calling home for a few days. It’s a minor oasis, resting between palms on the Kuiseb



• Considered one of the driest and oldest deserts on Earth, one theory has it that the bulk of the Namib Desert’s sand was windblown from the weathered sandstone accumulated on the banks of the Orange River, the mouth of which lies some 250km to the south.

• Though rainfall is extremely low, animals and plants survive thanks to the dense morning fog (malmokkies in local parlance) that rolls in from the Atlantic, which is itself cooled by the Benguela current.

• The sandstone beneath Namibia’s dunes is reportedly 18-19 million years old, while the dunes that rest on top are dated as being some six million years old.

FAST FACTS

Above left Remember to clean the muddy

brine off your 4x4 after driving the

salt roads near Swakopmund.

Above right The way Sakkie drives

in the dunes will destroy most vehicles,

but that’s why he bought a Vehicross

– a seemingly indestructible rally special. Right This

near-standard SWB Rubicon was the one

to beat. Below Our convoy lines up on

‘Sunset Dune’.

ADVENTURE • BATTLE OF THE DUNES


BattleOfTheDunes.indd 49 2015/08/05 11:47 AM

Top Wheel spin gets you nowhere. Above left Ostrich eggs litter the desert, though the ostriches themselves are rarely seen. Above right Sakkie Coetzee holds a baby Peringuey’s adder his hands. The bite of this threatened sidewinder is not fatal, though you may wish you were dead thanks to an excruciating headache.

Situated in an old police recreation camp at Lauberville, about 30km outside Walvis Bay, the accommodation is fully catered − three extremely generous meals per day. Lauberville is just 300m from the dunes; you won’t be left wanting any more sand. The concession on which vehicles are free to roam is an area approximately 80km by 80km, and can be explored only with a guide. Within the harsh dune landscape, ostrich roam free, eating whatever they can find, which includes roots and even the odd snake. Jackals are also a common sight, eating the mice that scurry between the bushes.

WHERE WE WERE



You’ll want more tyre for more flotation, more clearance to get over crests, and more power for long climbs. In fact, you want more of almost everything except weight – weight is the enemy. Big, powerful, petrol engines usually work best in the sand, thanks to their ability to rev higher, and to hold a gear longer, than a diesel motor.

Traction control is your other enemy in sand. Because many modern vehicles have a traction control system that cannot be completely turned off, they may struggle. On some of the Jeeps, we had to cut the traction control wires, because of the system’s tendency to apply the brakes in high-range when sliding.

In sand, a modern automatic gearbox confers some advantages because of its smooth-shifting nature and the lack of delay between changes. If, however, the auto has no manual override, the shifts could occur at a critical moment when you least want to alter the power delivery, and leave you in the proverbial dwang.

Up steep dunes, most vehicles prefer to use low-range, as there is less of a gap between ratios (hence the frequent calls of the rev-limiter). Of course, if you have enough power, high range could work, too.

Your tyres act in a very similar way to a speed boat that climbs out of the water as it gains speed. At higher speed, you have more flotation over the top of the sand and less tendency to bog and sink in; this is why big power is necessary, and why one can’t simply slowly crawl up a soft dune.

VEHICLES IN THE DUNES

River (which now only flows underground).

It’s sited just a few hundred metres from the 80 x 80km dune concession area that we’ll be exploring. This vast region took Don Niewoudt of West Coast 4x4 a full two years to learn before he started running guided tours. Though most of the desert looks the same to you and me, Don knows the place like the back of his hand. Every inch is mentally mapped, enabling him to take us on a number of circular routes full of soft sections and near-vertical slip faces which cannot be accomplished in the other direction. We were also

introduced to several play zones where skills can be honed and vehicles given a proper workout.

Speaking of vehicles, we had a few interesting numbers in the party, including a Wrangler Sahara which was clearly out to impress with its massive 37-inch tires, Rubicon axles and 2.8-litre diesel engine. There were two more Jeep Rubicons, a couple of supercharged V6 Land Cruiser bakkies, and an extremely rare Isuzu Vehicross (a two-door Dakar homologation vehicle powered by a 3.2-litre V6 petrol) driven by Sakkie Coetzee.

We were all out there to challenge each other on the dune-




• When in sand, lower your tyre pressure by as much as 70%. Without a gauge, one technique is to let air out for the same amount of time (say 60 seconds) on each tyre, and another is to let air out until the sidewall depth is lower on each wheel by a depth of two or three fingers.

• If you get stuck on a steep slope, reverse straight back down, keeping your front wheels as straight as possible – turning them will result in your vehicle snaking down the slope, possibly resulting in a rollover.

• When in doubt – flat out! If you’re going up a steep dune, remember to commit and don’t tap off the gas, otherwise you’ll sink.

• An exception to rule number three is if you’re approaching the crest of the dune; in which case, you tap off the accelerator just enough to slow down so that you don’t fly off the other side of the dune. Don’t stop completely, as you’ll more than likely be stuck with your chassis resting on the crest.

• If driving a manual, make quick gear changes to reduce the loss of momentum while the clutch is depressed.

• When taking off from a standstill, start slowly, and keep your wheels straight.

• Plan your route, and take the path of least resistance. If you’re bogging down, turn down a shallow slope to re-build momentum.

• If you get bogged, don’t spin your wheels violently – you’ll only churn up the compacted sand and get yourself more bogged. Sometimes, by slowly rocking back and forth and spinning your wheels very slowly, more sand can be pulled into the hole you’ve made, lifting your vehicle up and out.

• If going up a steep dune, avoid a rollover by going straight up and not across.

• Make turns as wide as possible to avoid having sand pile up in front of the turned front wheels.

• Coast to a stop without using the brakes, as braking causes sand to pile up in front of the tyres, which makes a pull-away difficult.

TOP TIPS FOR DUNE DRIVING

Top This tow recovery proved futile – a winch later proved the only way to extract this V6 Cruiser. Above 37-inch mud terrains proved a good choice in the sand, though this Jeep’s 2.8-litre diesel engine sometimes lacked the ‘krag’ needed on the steepest climbs.Below Nothing like the wind in your hair on the back of a bakkie. In this case Dani had to hold on tight as a 426kW Corvette racing engine threatened to throw him off the back.



climbing front, but I think it’s fair to say that nobody disliked being beaten by a dune more than Sakkie. A veritable nutter behind the wheel, Sakkie showed no fear and even less vehicle sympathy, ramping his Isuzu clean off the sand at every opportunity. Which was great for the guys shooting video, but less so for the passenger – which was me. I’ve certainly come away with new-found respect for the little sports car of the sand.

One particularly scary section, named Don se Gat, separated the men from the boys. Like a huge cereal bowl surrounded by dunes hundreds of metres high, this obstacle needs nerves of steel to tackle. The trick is to carry as much speed as possible when descending off the rim, so that you can climb high up the other side. The only problem is that you need even more speed to get back out

again. Rather like being in an elevator with a broken cable… your stomach lifts as the vehicle plummets at upwards of 120km/h to the centre of the bowl, briefly losing contact with the ground on its way down. As you enter the centre of the bowl, with the engine bouncing off the rev-limiter, the guts that were in your mouth a second before are crushed into your shoes by immense G-forces as the vehicle whips up the opposite dune. Absolutely insane.

In the near future, there will be more Battle of the Dunes events which will be morphed into something else entirely. Werner is planning to explore a route up the Fish River Canyon and into other areas previously unseen by 4x4 drivers. If you’re planning to go, just remember to leave your ego at home; it will get sand-blasted at some point.

PRIZESContestants in the Battle of the Dunes were awarded fantastic prizes, thanks to support from Opposite Lock, Bridgestone, Snomaster Fridges, Standard Bank Namibia, and Windhoek Breweries (the latter also organised an interesting brewery tour).

JOIN A TOURTours cost R8500 a person. Contact Werner Schaap on 0832261902, or email [email protected]. For further details, vehicle requirements, and to register, go to www.battleofthedunes.com.



BattleOfTheDunes.indd 53 2015/08/05 11:48 AM

WHITE-THROATED CANARY

FANCY NAME Crithagra albogularis

AFRIKAANS Witkeelkanarie

WORDS & PICTURES KOOS PIETERS

What comes to mind when you hear the word ‘canary’? Most of us would probably think of birds, and charming bird song. Others may be fortunate enough to have visited the

Canary Islands, and would no doubt think about the wonderful attractions of that destination. As I haven’t been there, I had to resort to a little research on Wikipedia, which reveals that the Canary Islands are a volcanic island group (also called an archipelago) off the southern coast of Morocco. They are among Spain’s farthest outlying territories.

These rugged islands are famous for their black and white sand beaches, popular holiday resorts and pleasant climate. Tenerife, the largest island, is dominated by the sometimes snowy peaks of Mount Teide, the third-tallest volcano in the world when measured from its base on the ocean floor, and which forms part of a national park with its own astronomical

observatory. The archipelago’s beaches, climate, and important natural attractions, like Maspalomas in Gran Canaria, and Teide National Park in Tenerife (a world heritage site), make it a major tourist destination with over 12 million visitors per annum.

The islands have a very pleasant subtropical climate, with long, warm summers and moderately warm winters. Now, that alone would be enough to make any canary sing for joy. But what is the connection? Well, it would seem that many of the variety of birds which we call canaries originated from that part of the world.

Strangely, though, the original name of the islands had nothing to do with birds. It is thought that the name Islas Canarias was most likely derived from the Latin name Canariae Insulae, meaning “Islands of the Dogs” – a name applied originally only to Gran Canaria. According to the historian,


SPOTTED

Sept15Spotted White-throated Canary.indd 54 8/4/15 2:29 PM

SPOTTED

IDENTIFY THIS BIRD & WINIf you think you can identify this bird, send your answer (along with your name and address) to [email protected]. The winner, chosen from the correct entries received, will receive a Suzuki-branded soft-shell jacket worth R900.

Pliny the Elder, the Mauretanian King Juba II named the island Canaria because it contained “…vast multitudes of dogs of very large size…” In fact, the connection to dogs is even retained in their depiction on the islands’ coat of arms. So, it seems pretty certain that the name of the islands was not derived from the birds we call canaries, but that the birds are named after the islands.

Where can I spot this bird?This particular species occurs from Namibia in the north and throughout the Northern Cape, to almost all of the Western Cape, the Free State and the south-western parts of Gauteng. They can tolerate extremely dry conditions and are often seen in dry scrub and thorn belts along dry Karoo rivers, as well as in coastal fynbos regions and grasslands with scattered bushes. What’s on the menu? They are mainly seed-eaters, but may balance the menu with a variety of small fruits and berries. In the Western Cape, they are often seen eating the berries of the Bietou bush. What’s special about this bird? Paging through your bird book, you will notice at least 12 or so different canaries, their names ranging from interesting ones like the Bully Canary – which is nowadays called the Brimstone Canary – to more descriptive names like that of the Black-headed Canary; far too many to list them all. They are more or less the size of a Sparrow, and have rather short and stout bills. Their plumage varies greatly − from yellow or greenish-yellow, to brown, chestnut and black. However, the one thing most canaries have in common is their varied and melodious twittering and chirping song. There can be few sounds more refreshing and inspiring to the weary soul than the song of a canary on a sunny morning.

Some of their habitat areas overlap with others; for instance, the Yellow Canary occurs almost all over the country except for the eastern parts. Then there’s the Black-eared Canary – now called the Black-eared Seedeater – which is found only in the east in places like Zimbabwe and Mozambique. But the fact is, that if you listen out for them, you are likely to find a canary to cheer you up and re-align your mood for the day almost everywhere.

Our feathered friend in the image above is very much a bird of the great Karoo, where they are common and plentiful. They sing their soothing songs in places like the Richtersveld and similar arid places, but they also like seeing new places, and will often disappear from one area and pop up in the next. But, as they are seedeaters, the one thing they can’t go without is water, and wherever they may wander, even in the driest areas, water will always be within reach.

But, come to think of it, why would so many canaries have departed from a place as exotic and attractive as the Canary Islands to settle in sunny South Africa? Maybe they’d found out what the historians claim to be the origin of the name, and decided to let the place go to the dogs.

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Sept15Spotted White-throated Canary.indd 55 8/4/15 2:29 PM

DEADLINE FOR LIONS?

The current rhino-poaching crisis has taken the lion’s share of publicity and funding. Although it is very important,

we need to be aware of other species that also need attention before it is too late – and one species that could do with some of the rhino’s share is the African lion.

In the 1940s, the wild lion population in Africa was estimated at 450 000

animals. By the 1980s, this had dropped to 100 000 animals. In 2015, there are approximately 30 000 lions – some say as few as 20 000 – left in Africa. This dramatic population decrease can be attributed to loss of habitat, conflict with cattle herders and subsequent persecution (mostly by poisoning), the bush meat trade depleting the natural prey base of lions, indiscriminate trophy

hunting in some African countries, canned hunting practices, killing for the muti trade in Africa and lion bones for Asia, and diseases like Feline Aids and Bovine Tuberculosis.

The International Union for the Conservation of Nature (IUCN) has categorised the African lion as “Vulnerable”, which means that there is a high risk of it becoming extinct in the


GAME WATCH

It’s not only rhino–the mane manne are in trouble, too

WORDS BRYAN HAVEMANN PICTURES DAVID HAVEMAN, BRYAN HAVEMANN, AFRICAN PARKS/RWANDA DEVELOPMENT BOARD

Sept15_GameWatch.indd 56 8/4/15 2:35 PM

The lion in Africa is categorised as “Vulnerable”. Numbers have dwindled from 450 000 in the 1940s to as low as 20 000 today, and they are locally extinct in many countries.

wild. Why wait till an animal is critically endangered before we start trying to do something?

One of the organisations in Africa known for taking an action-based approach is African Parks, and I was fortunate to have worked for them in Rwanda. When African Parks, in partnership with the Rwanda Development Board, took over the management of the Akagera National Park on the Tanzanian border, one of their first tasks was to restore the park to its former glory and bring back animals that were locally extinct. At one stage, Akagera National Park had well over 200 lions, but (after the genocide in 1994) all of them had been poisoned by cattle herders or shot by poachers and locals.

Lions are often referred to as a keystone species, and their presence as the apex predator has a cascading effect − not only on other predators like spotted hyena and leopard, but also on the prey base. It has long been recognised that the predator/prey relationship is kept in natural balance if the system is large enough and can be allowed to stabilise naturally.

When I was managing the park in 2010, we started the process (with the late Dr

Anthony Hall-Martin) of sourcing lions that could be reintroduced. As Akagera was not fenced, a suitable predator-proof fence had to be erected on the western and southern boundaries. The Akagera River is the natural northern and eastern boundary, with its associated fresh-water lakes and papyrus swamps.

African Parks was able to source lions from KwaZulu-Natal, where some of the smaller reserves needed to relocate surplus lions. The Phinda Game Reserve (run by &Beyond) and the Tembe Elephant Park (run by Ezemvelo KZN Wildlife) were able to offer the right sex-and-age composition to maximise their breeding potential. Pride dynamics was another consideration; and the eventual mix was five females from Phinda and two males from Tembe.

They all had satellite collars fitted so that they could be monitored once they’d been released in the park. After a road trip in specially designed crates to Oliver Tambo Airport, they were flown on a charter flight to Kigali International Airport in Rwanda. They were then taken by road on the two-hour trip to a specially-constructed 1000 square metre holding boma, where they were fed every three to four days to mimic their

natural feeding cycle. After two weeks, the lions were released into the park and are being closely monitored.

It is this type of practical intervention that – although hugely costly in the short-term – could help secure a future for Africa’s lions. The return of lion to Akagera National Park is a dream-come-true not only for me, but especially for the people of Rwanda and the dedicated staff of the park. I am sure that the impala, eland, zebra, De Fassa waterbuck, Masai giraffe and buffalo do not share our enthusiasm, as they will now have to sleep with one eye open.

While these lions were being introduced into Akagera in June this year, news broke a bit closer to home at the Karoo National Park near Beaufort West, of a young male lion which had broken out and gone on an extended walkabout. One of the more plausible reasons was that the older dominant territorial males had chased him away. It is reported that stock theft was minimal during the period this lion roamed freely on the surrounding farmlands, because people were scared to walk about at night. Interest in the fate of this lion – nicknamed “Sylvester” after that likeable cartoon character – created a media frenzy.

On his three-week walkabout, this three-year-old lion covered over 300 kilometres. (Fortunately, the story did not end with his being shot by a farmer with a .303.) During this time, he crossed over many farms as he evaded capture and dined on sheep and a kudu. Young male lions are not the best hunters, but I am sure that he had the element of surprise in his favour. It would have been the last thing that the unsuspecting sheep or kudu was expecting. The lion was eventually darted in the Nuweveld Mountains about 20km from the Karoo National Park boundary. Because of the difficult terrain, the tranquilised lion could not


GAME WATCH


Seven lions were recently relocated from Tembe Elephant Park and Phinda Game Reserve in KZN to Akagera National Park in Rwanda, in a friendishly complex operation which saw them air-freighted in special crates and released to a special holding boma before being released to the broader park.

be moved by road and had to be dangled under a helicopter on a sling and flown back to an exclusion boma in the park, to give him a chance to acclimatise and not be harassed by the older lions.

The last lion in that area was shot near the town of Leeu-Gamka in 1842. (“Leeu” is the Afrikaans name for a lion and “Gamka” is the San name for a lion.) Lions were only reintroduced into the Karoo National Park in 2010. Conservation authorities all said that Sylvester gave a very positive spin to conservation awareness in the Karoo, and his progress and eventual capture provided much speculation and entertainment value.

In South Africa, lions do not roam freely outside of Protected Areas, whereas in many parts of Africa where the Protected Areas are not fenced, lions still roam wild and often exist

in harmony with the locals − unless there is conflict arising from domestic livestock being caught and eaten by the predators. South Africa is often referred to as the country with all the fences in Africa – which is pertinent in the light of the recently released documentary Blood Lions. To our shame, South Africa is considered the canned-hunting capital of the world, and it is often the squeaky-clean image of tourists holding and petting lion cubs that fronts the murky practices hidden behind the scenes.

In South Africa, there are close to 200 farms and predator-breeding facilities housing more than 7000 captive lions – more than three times the number of wild lions found in protected and bona-fide conservation areas. Lions are provided from these farms, and breeding facilities, to supply demand for canned hunting, in which animals

– in this case lions – are released into a small area where they have no chance of escape from the hunter’s high-powered rifle. Often these lions are habituated to humans and do not show the same natural flight instinct of a wild lion, giving the hunter a distinct advantage. Unfortunately canned hunts – which can be offered more cheaply – have become commonplace and are giving legitimate hunters, who have a strict code of ethics, a bad name.

Seasoned wildlife campaigner, Ian Michler, who has a wealth of conservation experience, was a key driving force in getting Blood Lions made. His view is that, “...other than greed and ego, there are no reasons to be breeding lions in captivity to be killed in captivity. We believe that the film can be a global tool for meaningful change.”

A male lion on the map of Africa is the logo of the Game Rangers Association of Africa (GRAA), and their slogan is, “May the roar of the African Lion be heard by the children of our children’s children forever.” As a Professional member of the GRAA, I think this sums up what we all need to strive for, starting with support for predator-conservation organisations dedicated to keeping the African lion in the wild.


GAME WATCH


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WORDS & PICTURES GRANT SPOLANDER

OFF THE

HOEKTRAIL REVIEW: MOOLMANSHOEK PRIVATE GAME RESERVE

SA4x4 | 61



I realise it’s the wrong attitude, but I can’t help but view the Johannesburg to Cape Town drive on the N1 as a test of endurance

– a task to see how many kilometres I can kill before having to stop for a Red Bull break. Recently, it’s become worse; I now see it as a 15-hour life-or-death concentration game in which I need to overtake as many trucks as possible.

I drove the N1 a few weeks back and was shocked by how few cars were on the road. At times, 20 minutes would pass before I saw a fellow vehicle approach from the opposite direction. In contrast, every 90 seconds (or less) a heavily burdened truck would blast by. (A glaring sign that our country’s railway system has gone to pot!)

Perhaps everyone’s flying these days, or maybe they’ve found a longer, more peaceful route. I usually slog it out to save time, but with the painful memory of my last commute running fresh in my mind, I decided to take the long way home and pop in on a few 4x4 trails

– starting with the Free State.Few provinces can top the Free State’s

winter magnificence; a majestic place of leaf-filled streams, frosted rocks, and a thousand shades of amber gold. The province also makes me think of stone-walled buildings, log fires and Old Brown Sherry, which is precisely how we were greeted when we arrived at the Moolmanshoek Private Game Reserve.

Roughly 40 minutes from Ficksburg (near Lesotho’s northern border), Moolmanshoek is a 3 300-hectare farm bounded by tall sandstone rock – a horseshoe mountain wrapped around a valley of grass-covered plains, underground springs and wind-rustled reeds.

The farm had been around since the mid-1800s, focusing on cattle and cash crops; and, in those days, was visited by many hikers wanting to take in its breathtaking views and mountain trails. As the destination grew in popularity, more and more hikers asked about accommodation.

However, in 1996, this third-generation farm suffered a roof-crushing snowfall of nearly 1.5 metres, and the farm’s buildings were extensively damaged. There was a call for change, and the family made the decision to ditch the crops and dive into the tourism business. At roughly the same time, the farm introduced wild game to the area, encouraging the indigenous grass to reclaim ploughed land. In addition, the owners created three now-popular 4x4 trails.

Today, Moolmanshoek is best known for its 4x4 guides who lead on horseback, which allows them to move quickly through the convoy and direct less-experienced 4x4 drivers on the trail. That said, all three routes are by guide only, requiring a minimum number of three vehicles, and a maximum of 15.

The three trails (Langesnek, Visierskerf and Kiepersol Garden) boast the same Grade 3 rating, but each trail is different in length and offers a unique

62 | SA4x4

Typical Free State terrain: orange-stained cliffs and sweeping grass plains.


SA4x4 | 63September 2015 SA4x4 | 63

TRAIL REVIEW • MOOLMANSHOEK

The Moolmanshoek valley has no shortage of water, and, as a result, the reserve is vastly varied and full of life.



perspective on the reserve. Kiepersol, for instance, is a 20km

track that takes about four to five hours to complete. The trail crosses the nature reserve and heads through Sugarbush Proteas and indigenous bush. You’re likely to spot Black Wildebeest, Zebra, Blesbuck, Ostrich, Steenbok, Duiker, Springbok, Eland, Red Hartebeest and Mountain Reebuck along the way. Kiepersol is also a route well-known amongst birding enthusiasts.

The Langesnek trail is approximately 10km long and takes between two and three hours to finish. This trail starts in a wetland area, crosses large sandstone plates and makes its way to an expansive plateau with panoramic views.

The last trail, Kiepersol Garden, is an 8km drive taking two to three hours. This trail also treks over sandstone rock and through some arduous obstacles, and climaxes on the southern side of the mountain range.

To minimise the environmental impact of the 4x4 routes, the owners at Moolmanshoek have opted to route the trails as far as possible over the sandstone. The spin-off benefit of such a layout is that the rocky plates typically offer the best views from the mountain’s slopes, and, given Moolmanshoek’s horseshoe shape, there are ample gradients and many camera-pointing opportunities.

With its boundless mountain views, golden cliffs and wide-open spaces, the trails are presented as scenic drives rather than challenging courses. That’s not to say that there aren’t any thrilling sections to tackle. You should also expect

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Above The 4x4 routes generally hop between reed-lined tracks and huge plates of sandstone rock. You may need to disengage your rear diff-lock when making a tight turn on these rocks. Below Our dew-frosted spare tyre. Remember to bring gloves in the winter months!


a few rocky step-downs, smooth-faced ascents, and the odd muddy cross-axle.

In terms of vehicle requirements, the routes are not softroader friendly (mainly because of clearance issues), and even low-range vehicles such as the Suzuki Grand Vitara may battle. In fact, Grand Vitara owners are especially warned of the risks, and most vehicles with low-lying running boards are encouraged to remove such parts before attempting the trails.

Another consideration is that the sandstone rocks at Moolmanshoek are not entirely smooth; instead, they come

pockmarked with dips and undulations. The trick is to deflate your tyres as much as possible in order to absorb the bumpy ride.

Other activities at Moolmanshoek include game drives, night drives, hiking, fly-fishing, abseiling, mountain biking, and – their most popular attraction – horse-riding.

With more than 300 horses on the farm, it goes without saying that the folks at Moolmanshoek are more than qualified in the horseback safari department. In fact, they breed horses, and export some of their top endurance

animals to the Middle East.Unfortunately, because we were just

one vehicle, the guide jumped in the Navara with us and we weren’t able to photograph the 4x4-trained horses. Nonetheless, Moolmanshoek proved to be an exceptionally beautiful and memorable place: which is how most guests describe the reserve.

Whether you’re avoiding the N1, heading to Lesotho, or dashing to the Drakensberg for a holiday, I can’t think of a better place to stop than Moolmanshoek, with its magnificent horseshoe mountain.


There are ample paths and hiking tracks around the farm. If you do go for a walk, ask the lodge to pack you a picnic before you leave.


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TRAIL INFOPROVINCE Free StateNearest town Ficksburg (43km)Nearest fuel stop Ficksburg (43km)

GPS CO-ORDINATESS28° 37.939 E27° 59.990

TRAIL DETAILSTerrain Rock and grassveldGuided/Unguided Guided onlyOpen All year roundWill I get lost? No, you’ll have a guideDifficulty 3 to 4 (depending on how wet the route is)

VEHICLE REQUIREMENTSLow-range YesDiff-lock No (but definitely helpful at times)Minimum ground clearance 220mm

Tyres Most tyres will doRecovery points Not necessaryUnderbody protection Not necessarySoft-roader friendly NoWhat vehicle were we using?A Navara Arctic Tuck with 35-inch Cooper S/T Maxx tyres

PRECAUTIONSMalaria NoHeights Yes (but nothing serious)

BRING YOURFood and suppliesNot necessary if you’re staying at the lodge; may be needed if you’re camping.

Firewood You can buy at the reserve if you like.Quad bikes No

COSTSTrail R250 per route for guests; R300 for visitors.

AccommodationThere are multiple accommodation options available at Moolmanshoek. Spoil your spouse and book a luxury room, or get a group of mates together and book out the reserve’s dormitory. Alternatively, keep things natural, and camp. Prices range from R100 to R1 310 pppn for the various options. You’ll also be pleased to hear that Moolmanshoek boasts a terrific breakfast- and dinner menu; and, on request, they’ll pack a lunch/picnic basket for guests.

CONTACTCall (051) 933 2220 or visit www.moolmanshoek.co.za

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One of a dozen viewpoints you’ll

find on the reserve’s three 4x4 trails.


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4X4XFUN

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WORDS & PICTURES GRANT SPOLANDER

Light your fire

T he internet is littered with videos of trail-ride challenges gone wrong: here a double-cab rolling down

a hill, there a Jeep tipping backwards onto its spare wheel. No matter how competent your daily-driver off-roader is, there’s always a risk of damage under extreme conditions – usually with your insurance company taking the traditional hands-off approach.

It’s partly why many of us hang back a bit when it comes to climbing some legendary rock or fording a genuine river.

Until now, the cautious, the financially over-committed, and those with shiny new 4x4s (and sometimes a combination of all three) had no outlet for their pent-up thirst for thrills.

That problem has been addressed. It’s why we’re heading to Moegatle, which is about 20km from Brits, and the home

base of a new adventure off-roading enterprise called 4x4 Adventures.

This is how it works: You arrive, you register, you listen to the driver's briefing (delivered in understandable layman's terms), and you are then issued with a custom-built space-frame machine. You are then urged to spend the day climbing over mountains and getting dirty and dusty in the ditches.

But these are no ordinary machines. For starters, you’re open to the elements: there is no windscreen, so 40km/h on the section of dirt road between the base camp and the trail feels like the speed of sound. Solid side doors are absent, too, having been replaced by welded steel frames clad with netting to keep errant limbs out of the way in the event of a roll-over. Let’s just say that creature comforts take a back seat (although there isn’t one of those either) to single-minded ‘built-

Fancy a day or two of extreme 4x4 fun without the pain of vehicle damage or insurance claims? 4x4 Adventures has just the thing…

WORDS MARTIN PRETORIUS PICTURES LMC



for-purpose’. There are some storage boxes in the rear, though, which house a cooler box and a recovery kit.

Despite their outlandish appearance and decidedly unrefined nature, the (as-yet-unnamed) 4x4 Adventures buggies are very familiar under their custom-made sheet metal. What’s hiding under there are mostly Land Rover Discovery

Series IIs with just about all the body overhangs removed: everything ahead of the front wheels is radically pruned and the tail end is a vestigial stump right behind the rear wheels. The important Discovery bits remain in place, however, with stock drivetrain components and a choice between manual or automatic transmissions, and petrol or diesel powertrains.

Using a mass-market SUV as base material was a smart move; it means that these specialised dune and rock buggies retain much of the Discovery II hardware, including traction control, so they’re as easy to drive as a Sandton-bound mommy-wagon. Experienced off-roaders might frown at this, but off-road-capable traction control is a

gift from above to a novice driver with no understanding of diff locks or their impact on a vehicle's handling.

Don’t mistake easy driving with limited capability, because the special suspension nestled behind those standard Disco rims gives the buggies stability and great traction − even when suspended on three wheels over a ditch, or storming up a steep incline with the

front wheels barely touching the ground.The challenges are every bit as real

as you'd find at a pukka 4x4 jamboree, and the vehicles have to be just as serious to handle these conditions. The obstacles on the 4x4 Adventures trip to Moegatle are difficult enough to keep seasoned off-road drivers interested, and challenging enough to give first-timers a taste of the Camel Trophy experience... without the sleep deprivation and bridge-building.

Every step of the way, there's a friendly marshal on hand to help you clear the obstacle – leaving competent drivers to figure it out for themselves, but building confidence in newbies.

This is an introduction to off-roading as it should be: relaxed, yet exciting; thrilling, yet safe. Adrenaline will pump, some pants might be soiled, but, in the end, smiles are guaranteed – at the thrill of the ride as well as at the unstoppable character of the buggies. Few things, it must be said, beat the satisfaction of finally conquering that great granite colossus called Koos se Klim...

The challenges are every bit as real as you’d find at a

pukka 4x4 jamboree



4x4 Adventures is a spin-off from Lr Mega Centre (LMC), a Kempton-Park-based service, repair and customising business for all things Landy, who also created the buggies in-house. The outfit’s arrive-and-drive concept creates potential for low- risk off-road adventures, but could also easily become a tourist attraction in itself, or a great option for corporate or team-building events.

Various packages are on offer, including one- or two-day events at Moegatle, and four-day trips to Bundu Camp near Ventersburg in the Free State. The latter option includes transport from Johannesburg to and from the venue, and all meals, but doesn’t include bedding for the overnight stay. Price packages vary from R6 800 per day (for a two-person vehicle) at Moegatle, to R22 800 for two people on a four-day adventure. For more, got to www.lrmegacentre.co.za.

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Under the skin of these open buggies are mostly Land Rover Discovery II mechanicals, giving rookies enough confidence to tackle scary routes including “Koos se Klim” (above) after a day or two in the driving seat.



WORDS & PICTURES MARTIN PRETORIUS

STAR-SPANGLED JKIn their quest for the ultimate Wrangler, Onca 4x4 have bolted on a wagon-load of Smittybilt parts…

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SMITTYBILT JEEP


dual towing anchors), and offers the possibility of adding mid- or full-width end plates (or just keeping the centre section bare), with a selection of three bull bar designs for different applications. It all bolts together in a multitude of configurations, with the only limitation being the buyer’s imagination. Shiny billet-aluminium tow hooks, along with Onca’s replacement grille, round off the visage.

Moving around the sides, the sleek replacement fenders (not Smittybilt, but from the Bushwacker catalogue) catch your eye first, followed in short order by some mean-looking XRC (Extreme Rock Climbing) rock sliders and SRC tube doors. Everything fits precisely into the original apertures, and instantly adds an aura of serious off-road intent to the Wrangler. The doors even include bolt-on mirror-relocation brackets and door straps, for easy fitment.

The changes to the rear of this Unlimited are no less dramatic, with an XRC Atlas rear-bumper assembly replacing the standard item. The show- car features mounting brackets for two jerry cans and a single spare wheel, but a dual-spare bracket is also available. A Hi-lift jack is clamped to the top of the spare-wheel carrier, the load bay hosts a compressed-air reservoir, and a Smittybilt bow-less canvas roof replaces the standard hardtop. Add a very neat differential guard on the rear

Off-roading is a wildly popular pastime in America, so it stands to reason that some of

the nicest accessories for the Jeep Wrangler, that most American of four-wheel-drives, are designed and produced in the Land of the Free.

Fortunately for local Jeep enthusiasts, their customising options have now been expanded, courtesy of Onca 4x4, with the local release of a wide array of highly regarded Smittybilt accessories for the current-generation (JK) Wrangler.

We paid a visit to Onca 4x4’s fitment centre and factory in Bredell to give you a preview of the new arrivals.

Their show vehicle has been kitted out with an almost complete range of Smittybilt parts, to the value of almost R300 000, with very little left unaltered from the standard Wrangler Unlimited that they began with. Overkill, perhaps, but it gives a very good idea of what’s in the catalogue when it comes to building the ultimate JK. Let’s take a closer look...

Up front, you’ll notice the XRC Multi Optional Design (MOD) bumper in “Stinger” configuration. The MOD system allows the buyer a range of variations in front-bumper design. These are all built around the XRC platform (which comes standard with a reinforced winch cradle and



axle, and the Smittybilt Wrangler is as nice to look at as it is rugged.

Helping to preserve the pristine finish of that diff guard is a set of 37-inch tyres wrapped around 17-inch rims, which lift the differentials clear of the rocks and add extra ground clearance to the chassis.

Even though the Onca Jeep is a show car, the basic hardware should enable it to conquer almost any off-road trail – a transformation which will be complete with the imminent fitment of the obligatory diff locks. What, exactly, Onca will use to max their traction is still being discussed…

But this Wrangler is more than just a Smittybilt bolt-on beaut; it also serves as a mobile test bed for Onca 4x4’s local adaptation of Icon’s brilliant JK Jeep suspension system – which comprises a lift kit, redesigned suspension arms and

remote-reservoir monotube shock absorbers. The kit will eventually offer the option of extra-heavy duty shock shafts and adjustable damping rates (on higher-end versions), but even the most basic “Stage 2” system that is fitted right now is a winner. The improvements in the Wrangler’s ride quality are obvious; there’s a huge amount of additional wheel articulation, and the dreaded Death Rattle (an elusive and frustrating vibration at higher speeds common to many lifted Wranglers) appears to have been banished.

There you have it. With major cosmetic enhancements, practical additions and improved off-road performance, the Onca 4x4 Jeep is as mean as a Wrangler can be, short of giving it a camouflage paint job and mounting a machine gun to the roll cage. Then again, nothing is impossible in America...

Smittybilt front MOD centre R7545Smittybilt front MOD Stinger R3773Smittybilt winch X2O 12000lbs R13 899Bushwacker flat-style fender flares R12 250Smittybilt Atlas rear bumper with carrier R18 865US Wheels Stealth rims (each) R5996Smittybilt tubular doors (set of 2) R5660ICON Vehicle Dynamics 3-inch lift kit – Stage 2 R37 668 Monster Hooks (each) R4462Rigid Industries Q-Series spot lights (each) R7975 Smittybilt Rock Crawler rocker guards R7546Smittybilt trail jack R1 415 TOTAL R100 045

The full kit list takes up two pages….For more info, call 011 979 2690 or check outwww.onca4x4.co.za

THE (SHORT) LIST

SMITTYBILT JEEP

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Stage 2 suspension system features remote reservoir shocks, extra ride height and plenty of articulation without making the JK a handful on the road.


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COMMUNITY FORUMdiscuss all things 4x4

with like-minded enthusiasts

R10 000 WORTH OF prizes to be won!

GREAT OFFERS in our classifieds

You can place YOUR AD FOR FREE

EXCLUSIVE REVIEWS of recommended 4x4trails

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76 | SA4x4

Rad Rid Wolf G wagen.indd 76 8/4/15 3:09 PM

WORDS & PICTURES ANDREW MIDDLETON

LASLO WALTER’S 1990 W460 GELANDEWAGEN

A vehicle that splutters, pops, spits petrol and generally acts like a potential explosion on start-up, won’t usually be top

of the list for a first car. Most teenage guys with around R140K to spend would go for something with airbags, seats for the girls and a big stereo. But, for Laslo Walter, this wasn’t an option. The beige existence of hatchback ownership simply wouldn’t do, for one main reason: a new car would be reliable, and therefore boring.

After a very brief consideration of a Yaris, Laslo decided nay to that, and opted instead for a barely-running Mercedes-Benz G Wagen, nicknamed Wolf. He recalls that a relative

drove the spluttery Merc and informed him that it was a ‘dog’, and should be avoided like the plague. But Laslo persisted. Being a thoughtful chap, he didn’t take the decision without due consideration: the fact that he was 17 at the time meant that he had a full year to get the old beast going before his driver’s licence test. So, the Merc was bought while Laslo was at school, and an epic project was born.

This particular G Wagen had a chequered history. After the engine bay had been modified by an earlier owner to house an M104 3.2-litre straight-six from an S-Class Merc, the 230GE was flown to Australia to tackle the 2008 Outback Challenge. It was here that the clutch and flywheel disintegrated,

SA4x4 | 77


resulting in a poor finish: 42nd out of 45. After the abuse meted out in Australia, the old G Wagen came back to SA, where it sat for a while, slowly falling into a state of disrepair − until it was rescued by the intrepid teen.

Though the young soon-to-be-engineer had every intention of building up the injured G Wagen himself, fate had a different plan. His becoming friends with a 16-year-old adventurer called Adriaan would change the course of the G’s existence and turn it into what we see here today.

While Laslo focused initially on all the mechanical issues, Adriaan had arguably the most challenging task of rewiring the entire vehicle. A nightmare of multi-coloured plastic spaghetti had

to be pulled out and strung back in working fashion with only the skills Adriaan had learned from studying Ham radio for six months. The initial spluttering was diagnosed as a couple of faulty injectors, while the on-off button clutch (designed for racing) resulted in plenty of embarrassing hill starts.

However, the racing heritage isn’t all about downsides. An Independent Wolf ECU, custom side-exit exhaust and a cold air-intake means that the trusty six burns faster than its stock 161kW suggests. That newer engine is, however, still mated to the stock-standard, but still uber-tough, five-speed manual gearbox that originally came with the 230GE. As far as Laslo is aware, there are only ten other G

FEATURE YOUR RAD RIG & WIN A SET OF SPOTLIGHTS FROM OPPOSITE LOCKHow radical is your rig? We’re looking for tricked-out overlanders, outrageous weekend toys, or fully-restored golden oldies. Send details of your rad rig to [email protected] and win a set of Matmo spotlights sponsored by Opposite Lock if we publish a feature on your ride. The 6.7-inch 60W spotlights each contain 12 CREE LEDs and are priced at R6516 a pair.



Above The interior may not be neat but it does have a sub-woofer – prioritising is important. Top right The two-way radio is used for search-and-rescue missions in remote areas – something the vehicle is frequently used for.Middle right Warn 8274 Gigglepin winch is a competition unit, though now mostly used to recover others.

RAD RIG • RACING G WAGEN



Wagens on the planet with this drivetrain set-up.

Though the new engine provides heaps more grunt than the rather sluggish 95kW petrol engine the G came with initially, the stiff original sway bars remain, reducing outright wheel articulation. Fortunately, three standard, manually-actuated lockers keep the wheels turning over any terrain, despite it cocking its leg on the twisters.

As Wolf was initially built for the Outback Challenge, where terrain varies from sand and mud to slow rock-crawling, a stable platform was vital. To help reduce the risk of rolling over, as well as to improve traction, the standard steel wheels were widened by cutting them down the middle and adding

spacers between the two halves. This modification increases track width, while also allowing fitment of much wider tyres – in this case, a set of Mickey Thompson Baja MTZs. Supporting the frame is a set of four custom-made GT Shocks allied to Eibach coils, which provide a two-inch lift. The body is also raised two inches in the name of ground clearance, though it is clear that a soft, comfortable ride is of secondary importance.

This vehicle has been extensively rebuilt over the last few years, providing constant entertainment and learning over weekends. Laslo readily admits that, as a child, he would build a Mecccano or Lego 4x4 and, once it was done, he’d grow bored and throw it to one side;

• Year 1990 G Wagon W460, 230GE• Engine Mercedes-Benz M104 straight-

six 3.2-litre petrol• ECU Independent Wolf ECU• Suspension GT shocks, Eibach coils• Lift 2-inch body lift, 2-inch suspension

lift• Rims Widened originals• Tires Mickey Thomson Baja MTZ 35-inch• Bumpers R&D front and back bumpers• Winch Modified Warn 8274 Gigglepin

with Kevlar rope• Auxiliary lights Six Hella spots• Roofrack Hannibal• Two-way radio Icom• Other mods Powerflow stainless-steel

free-flow exhaust with side exit, wooden rear rack (floor and shelf ), snorkel, improved airbox, all wiring redone and lined with new a fuse box, a National Luna three-battery system, three bucket seats with four-point harnesses, a roll cage (40m of steel tubing), side window nets, and auxiliary switches – including emergency cut-off.

FACT FILE



so, it stands to reason that for Adriaan and Laslo, this G Wagen is simply a giant Meccano set, with the benefit that it’s a daily driver, too. Most weekend hours are spent building something for it, fixing an issue or making up a new issue, so that more work can be done. Until Laslo and Adriaan run out of imagination, this G Wagen will never be completed; they simply won’t let that happen.

Above Six Hella spotlights – a pair of Lightforce units will be added soon. Below left The guys admiring their creation. Adriaan (right) does the electrics while, in typical German form, Laslo does the engineering. Bottom left When in Australia competing in the Outback Challenge, Lewis Hamilton (who was competing in the Aussie Grand Prix at the time) happened to come across Wolf. He loved the truck so much a signature was due. Below right With suspension set up for hard hits, the thick sway bars limit articulation somewhat.

Thanks to Honingklip 4x4 course and brewery. Situated 10km from Botrivier on the R43 to Hermanus, the Honingklip farm offers spectacular driving from Grade 2 to Grade 4 trails as well as a craft brewery for a pint when you’re done driving. They have the best pork belly lunch this side of the Boerewors curtain. Phone 083 287 5112, or go to www.honingklip4x4.co.za

RAD RIG • RACING G WAGEN


Rad Rid Wolf G wagen.indd 81 2015/08/05 11:51 AM

How do you turn a 1994 Hilux SFA farm bakkie into a V8-powered showpiece? Turns out that it takes more than a few days and a fistful of dollars. The result? Priceless…

HOW TO

I have a total fascination with Toyota vehicles, mainly Hiluxes and the SUVs, but things really got going about five years

ago when I was working part-time for a mining equipment company in Middelburg. At this time, I was waiting for my renewed work permit allowing me to go back to Angola, where I had been working for Caterpillar as an expatriate.

One morning, one of the “old toppies” rocked up in his old farm Hilux, a wonderfully abused 1994 SFA with the 2.2 petrol engine. It looked like something only a mother could love.

I immediately offered the man R35 000

for it, and paid him the same day. He had to phone his wife to come and pick him up from work as I’d insisted that the Hilux was going home with me!

After many days and countless hours of Googling the hell out of rebuilding and engineering sites, I decided to rebuild the Lux completely from scratch, and fit a V8 Lexus engine. Disassembly and cleaning started on May 02, 2012, but, as I am a perfectionist, it still took three years of stop-go work, and a lot of help from my father, Phil van der Westhuizen, before I was able to take “Blitzkrieg” on its maiden voyage to Sodwana Bay. Now

that was an amazing voyage with the old man and an old van.

THE ENGINEThis is a 4.0-litre V8 engine imported from Japan. It is the 1UZ-FE that was used in cars like the Lexus LF400 – a lightweight, 32-valve, quad-cam unit with 195kW on the flywheel. DRIVETRAINI removed the automatic transmission that came with the engine and decided to go the manual-gearbox way. This meant having to rebuild the original gearbox. I also had a new bellhousing cast. The


WORDS & PICTURES JACO VAN DER WESTHUIZEN

Hilux Rebuild.indd 82 8/4/15 3:12 PM

Left to right Original doors; with power windows installed; new inserts prior to being upholstered.

Top left The Hilux as received, and before its first wash-down. Top right Stripped down and body work in progress.

The final product, complete inside and out, with new paint job, bull bar, rims and tyres and a Lexus V8 engine.

Left to right Original engine in place; just the bellhousing exposed; dash removed and rewiring about to start.


HOW TO • REBUILD A HILUX


BEST DAYSStarting the engine up for the first time: It was still hanging on a sling, with only the necessary connections and no exhaust manifolds. It sounded like a dragster.

Coming back from the panelbeaters: That new coat of paint, smooth panels, rubberising and cleanliness gave me my second wind, enabling me to push on and get it done.

Maiden voyage (around the block): With the exhaust system installed, and everything in place, it was just like that ‘last day of school’ feeling.

First real test: I decided to take my dad to Sodwana Bay for some beach driving. As I see it, if it doesn’t overheat on the beach in low-range four-wheel-drive, it will never overheat.

WILL I DO IT AGAIN? Oh, yes; but the next project will be an old 45 Series Land Cruiser with a straight-six turbodiesel engine.

I know that when I take this project on, my girlfriend will definitely leave me. However, when it’s done, she will find excuses for us to go on a drive to some or other destination.

flywheel was custom-made, and I used the clutch assembly from a Toyota Dyna to handle the output of the Lexus engine.

With this conversion, everything fitted the way it was supposed to; even the prop shaft lengths stayed original.

CHALLENGESVehicle electrical: Everything had to be stripped down completely and rewired from scratch. I now know precisely how the indicator system works.Finding parts: Being a Toyota man, I fit only original Toyota parts, and finding classic parts from the dealer was a lengthy and expensive process. I still need a dash cover and cigarette bin, as these have been discontinued. School fees: By doing everything myself, I learned that reading the manual is crucial. For example, I had to replace the starter motor three times. Ask any man with a Lexus V8 to do that job, and he will slap you.

Blitzkrieg poses next to Jaco’s dad’s Prado on its maiden voyage to Sodwana. First shakedown showed everything was in order, even when grinding through sand in low-range.

THE COSTSInitial vehicle cost R35 000Replacing wheel and differential bearings and seals (parts only) R2450 Replacing 4Y engine with 4.0 V8 Lexus engine (parts only) R24 000 Fitting BMW 740 radiator R2400Replacing five-speed manual gearbox bearings and seals R1850Fitting TNT branches with stainless free-flow exhaust R6000Fitting 2012 Hilux handbrake, steering wheel, roof light and seats: R3800Replacing interior with leather (roof, seats, steering wheel, visors...) R15 000Fitting electric windows, custom door panels and sound system R10 400New door rubbers, windscreen and heat insulation for cab R5600Complete re-spraying - and rubberising R15 000Additional 65-litre fuel tank R6300New Onca bull bar R9500BF Goodrich 285/70 R17 mud terrains and mag wheels R24 000

TOTAL R161 300


HOW TO • REBUILD A HILUX

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THE POWER IS IN

WORDS MARTIN PRETORIUSYou can turn your multimeter into a useful tool if you know what to look for…

WORKSHOP

Your off-roader has never let you down before: nothing can halt its progress, no matter how

severe the obstacle. It’s your trusted companion, the one you rely on to get you where you want to go, whatever the conditions.

Until that fateful morning when it refuses to start, that is. You whip out the jump-start cables (or connect your battery charger) and get it running soon enough, but when the same thing happens a few days later, you recognise the first signs that somewhere in the system, something has gone wrong.

This is usually the point where most owners would grudgingly hand the problem over to outside forces. Their first stop is usually the nearest battery retailer, where a man in an overall connects a strange box to your battery, twirls some dials, nods sagely, and then probably informs you that it’s due for replacement. In many cases, shelling out for a new battery solves the problem; batteries do wear out, especially so in vehicles which spend most of their time languishing under a carport.

YOUR HANDS

A simple, inexpensive (~R250) digital multimeter

can be a powerful diagnostic tool.

WORKSHOP ELECTRICAL DIAGNOSTICS.indd 86 8/4/15 3:18 PM


WORKSHOP • ELECTRICAL DIAGNOSTICS

But the battery isn’t always the culprit, right?As well-engineered as modern vehicles are, there are many things (apart from the battery) which could go wrong with the electrical system. It pays to do some investigative work of your own before heading off to the auto electrician, even if you don’t intend to do the repair work yourself. At the very least, you’ll be able to give the workshop a clear indication of where the problem might be, but you might also find that it’s well within your ability to perform minor repairs yourself and save a fair chunk of cash in the process. Especially if you happen to be stuck far out in the sticks.

And you don’t need a lot of exotic equipment to do this basic troubleshooting, either. Just lay your hands on a digital multimeter and a spanner to release a battery terminal, and you’re all set. With these simple tools, you’ll be able to check the battery’s general health, the alternator’s charge rate, and whether there is something in your vehicle’s electrical system which is draining the battery without your even knowing about it.

Multimeters look complicated, thoughAppearances can be deceiving: while there is a myriad of selections on these

Checking the battery voltage of a Discovery II TD5 with the engine off. Note that the multimeter leads are connected in parallel over the battery terminals. 12.1V indicates a charged battery.

devices, you’ll need to pay attention to only a few of them. (The rest are used for measurements which don’t apply to automotive electrics.) In order of importance, they are the voltmeter (denoted with V or DC Volt), ammeter (A), and ohmmeter (Ω). These selections allow you to do various simple tests, which give you an idea about where to start hunting for whatever ails your vehicle.Here’s a simple guide to interpreting the things a multimeter could show you…

USING YOUR MULTIMETERMeasuring the voltage is probably the simplest thing you can do with a multimeter, yet it could reveal a lot about the condition of your electrical system, and more specifically, about the battery and alternator.

Start off by checking the static battery voltage, simply by selecting V on the meter, and then connecting its leads to the battery terminals. With the ignition switched off (and, obviously, with the engine not running), a fully-charged battery will show somewhere around 12V (on a 12V system). This figure may vary, depending on the battery type and even on ambient temperature, but any reading substantially lower than this indicates a battery which is either partly or fully discharged

Next, look at the starting voltage: Keep the multimeter leads attached to the battery, and ask an assistant to start the engine. The voltmeter reading will drop while the starter motor is in operation, often into the mid-11V range (or lower in the case of diesel engines), but this is no cause for concern – the starter draws a lot of power from the battery, but a healthy battery will still have enough in reserve to power the engine’s electronics and fuel pumps. If the starting voltage drops into (or below) the 10V range, your battery doesn’t have enough starting capacity anymore, and needs replacement.

[Note: This workaround enables light-duty multimeters to give an indication of a battery’s starting current. The correct way (physically measuring the current given by the battery when under starting load) would put a lot of strain on most affordable multimeters, because they’re generally limited to a peak current that is far lower than the starter motor actually uses.]

If the battery sustains a high enough starting voltage, and the engine starts, it’s time to examine the charge rate. Yet again, the multimeter’s leads stay connected to the battery terminals, but (now that the engine is running) the operation of the alternator should increase the voltage to more than 13V. (13.6V is common, although some charging systems run as high as 14.2V).

The charging voltage might also vary with engine speed, giving a lower reading at idle speed and increasing to its maximum from around 2000 r/min – something often seen on older systems with less-advanced control electronics. If the charging voltage is barely above (or lower than) the static voltage, the alternator isn’t doing its job, and you will need a visit to the auto electrician to rectify the problem. This also applies to a too-high charging voltage, because over-charging will result in serious damage to the battery − as well as to the vehicle’s electrical system.

Current measurements involve a slightly more complicated procedure, which is due to the way the multimeter needs to be connected. Although voltage is measured with the multimeter



Most electrical components derive their grounding from one of these points, and a poor connection here could lead to hard starting and random malfunctions in the operation of lights, instruments and engine. Cable continuity is measured by touching the meter’s leads to both ends of any cable: any resistance-reading indicates an open circuit, leading to voltage drops in the system, which bring along symptoms similar to those of poor earth-connections.That’s a lot of information from a single instrument...And a multimeter can do a whole lot more. Let’s say you want to use a solar panel to charge your auxiliary battery, or you want to power your portable refrigerator (or any kind of accessory). You need to know if the solar system is capable of keeping the battery topped up, and you’d also like to know how long the fridge can run before draining the battery. In both cases, current measurement becomes your best friend. To understand how best to use it to your advantage, let’s have a look at battery capacity ratings.

Batteries are rated according to the amount of power they can deliver. If we take a 90 amp-hour (A-h) battery for

between the battery’s negative terminal and the chassis/frame, body, gearbox and engine, to measure the resistance of the various connections. You should see less than 1Ω resistance between battery negative and any of these components – if not, it’s time for some new earth cables.

connected in parallel with the battery, current can only be measured as it flows through the meter. Most multimeters have a limit to the current they can handle (usually around 10A), which restricts us to mainly measuring current draw in the system. To do this, you’ll need to disconnect one of the battery terminals, switch over to the ammeter (A), and connect the meter’s leads between the battery terminal and its corresponding cable.

The readout will show you whether something is quietly sucking the life out of the battery while your vehicle is switched off. The upper limit for current draw is around 30mA, but acceptable values are in the 7-15mA range. Higher readings point towards parasitic losses, where offending circuits can be identified by pulling the fuses, one by one, until the current draw drops to acceptable limits. Tampering with airbag fuses is not recommended, however: they might react adversely to accidental sparks, leading to a great deal of inconvenience and huge expense.

Measuring resistance is mostly handy for tracing poor earth connections, or checking for continuity in battery cables. To examine earth connection integrity, switch the meter to its ohmmeter (Ω) function, and connect the meter leads

Measuring the current draw on a Discovery II TD5. Note that the battery’s negative terminal is disconnected, and that the multimeter is connected in series between the battery and the vehicle’s earth cable. The appropriate ports on the multimeter are used – in this case, the measurements cannot exceed 10A due to the meter’s design limitations. A current draw of 96mA indicates severe parasitic losses in this Disco’s electrical system – no wonder that the battery drains when the vehicle is parked for more than a week!

The same Discover’s battery voltage with the engine running – the voltage has jumped to 14.5V, indicating a healthy charge rate from the alternator.

WORKSHOP ELECTRICAL DIAGNOSTICS.indd 88 2015/08/05 11:53 AM


WORKSHOP • ELECTRICAL DIAGNOSTICS

This 2000W inverter can drive your microwave and laptop – for a short while. Remember to install a dual-battery system to go with it!

Measuring the integrity of this car’s earth connection: 0.00 ohm resistance between battery negative and the engine indicates a perfect earth

example, the rating means that, when fully charged, it will be able to deliver a continuous current of 90A for a period of one hour before being completely discharged. (This is an idealised rating which will never be encountered in the real world, because the act of discharging generates heat, which adversely affects the battery’s ability to deliver the energy stored within. However, for the sake of simplicity, we will assume that the battery is operating under ideal conditions.) The inverse is also true: should a discharged 90A-h battery be fed a steady current of 90A, it will take one hour to achieve a fully-charged state. (Again, idealised.)

Thus, if your multimeter shows that a solar panel delivers a current of 3A to the circuit, it will take 30 hours to fully charge the battery (3A x 30 hours = 90A-h.) Likewise, a fridge which shows a 3A current draw at the battery will (theoretically) be able to run for 30 hours before the battery is fully drained (90A-h / 3A = 30 hours.) If you can measure the current entering or leaving the system, it becomes easier to specify the optimal size for the auxiliary battery as well as your solar panel. That’s a useful skill to have – and all thanks to your new-found proficiency with the multimeter.

Let’s say I want to power more than just a fridge...Inverters are a fairly recent development, and enable you to operate 240V (alternating current) appliances even when you have only a 12V (direct current) battery available. In simple terms, an inverter is basically a sine wave generator (by means of transistors, inductors and capacitors) combined with a step-up transformer, which converts a low-voltage DC input to a high-voltage AC output. Of course, high-voltage appliances generally use a lot of power: a laptop computer needs about 300W to recharge, and a microwave oven can consume up to 1100W. The inverter’s

operation also incurs some power losses, which means that it won’t take long for any inverter-powered equipment to drain your battery.

Ignoring inverter- and battery-efficiency losses, the laptop will discharge a 90A-h battery in 3.6 hours, calculated according to the generally accepted formulas – for those with a mathematical inclination:At 240V: Power required @ 240V/Voltage required @ 240V = Current Required @ 240V, thus Current Required @ 240V = 300W/240V = 1.25A. Transformer ratio: Vout /Vin= 240V/12V = 20At 12V: Current @ 12V = Current required @ 240V x Transformer Ratio = 25AAnd finally: 90A-h / 25A = 3.6 hours.

The microwave oven will, with the same calculations, drain a 90A-h battery in less than an hour.

Unfortunately, we cannot ignore inverter- and battery losses in real life, which means that the effective usable time could easily be reduced to half this theoretical time (assuming total system losses of 50%.) So, if you want to run anything more serious than a TV or laptop from your vehicle, be sure to add a supplementary battery – and a cut-out switch to isolate the main battery from the spare one – otherwise you might be stranded in the morning!

Armed with the mighty multimeter and a little bit of math, you’re now equipped to diagnose your own electrical maladies, able to argue with the auto electricians if they try spinning you a yarn, and capable of specifying an inverter and an auxiliary battery. Use your new-found power wisely!

Batteries are rated according to the power they deliver; this number in amp-hours also gives a good indication of their charge and discharge rates. Starting problems are not always the fault of the battery – though it’s worth checking out its performance with your new-found multimeter skills.



READERS’ RIDES

JAYSON HILLVicky Roux sent in this pic of Jayson Hill throwing a few rooster tails in the Atlantis Dunes near Cape Town, in his Suzuki Grand Vitara.

CHRIS (BILLY) BOTHA There are some sights that stay with you forever, and this is one of them, says Chris Botha: his Land Rover Defender under a starlit sky at Deception Pan in the Central Kalahari Game Reserve. He was parked up at Kori campsite during a trip in March this year.

WINNER

MORRIS DU TOITIt’s a little-known scientific fact that, when viewed in the side mirror of another Cruiser, the standard 2007 Land Cruiser 4.5 EFI actually shrinks, and its track narrows. This is indicated by a photo taken by Morris du Toit’s father while in the Tuli Block in Botswana. Prove us wrong…

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READERS’ RIDES


ARTHUR SALVADOMufasa, the Chev Trailblazer owned by Arthur Salvado, is getting plenty of off-road time: here it is tackling the Moolmanshoek 4x4 Trail, with the Witteberg in the background.

PAUL REDELINGHUYS

The Limpopo River was high, but not in flood, when Paul

Redelinghuys and family came that way from Tuli in

Botswana. His reliable, comfy ride is a 4.0-litre V6 Prado with OME suspension, dual-battery system, winch, Opposite Lock

bull bar, Safari snorkel, Escape Gear seat covers, Hella spots, Kenwood two-way radio and 180-litre long-range tank. He tows a fully-kitted Conqueror

Companion to ensure that remote camping is a pleasure.

BENNIE DURANDThink fully-kitted, and you’re looking at Bennie Durand’s 2014 Ford Ranger XLT 4x4. It was recently seen splashing about at Botlierskop Game Reserve near Hartenbos. This XLT has been enhanced with Ironman suspension, Offgrid front and rear bumpers, Stofpad rock sliders, bash plate, Warn winch, snorkel and 16-inch A-Line mags shod with 285/75 R16 Goodyear Wrangler DuraTrac tyres. That’s before you take in the Raptor grille, bonnet vents, studded fenders and Vision LED spotlights.


READERS’ RIDES


SNAP YOUR RIDE AND WIN A PLANETRON BRIGHTER LED LIGHT WORTH R2730Send us a high-res photograph (1mb or larger) of your 4x4 (or one owned by a family member), and each month for the next four months, one lucky winner will receive a Planetron Brighter 4-LED light bar to the value of R2250, and a set of mounting brackets worth R480. These lights are new to South Africa, and feature a new lens technology called TIR (Total Internal Reflection) which sets them amongst the brightest LED lights in the market. For more information on Planetron’s Brighter LED lights, call 0861 PLANET (752638), or go to www.planetron.co.za. Winners stand a chance of winning the grand prize, a Planetron Brighter 24-LED light bar and mounting brackets worth R10 500. NOTE: Send your images to [email protected]. Remember to include your name, address, contact numbers and a short description of vehicle and place.

PETER & SUE COLEOn their way to join the Bhejane Wild Zimbabwe tour, Peter Cole stopped to take a snap of his wife, Sue, and their 2015 VW Amarok TDI 4Motion near the Stockpoort/Parr’s Halt crossing into Botswana.

JOHAN DE KLERKThe bridge over the Seekoei Rivier between Colesburg and Philipstown in the Northern Cape marks a transition point between the tar and gravel leading into the vast Karoo − just where Johan de Klerk chose to park his 2001 Jeep Cherokee 4l Sport, with the Sjineeshoedberg (Chinese Hat Mountain) in the background. He tells us that this mountain was documented in 1778 by Robert Jacob Gordon, who also planted a marker nearby, known as Plettenberg’s Beacon, to indicate the northern border of the Cape Colony. The beacon was ignored by both the settlers and the local Bushmen, then destroyed. The pieces were later recovered by a farmer and are now kept in the National Archives in Cape Town.

CRAIG VENTERHalfway up a snow-fringed Sani Pass, Craig Venter stopped his 2005 Hilux KZ-TE 4X4 double-cab to take in one of his favourite views. This Hilux is a daily driver which has racked up 160 000km, but is ready for any overland challenge with its two 40-litre Engel fridges, three batteries, two spare wheels and extra fuel- and water tanks. There’s better engine performance thanks to a chip, intercooler and free-flow exhaust. It usually sports a roof-top tent and awning for longer trips; and, says Craig, all that’s missing is an Alu-Cab canopy.



PRIZES TO BE W0N!

THIS MONTH’S WINNERJOEL LEATAGE: 12

SEND US YOUR ENTRIES: Post: Send to Junior Explorers’ Club, PO Box 31062, Tokai, 7966

Email: Scan an original drawing, or send us digital artwork via email to [email protected].

Please make sure you include a photo of yourself together with your name, age and your mom’s or dad’s contact details (including their email address).

Entries featured on this page will win a mini LA Sport Jeep or another prize of equivalent value. Entries are restricted to children between the ages of three and 12. The judges’ decision is final and no correspondence will be entered into.

JUNIOR EXPLORERS’ CLUB

Sept15JuniorExpl.indd 93 8/4/15 3:24 PM


Splendid variety of circular 4x4 trails up the Plato of the Malaria free Waterberg Mountains, down River Ravines, through Savannah grasslands, pass Rocky Pools and Mountain Dam with Unpolluted water. Accommodation variety offers Selfcatering Lodge, Villa, Chalets, Semi Camping Units, Campsites and Hikers accommodation. 4* Facilities offers Spa, Conferencing, Restaurants, Bar, Cable Car Rides and Golfing within 9km from our gate. Curio shop on Serendipity premises. Follow us on Facebook: Serendipity Eco Offroad Trails

Trail distance: Various Best time: All year

Min vehicles: 1 Max vehicles: 40

Low-range: YesGood ground clearance: Yes

Mookgopong, 12 km GPS: S24° 37’ 00.3” E28° 36’ 04.7”

Riette / Wilma, 082 553 3266, [email protected], www.serendipitytrails.co.za

LUVUVHU 4X4 TRAIL

LMP GRADE 3-5 SELF

The best 4x4 game drive adventure around. Join the guided Luvuvhu 4x4 Trail in Phalaborwa and travel through two game reserves, Letaba Ranch and Makuya Reserve, ending near Pafuri. Offered as a 4 or 6 night trip it's a self-catering, self-drive safari. There are shorter options covering only Letaba Ranch or Makuya Park. You'll need a low-range, high ground clearance vehicle, a love of the bush and a desire for an adventure.

(021) 701 7860, [email protected], www.dolimpopo.com

PhalaborwaLMP GRADE 3-4 GUIDE

Just 40 min drive from Jhb and Pretoria close to Bronkhorstspruit dam, at the most Eastern tip of the Magaliesburg. 4x4 Kungwini offers you a basic Academy track with 12 clearly described obstacles, an Advance track with 17 obstacles, a recovery training track, an 21km long Eco Trail and a short birding route. Enjoy this outing with your family and friends. For your convenience we offer Picnic spots, Braai facilities, Boma, Lapa & clean ablutions with hot water and a camping place. Excellent for training! Facebook: 4x4 Kungwini

Trail distance: 1,4km to 21km Best time: All year Min vehicles: 1

Max vehicles: 40Low-range: YesGood ground clearance: Yes

4X4 KUNGWINI ACADEMY TRACKS AND TRAILS

Bronkhorstspruit, 12 km GPS: S 25.51.972 E 028.42.033’

Hugo Prinsloo 082 494 0950 ∙ Johan Klopper 083 277 [email protected] | www.4x4kungwini.co.za.

GP GRADE 1-4 SELF GUIDE

BASS LAKE ADVENTURES

Bass Lake offers a very unique venue, including a 10 ha lake filled with clear spring water. The trail is technical with very interesting obstacles that are vehicle friendly. We offer 4x4 courses / team builds/ fun days and can supply vehicles for these bookings. See website. NO 4x2 vehicles! Day visitors welcome. You may swim/ kayak/dive/snorkel etc. after your 4 x 4 drive. You may camp over or book into our tented camp, offering “back packers” to en-suite lodges. Casual, fully licensed coffee shop open from breakfast onwards, with take away.

Trail distance: 14km Best time: All year Min vehicles: 1

Alan Pepper, 083 250 4385 o/h: (016) 366 1127/8/30, [email protected], www.basslake.co.za, www.facebook.com/basslakeadventures

Max vehicles: Call/ e-mail us , if + 6 vehicles per group, for input Low-range: YesGood ground clearance: Yes

Meyerton, 1 km GPS: S 26º 31' 41. 9" E 028º 03' 50. 3"GP GRADE 2-4 SELF

EVENT: Watch website for 2016 - www.battlefieldtrophy.co.za Trails: On a farm, at Langkrans, breeding place of the Black Eagle, meet 3 Provinces (Mpumalanga, KwaZulu-Natal & Free State). It is surrounded by mountains, breathtaking ravines and mountain streams with spectacular views. Accommodation: Self-catering – 4 Mountain cabins – the Rock cabins, a must when you visit us. Camping is in pristine surroundings at the foot of cliffs, next to a rippling stream and far from civilization. Hot showers & toilets. No electricity. Own tent & 4x4 caravans. You’ll need a 4x4 with good ground clearance to get there. Activities: Clay Pigeon Shooting, Farm dams (angling, swimming & canoeing), relaxing Hiking trails and splash pools along the water streams.

082 785 8002, Tel: 017 735 5286 [email protected], www.3provinsies4x4.co.za

3PROVINCES 4X4 ADVENTURES

Volksrust, 18km GPS: S 27° 22.076’ E 29° 44.704’MP GRADE 2-5 SELF GUIDE

TRAIL SHOWCASE

LUDERITZ/KOICHAB 4X4 DUNE TRAIL

Luderitz, 90km GPS: S26 10 28.3 E15 59 22.2

Drive the mighty Koichab Dunes in the Namib at day, sleep under the stars at night. One or two night trips. Best views of this beautiful land. Ideal for Groups / Families.We provide: Toilet / Shower and meals. Bring your own tent.

Trail distance: 300+km Best time: All year Min vehicles: 10 people

Heinz : + 264 811288050, + 264 63202958 [email protected], http://noextours.weebly.com

Max vehicles: 14Low-range: YesGood ground clearance: Yes

NAMIBIA GRADE 3-4 GUIDE

SERENDIPITY ECO OFF ROAD TRAILS

SPRING FESTIVAL! 4x4 and Photo competition! Come and join us on 5 September at Buffalo Gorge’s Mpumalanga - BIG 4x4 Festival! . Fabulous prizes up for grabs!! – Come and share this great week-end EXCURSION with us ! Visit www.buffalogorge.co.za “Upcoming Events” for more info or contact Ryk.

Contact: Ryk, Cell: 083 528 [email protected], www.buffalogorge.co.za

BUFFALO GORGE ECO ADV. CENTRE

Middelburg, 36km • GPS: S-25.54763 E-29.56321MP GRADE 3-5 SELF GUIDE

Trail Showcase.._Sep 15.indd 94 8/4/15 3:27 PM

September 2015 SA4x4 | 95

A tough two-day 4x4 guided trail starting in bushveld with sandy tracks. Trails wind through fairytale gorges and valleys, steadily climbing up hill and mountain passes on typical rocky mountain trails. Overnight on mountains in own tent. 15 vehicles maximum. 100km north of Pretoria near Pienaars Rivier, Mpumalanga. Not for vehicles without low-range. R550 pv (all inclusive).

Peter: 082 558 6184, 012 379 1715, [email protected]

A tough two-day 4x4 guided trail starting in bushveld with sandy tracks. Trails wind through fairytale gorges and valleys, steadily climbing up hill and mountain passes on typical rocky mountain trails. Overnight on mountains in own tent. 15 vehicles maximum. 100 km north of Pretoria near Pienaars Rivier, Mpumalanga. Not for vehicles without low-range.

R500 pv (all inclusive).

RUST DE WINTER 4X4 BUNDU TRAIL

MPPretoria, 100km

3-5GRADE GUIDE

Peter: 082 558 6184 012 379 1715 [email protected]

rust de winter 4x4 bundu trail

MP GRADE 3-5 GUIDE • Pretoria, 100km

A challenging and adventurous off-road trail that tests thedriver and vehicle to the limit. This is a guided or unguided4x4 trail and offers an unusual combination of rock, sandand mud/water (rainy season) driving. After a full day of action come & enjoy our swimming pool & bar. The area is also quadbike, bicycle and mountain bike friendly. We also have accommodation, campsite, safari tents and a conference hall available for functions.

Alex - 082 823 1004 - Betsie Fullard 082 441 [email protected], (f)moegatlefourbyfour

MOeGatle 4 x 4 trails & aCCOMMOdatiOn

FS GRADE 3-5 4x4 Guide Brits (North West Province), 34 kmTerrain varies from stone, sand, mud and water GPS 25 24’06.95 S 27 43’36.04 E

trOMPie Off-rOad traininG & adventures wOlweklOOf 4x4 trail

Large Lapa for corporate functions & Team building. This trail is a must for all 4x4 enthusiasts.Beautiful scenery and lots of photographic opportunities. Camping own tents or caravans. Basic 4x4 training also done.Charge per 4x4 R200. Bookings essential.

Anthonie Cell 082 928 7702/Neels 082 334 3265

GP GRADE 3-4 15Km various routes + Academic track. Guided Only.

trail showcase • training

Johan offers the executive individual a full one on one 4x4 training on an academy track best of its kind and designed by himself, social training for large groups and TETA unit standard 254135 and 254154. (2 days each) Assessor reg no. TETA-ASSR12-424 Accommodation available Close to Gauteng, Middelburg and Delmas. Available in the rest of SA.Driver risk management/assessment for 4x4 industrial fleet owners.

[email protected], 083 277 4648

JOhan 4x4 aCadeMy Of traininGGP GRADE 1-4 4x4

east rand tOyOta

Based in Gauteng on the East Rand, ERT 4X4 offer various levels of Off Road Driver Training from basic Vehicle familiarization, to Winch and Recovery work. Utilizing various venues to suit your requirements and needs. In a safe and controlled environment we are sure with our 30 years experience you will gain the necessary information you will need to enjoy your vehicle that much more. All makes and Models of 4x4 vehicles are welcome.

Contact Tony Yeo on 011 841 1700, 072 446 4732, [email protected]

GP GRADE 1- 4 • 4x4 / 4x2 GPS: S26.10'49" E28.14'49"

Write to our forum section for expert troubleshooting

Technical problems?

Send us the details of your 4x4 problems and we’ll pass them on to an industry expert. Email your query

to [email protected], and remember to include all relevant details such as

vehicle year and model.

Trail Showcase.._Sep 15.indd 95 2015/08/05 10:21 AM


Contact Dekker Smit for more information - Tel: +264 81 122 0168 - [email protected] www.omalweendo.com

OMALWEENDO SAFARIS4 X 4 SELF DRIVE / CAMPING TOURS ALONG THE NAMIBIAN COASTThe Namib desert stretches over 2 000 k’s from the southern border to north of the Kunene River. The area is made up of high sand dunes, mountains, savannah and dry marshes. Various animals e.g. Gemsbok, springbuck, ostriches, brown hyena, silver jackal are plentiful along the coast.LUDERITZ - WALVIS BAYThe trip starts in Luderitz: En route we will visit Suzy, the Ford lorry, a legacy of Mose Kahan from the diamond era of the previous century, the bulldozer at the Uri Hauchab Mountains, Fishersbrunn, Grillenberger, Charlottenfelde and Holsatia which are all ghost towns from the diamond era. We will visit the Eduard Bohlen shipwreck and the skeleton of the meat factory, south of Sandwich Harbour. We will also transverse the well-known roaring dunes.

SWAKOPMUND - KUNENE MOUTH - KAOKOLAND The trip starts in Swakopmund: We will travel along Terrace and Moewe Bay to Cape Fria where the seal colony is. Then via Angra Fria to Kunene Mouth. Amongst other we pass the wreck of the Ventura Bomber which crashed in November 1942 during a rescue operation of the Dunedin Star and you will see graves of the seamen of the Charles Elliot who perished during the rescue operation. We exit the Skeleton Coast from Angra Fria and travel through Kaokoland, home of the Himba tribe. At Sesfontein we exit Kaokoland.

The safety of our guests is paramount to us - we do not expose them to high risk driving but rather plan our trips around safe family fun.

TOURS

PLACES TO STAY

T: +267-71247225 E: [email protected] W: www.goo-moremigorge.co.bw

Explore the Ancient Natural Beauty of Moremi Gorge within the Tswapong Hills of Botswana, where Endangered Cape Vultures breed on the outcrops above the Ancestral Waterfalls, in the Protected Conservation Area of Goo-Moremi Gorge!

» Guided Walking Trails» Fantastic Birding & Night Skies» 5 x Large self-contained Campsites » 6 x Serviced self-catering ChaletsWithin 1½ hours drive of Palapye, Selebi-Phikwe & Martins Drift!

MANSFIELD PRIVATE GAME RESERVE EC

A unique family friendly destination on the banks of the Kowie River,

Port Alfred. Offering self-catering accommodation, camping and

caravanning. Game drives, 4x4 routes, hiking, fishing and canoeing

available.

046 624 8199, 079 968 0222 [email protected], www.riverhotels.co.za

Contact Don or Annelene +264 817752886 | +264 817752887 - www.westcoast4x4.co.za | [email protected] | [email protected]

WESTCOAST 4X4 NAMIBIA We offer several self drive 4x4 tours in Namibia and are a Namibian based company. Don Nieuwoudt, the owner, was born in Namibia and thoroughly knows the country. He has been doing tours in the Namib Desert since 2002 and is an expert in dune driving. He also trains all South African Dakar drivers and international drivers.

WESTCOAST 4X4 OFFERS THE FOLLOWING TOURS:Lauberville, Big Dune Driving Lauberville is Don’s camp in the Kuiseb river next to the highest dunes in the world. • Nice clean chalets with electricity | Big kitchen where they serve 3 meals per day• Hot and cold water ablution blocks • Swimming pool, DSTV, WIFI and cell phone reception• Torra Bay, Fishing and Dune driving

• Torra Bay is in the Skeleton Coast Conservancy and we offer dune and fishing trips 10 months a year.• Terrace Bay is 48 km from here and has the best fishing areas in Namibia and big dunes to drive.• Modern tents (with stretchers and mattresses) are set up 50 meters from the sea • Big kitchen which serves 3 meals per day, and also has a braai area• Modern ablution blocks with cold and hot water • Electricity and freezer facilities for your fish• Fuel & fishing permits available • Lots of wild, desert animals, to see in area LUDERITZ TO WALVIS BAY, Kaokoland and Caprivi tours also available . You can make up your own group or join other groups. We can tailor make the trip to suit your group’s needs - anything is possible with Westcoast4x4.

Trail Showcase.._Sep 15.indd 96 8/4/15 3:27 PM


Going strongGPS TALK

Kevin Bolton is NavWorld’s satellite navigation and mapping specialist. Contact Kevin 082 564 3639 or 011 791 0205 or [email protected]

GPS/NAVSTARGPS IS NOW 20 YEARS OLD

The 17th of July 2015 was a big day for GPS, marking its 20th birthday. Also known by its official name, NAVSTARGPS (Navigation Satellite with Timing and Ranging), the system was up and running (but

not complete) as far back as 1991 during the first Gulf War, but was declared fully operational only on 17 July 1995.

In 20 years, this international system has grown by leaps and bounds. In the beginning, all a GPS receiver did was to give latitude and longitude, with a few waypoints. Today, the system has a wide range of applications.

GPS grew out of the Transit System of 1960. In the mid-Sixties, the concept of what we know today as GPS was born. The first satellite was launched in 1978, and, as far as I know, was retired only in 2008. By 1985, there were 10 satellites in use, which allowed the system to be truly tested.

By the end of 1993, the full complement of 24 satellites was in outer space, and full functionality was achieved in April 1995. Today, there are 32 healthy GPS satellites in outer space, although some sources say there are only 31. Not all of these satellites are operational at any one time: the additional satellites act as back-ups, as the system is designed to be fully functional with 21 satellites.

In May 2000, Selective Availability was switched off. This allowed greater accuracy of (generally) 3-5 metres. Before, when Selective Availability was enabled, accuracy could be anything between 50 and 100m, degrading at times to about 300m in a ‘worst-case scenario’. This did not happen often.

Today the system continues to grow, with approximately four billion satellite navigation receivers expected to be in use by 2016. By 2011, Garmin alone had manufactured about 126 000 devices.

To its credit, the GPS system has never failed during its 20 years of operation. Not to be outdone on the GPS birthday, the Russian Satellite Navigation system GLONASS also put out a progress statement, claiming that GLONASS works better in the northern hemisphere with better accuracies. This statement does not make sense to me; but this is the claim.

GLONASS has the same global coverage as GPS, but uses 24 satellites, keeping four of the 28 satellites in reserve. GPS can operate with 21 satellites, as that was the initial requirement of the system back in the Eighties. What is true, and correct, is that GLONASS was up and running before the American GPS system. However, like GPS, the system was completed only in 1995.

What is also known is that GLONASS was not maintained, and the system crashed in 1999, having been left with only one satellite with any credibility. The others had all exceeded their lifespan, or failed. After a long haul to get things functioning correctly, the system came back on line again only in 2011; it is expected to be declared fully operational at the end of 2015.

In recent years, GLONASS has had some major setbacks, with the system going down on at least two occasions that I am aware of – including a half-day after 2011. It is known that some satellites were launched that never reached their intended orbits because of problems.

I believe that having more than one satellite navigation system in operation is a step in the right direction. By 2020 we will have two additional systems in place and operational: Beidou (the Chinese satellite navigation system) and Galileo (the European satellite navigation system).

Many satellite navigation receivers today get signal from both systems. The accuracy on the navigation device remains the same (generally 3-5m), but the position has more integrity as it is qualified by two systems simultaneously.

However, I do not have the same confidence in GLONASS that I have in the NAVSTARGPS system which, as far as I am concerned, has never failed.

New devicesOn the home front, Garmin have just launched the new nüvi 57LM and nüvi 67LM. These have, respectively, a 5-inch and a 6-inch screen, replacing the older nüvi 55LM and nüvi 65LM series.

The other exciting new device will be the third in Garmin’s nüvi Advanced series. To date, we have had the nüvi 2589LMT (5-inch screen) and nüvi 2689LMT (6-inch screen). The nüvi 2789LMT will have a 7-inch screen. As I become older, screen size becomes more important to me. The Garmin Edge 520 was also recently launched and is the upgrade of the Edge 510.

Happy GPS Adventures!

WORDS KEVIN BOLTON

Sept2015_GPSTalk.indd 97 8/4/15 3:29 PM


www.travel-star.co.za

[email protected]

Travelstar 4x4 Vega

Contact Jan Groen or Neil RowlesTel: 044 382 1516

Tourism Holdings Rental SA (Pty) Ltd

Travelstar 4x4 Capella KEA Motorhome Odyssey

Soon to be in our new premises at 36a Boswerker Street, Knysna Industrial Area, Knysna.

Made

Germanyin

YOUR CAR CAN DO MORET: 087 075 1006 | E: [email protected] | W: www.racechip.co.za

Ask about a free engine warranty.

Seen & Heard Sep 15.indd 98 8/5/15 10:17 AM


AVAILABLE AT SELECTED DEALERS NATIONWIDE

Beware of Imitations! If it Doesn’t Say “Level-It™” It’s Not The Original WR Leveling Kit

General & Dealer Enquiries: +27 12 941 2900 [email protected] www.wroffroad.co.za

© Copyright 2012 WR Off Road Industries™ (Pty)Ltd. All rights Reserved

Hilux Hi-Rider (2005+)

Hilux Low-Rider (2005+)Land Cruiser 70 Series

FJ CruiserFortunerPrado 120 & 150TX Ranger T6 (2012+)

Mazda BT50 (2012+)

Chevrolet Trailblazer (2013+)

Isuzu KB (2013+)Navara

AVAILABLE AT SELECTED DEALERS NATIONWIDE

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DELUXE 6m x 3m x 2.8m

THE BIGGEST SELECTION OF REAL CANVAS TENTS IN AFRICA

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The Nudge-M range of locally manufactured

bumper-bullbars. Replacing OE bumpers,

feature high-lift jacking points, spotlight

mountings and hidden winch mouwinch mounts. We

reserve the right to change design without

notice. We cater for most older models.

www.nudge-m.co.za • 083 381 2992(011) 900 3540 / (011) 900 4224

Special on all b

umpers

Delux Bumpers R9 900

Standard Bumpers R7 900



www.wroffroad.co.za



VISIT OUR NEW BRANCH IN MIDRAND

011 – 314 0126 (JHB)031 - 701 0262/7 (DBN)

www.lp4a.co.za

For all things Land Rover



• Canopies• Roofracks• Rooftop tents

of

Specially designed worm gear for maximum safetyOnly needs one person to operate

Fredlin Hoist for lifting and storing

Contact: Freddie BadenhorstCell: 082 553 0555Tel: (012) 661 8939e-mail: [email protected]: www.fredlin.co.za

– Save space – Saving petrol– No more frustration – Easy to install



TYRES MAG WHEELS BRAKESSHOCKS BATTERIES

Tyres by Point - S

www.point-s.co.za

www.creativewheels.co.za

C/o North Rand & Rondebult rd, [email protected]

4x4 AccessoriesRoof RacksSuspensionsLong Range Fuel TanksSnorkelDual Battery SystemsBull Bars, Roll Bars, Tow BarsFor All Passenger,LDV’s & 4x4’s

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TEL: 011 823-5485



» The best fuel protection system for your engine.» The RACOR Filter removes Water, Dirt, Rust & Algae from Fuel (Diesel, Petrol, Avgas & JetA1)

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» The Turboprotect will lubricate & cool the Turbo automatically for 1-2 minutes after hot Engine shutdown.» Lubricates the Turbo at start up. » Hydraulically operated, serviceable and 3 different sizes.» Tried and tested since 1993.

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CONTACT [email protected] Tel: 013 753 2885 Fax: 086 623 7062

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Nelspruit RSA

RACOR FUEL FILTERS

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Jeep & Chr ys le r spec ia l i s ts

www.americansuv.co.za

Parts & Accessories Tel: +27(0)12 665 2780

Workshop Tel: +27(0)12 665 2925

Email: [email protected]

We supply recondit ioned engines and gearboxes for al l Jeep and Chrysler models

Large Inventory of new and second hand parts available

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Now available

for the 2012 raNger

CAMIL SUSPENSIONSBAKKIE SUSPENSION UPGRADES

Don’t just replace your bakkie shocks replace it with front and rear Camil Suspension System.

experience the stability, ride quality & loading ability of the system that was designed, tested & manufactured in South africa for africa.

we specialise in toyota, Nissan, ford, Mazda, isuzu & Mitsubishi Colt

for more information visit www.camilsuspensions.co.za or phone (012)335-5431



FOX AND SONSwww.foxandsons.co.za l www.lumenoled.co.za T 011 452 2855 / 011 452 5380 F 011 452 6965

E [email protected]

Call011 452 2855

for your nearest stockist “Lumeno” the brand you can rely on.

3W LED Bicycle light

39 LED Triangle EMERGENCY light

2 LED Flexible Safety Light

RechargeableCigarette

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Jump Starter

Mobi Mist7m Mobile

misting cooling kit

Dual USB Dashboard

Port

Charge and Audio USB port

Motorcycle Lighter socket

with USB fitting

Male Hella with USB Port

Lighter Socket with 2 USB Ports

Brackets

Switches

Please visit: www.tbvsolar.co.za for details. Order at: [email protected]

COntaCt numbers: 083 554 5116 / 083 631 0330

POrtable sOlar battery Charger Kits fOr 12 vOlt

deeP CyCle batteries!!!

We courier country

wide

Kits from 100 to 300 watt

We install & supply: ● full suspensions ● snorkels ● tow bars ●

bull bars ● seat covers ● fog lights ● spot lights & 4x4 accessories

your 4x4 specialist in namibia

Walvis Bay, Cnr of 9th & Sam Nujoma Avenue | Tel +264 64 207 999 | Fax +264 64 207 975 | [email protected] | www.namiboffroad.com

stockists of a vast selection of camping gear.



Aluminium Canopies

Hard shell roof tents

Maxi shade 270 awning

Roof Racks

Bundu Bakkie decks

Drawer/Packing Systems

Contact Paul 076 924 2687 [email protected] www.customleisuretech.co.za

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THE ULTIMATE IN PRE-OWNED BAKKIE CANOPIES

QUOTE THIS NUMBER BN0786 FOR FREE INSTALLATION.

128 MAIN ROAD NEWLANDS, JHB, 2092

011 477 0888 - 072 700 7256 www.canopy786.co.za

Does your Vehicle “ SAG” under Load Conditions?ADJUSTABLE Air Helper Springs Suspension will solve your problem.

Coil & Leaf Spring SuspensionsYour vehicle’s suspension is compromised from the factory-Loaded or un-loaded. Air Helper Springs allow you maxi-mum adjustability to give you the ride and handling you want when you want it.

Advantages of Air Helper Springs Increase vehicle stability. Absorbing road shock for ideal ride. Improve steering balance and braking e� ectiveness. Prevent “bottoming” out and reduce suspension fatigue. Air adjustment improves the ride, allowing the air spring to match the load. Maintain a level vehicle and allow for o� -centre loads. Level headlight beams. Reduce tyre wear.

Full range of accessories available

Johannesburg: (011) 397 6390 Durban: (031) 205 2293/ 4/[email protected] www.airspringsupply.co.za

Phone us for your nearest dealership – Proven in Africa for 20yrs

Full range of accessories available

www.randdoffroad.com

* Suspensions * Battery Systems * Front and Rear Bumpers * Snorkels * Roof Rack and Tents * Winches * Tyres * Spot Lights * Fuel Tanks * And Much More!!

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CONTACT UST: +27 12 545 0200F: 012 940 3383E: [email protected]

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MONTANA BRANCHShop 5, Montana Value CentreGPS: S 25d 40m 57.49sE 28d 16m 28.41sWWW.N14X4.CO.ZA

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242 Voortrekker Road, Vasco 021 591 8135Unit G17 Access Park, Kenilworth 021 671 9103

since 1966

Genuine sheepskin, acrylic or woven nylon covers. Tailor made for cars, 4x4 vehicles and trucks.

Cool in Summer and warm in WinterWe also sell sheepskin slippers and medical skins

[email protected] | order online www.oskava.co.za

Top quality

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• Cooler air• Cleaner air• Improved wading depth

• More power• Better economyFrom R3500 incl. VAT

Call 021 595 3910Safari Centre Cape Town

[email protected]

FIT THE BEST TO THE BEST

SafariSnorkel.indd 1 2015/06/24 1:40 PM

JOURNEY TO THE CENTREAs a send off to the Defender, philanthropist and adventurer Kingsley Holgate will soon embark on his most dangerous trip yet to the unexplored areas of Africa – all in search of its beating heart. Driving one of the very last Defenders to roll out of Solihull, he will endeavour to reach Africa’s geographical centre, which is west of the Unbanji River and south-east of the Nouabale-Ndoki National Park in the northern part of the Republic of Congo. The expedition departed on August 23 from the Landy Festival, accompanied by hundreds of Land Rovers. “If all goes according to plan,” says the Greybeard with a grin, “a beacon will for the first time in history be placed at the geographic centre of Mama Afrika. It all promises to be a great adventure!”

MIDAS GROUP RENAMED Africa Automotive Aftermarket Solutions, or Aftermarket Solutions for short, is the new name for the Midas Group. The name-change comes about in an effort to reduce confusion between the various Midas retail shops, which include both hardware stores and aftermarket car parts stores.

SPRING JAMBOREEAn adrenaline-boosting 4x4 Spring Jamboree will be held at Buffalo Gorge, which is situated 25km from Middelburg towards Loskop Dam, on 5 September.

Three fun challenges and camping will be offered at R350 per vehicle, excluding camping. Participants can participate in one, two or all three challenges on the day. There is a photographic competition to add to the appeal. Visit [email protected] for details and entry forms.

CRUZING HYUNDAIHard to believe, but Hyundai’s Santa Cruz bakkie has walked away with the Concept Truck of the Year honours in the Concours d’Elegance in America. Leaving behind our idea of what a bakkie should be, the Santa Cruz offers urban adventurers a softroader with a load bay for anything from dirt bikes to bales of hay. Jurors chose the Santa Cruz as a concept that was most likely to shape the industry’s future.

SEEN & HEARDHELP SAVE THE RHINOWhy not donate your second-hand camping gear to the guys on the front line of the anti-rhino poaching initiatives. Rangers on the Mozambique side of Kruger are desperately in need of working camp gear.

All things from gas bottles to sleeping bags, tents, cookers, chairs, tables, blankets, water bottles and even old cell phones will be extremely useful. Visit www.stoprhinopoaching.com to donate.



There’s no point in driving around with your roofrack/rooftop tent if you’re not on holiday. Save fuel (and wear & tear) by installing a Fredlin hoist. This proudly South African product solves the problem of where to store your roofrack/ rooftop tent, canopy, or even a sports car hardtop: up and out of the way! The Fredlin hoist fastens securely to your garage roof or carport, is easily installed and can be operated by one person.

TO ENTER One Fredlin hoist will be given away every month to the lucky reader featured in Me & My 4x4. Simply send a photograph – 1 MB or larger – and the answers to the categories shown above, to [email protected]. Vehicle and driver must be featured together in an off-road setting. (No driveway shots, please.)

COMPETITION RULESThe decision as to which entries are featured rests solely with SA4x4; no correspondence will be entered into on this issue. Should Fredlin retract their sponsorship, SA4x4 reserves the right to publish any entries received without awarding any prize.

SUBMIT YOUR PHOTO & WIN A FREDLIN HOIST!CONTACT FREDLIN

For more information on the Fredlin hoist, go to www.fredlin.co.za or contact Freddie Badenhorst on

082 553 0555, 012 661 8939 or [email protected].

ME & MY 4x4JOHANNES VAN DIE SEE (Johannes van der Merwe)

2002 TOYOTA HILUX 2.7I DC 4X4 RAIDERAge: 38

Occupation: Offshore electronics engineer

Modifications: (Shortened list)• Kumho KL71 33/12.5 R15 mud

terrains.• Full OME suspension, Mikem

extended rear leaf brackets, sway bar disconnects, rear air-suspension.

• Upgraded 4.88 front-and-rear crown wheel and pinion gear sets, Detroit Truetrac Auto front differential locker, F/R diff breather extensions.

• SAC Unichip, snorkel, stainless steel Powerflow exhaust.

• 50mm body lift, wheel arch modification to fit 33-inch tyres, DIY rock sliders and rear bumper/wheel carrier, Nudge-M front bumper, Rock Shock bash plate, recovery points and tow hitches front and rear.

• 2x50w Hella driving lights, 2x55w LED flood lights, 1x180w LED bar spotlight.

• Custom RK aluminium canopy, 65-litre long-range fuel and 60-litre fresh water tanks, 400Ah aux battery banks, African Outback roof rack and

roof carrier, Eezi-Awn 2500 awning, four-jerrycan holder, custom dash cover, DIY loadbin frame with fridge slider, drawers and kitchen.

• Kirisun VHF 4x4 two-way radio, Icon marine band two-way radio, 1000W inverter, National Luna battery management system, Garmin Montana 600 GPS.

• Full recovery gear, including snatch strap/rope, snatch block, various shackles, PowerMax 9500lbs winch, Hi-lift jack, 4.5t air jack, spade, tyre-repair kit, compressor, toolkit, fire-extinguisher, medical kit.

• Jacil roof-top tent, Tentco kitchen tent, Camp Master pop-up tents, 90-litre and 55-litre Camp Master fridge/freezers, porta-potty, gas stove/bottle, camp table, shower, chairs, braai grid

on spare wheel, flat and three-legged potjie, 4 x ammo boxes for clothes, ground sheets.

Future Modification: Removing stuff to make her lighter again. I would remove the roof-top tent, rebuild the roof rack in aluminium, use lighter steel for the rear bumper, manage the fuel and water stock better (fill only when needed), avoid food and drink containers made of glass (one should be able to burn or crush when done), take one (not two) spare tyres, and be ready with a puncture kit.

Future Trip: Angola again (soon); round Africa (7-10 years from now).

I never leave home without: My family and my Leatherman.

SEpt15MeandMy4x4.indd 120 8/4/15 3:42 PM

www.ford.co.zaVisit FordSouthAfrica

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SMART TECHNOLOGY• SYNC® with Bluetooth® and voice control• Dual Zone Climate Control• Cruise Control• Steering Wheel Audio Controls

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TRAIL REVIEW MOOLMANSHOEK, FREE STATE RAD RIG RACE-PREPPED 1990 W460 GELANDEWAGEN 4X4 ADVENTURES ADRENALINE RUSH AT

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SEPTEMBER 2015 | R31.50 OUTSIDE SA R27.60

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Tracking mal bikers through

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WINTER CHILL IN

DUNE BATTLEPOWER AND THE GLORY

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GREMLINSEasy DIY diagnostics

VOLVO XC90 2016 FORTUNER

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MODEL UPDATE

ELECTRICAL

SA4X4 SEPTEMBER 2015

WW

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VOL 23 NO.9

Overland Adventure

SUBSCRIBE TO SA4X4 MAGAZINE & WIN A RHINO 4X4 EVOLUTION BUMPER VALUED AT R25 875!

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