We all recognise the challenge…

A camping fridge is a must-have, but they occupy a lot of packing space, you need to keep items clear of their access, and getting one to fit through a canopy opening or under an SUV’s rear door can be a problem if the fridge is mounted on top of a drawer system.

Till now, the solution has been to access the fridge via a gullwing or canopy side door. Alternatively, purchase a drop-down fridge slide that either tilts (where you can’t fully see inside the fridge) or levers downwards but comes at a premium price.

Regardless, the fridge still occupies space above the drawers, and you still need to pack so that nothing interferes with its access and operation.

ENTER: THE DRAWER FRIDGE

The solution to these issues (and more) is surprisingly simple, and it’s hard to believe it isn’t already a mainstream concept.

The big hurdle has always been the compressor. Because 12V fridges typically have their power unit mounted in the bottom half of the fridge’s housing, the overall height of the unit prohibits most fridges from being incorporated inside a drawer system.

With that in mind, National Luna reengineered their current fridge design so that the compressor, fan, and much of the internal pipework are mounted in an external frame on the far side of the fridge. They then moved away from their usual control panel location and mounted the faceplate in the front.

THE RESULT?

A super low-profile drawer fridge that can either “drop” into an existing drawer system or be integrated into a custom setup.

Commercial drawer manufacturers – like Bushtech – are already incorporating the new fridge into their product offering and are due to launch an “off-the-shelf” solution that can accommodate the new drawer fridge.

AVAILABLE DRAWER FRIDGE OPTIONS

For now, the fridges are available in four options:

• 60-litre dual control
• 60-litre single control
• 40-litre dual control
• 40-litre single control

The drawer-fridge concept becomes even more intriguing when considering that two units can be mounted side by side, offering anywhere between 80 and 120 litres of combined easy-access fridge/freezer volume. It will also be interesting to see what off-road trailer manufacturers do with the concept.

CUSTOM SETUP

Being in the market for a drawer system, I was about to pull the trigger on a popular commercial option when I caught wind of National Luna’s new prototype fridge. I immediately asked if I could see drawings of the unit, and as soon as I understood its benefits, I knew that a custom storage system was what I was looking for. I just had to convince National Luna to lend me their 60-litre prototype and find a custom drawer manufacturer willing to tackle the job.

Fortunately, South Africa has no shortage of highly skilled custom builders. After seeing the drawers RockShockerz (Paarl) built for my mate’s Ranger double-cab, I was keen to have them design a storage system around the new fridge. (Tip: Check out the custom drawers made by Overland Bros if you’re in the JHB area)

Ultimately, the custom setup didn’t cost more than a commercial option. However, it’s precisely what I had in mind, particularly regarding dual vertical drawers and integrating the new fridge.   

I have little doubt the drawer-fridge concept will succeed in the market, particularly if it can drop into an off-the-shelf drawer system slightly deeper than usual. The question is, which commercial drawer manufacturer will first accommodate the concept and get a head start in the market?

Rest assured, we’ll update you when that happens, so join our mailing list here to stay tuned, or fill in the form below.

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Back in 2018, National Luna launched a new battery-box option that their customers nicknamed : ‘The Black Box’. The product featured a patented faceplate design that was a big leap forward from their original Portable Power Pack (Aka: The Grey Box) where the plug points are mounted on the side of the unit.

The Black Box’s stepped layout allowed National Luna to mount a larger number of output and input power points. What’s more, because the plug ports are positioned at the front of the box, it makes them easier to access.

The design must’ve been a big success, because a short while later the South African company launched several more battery box options. This included their taller Blue Box, the 25A DC-DC Green Box, and more recently, their flagship 40A DC-DC Green Box with a distinguishable black lid.

With the exception of the original Grey Box, all four battery-box solutions feature the new stepped faceplate design. However, after heeding to their customers calls, they recently redesigned their Grey Box system so that the Gen 2 model utilises the same stepped faceplate layout.

They also added Bluetooth connectivity to the unit – compatible with the NL Connect app – as well as a dual-battery display that shows:

• Battery voltage
• Input charge current
• Output load current

BLUETOOTH CONNECTION

The Bluetooth app is available for both Apple and Android devices; it’s quick to download and easy to navigate. Use the serial number on the side of the box as the password when connecting to the Portable Power Pack.

Because the Grey Box uses a split-charging system that can be connected to your vehicle’s alternator, the box and the app both display the voltage of your vehicle’s main cranking battery, as well as the auxiliary battery’s voltage in the box itself.

The app will also tell you if the auxiliary battery is receiving a charge, or if it’s currently being discharged. It also details whether a 220V battery charger is connected, or if the unit is on standby.

However, the feature I like most is the app’s ability to tell you how many amps are being drawn from the auxiliary battery. This information quickly tells you how much power your fridge is drawing, as well as any other connected loads, such as a cell-phone charger, LED camping light, or even a 12V air compressor.

Actually, it’s not just the app which shows you this information, if you hold down the ‘V/A’ button on either side of the box’s voltage meters, the digital dials flip between showing how many volts are left in the battery, to how many amps are being drawn.

An additional 15A input plug point allows you to connect a solar panel – provided you have a solar regulator – that you can then monitor in terms of input charge.

And finally, the unit also boasts a configurable start timer and low-battery warning that can be adjusted to suit a variety of applications.

Other features of the Grey Box include…

• A split-charging system
• Four USB charge ports
• Two 12V DC sockets (Cigar)
• Two Hella-type sockets
• Two 50A Grey coupler plugs
• NL5 Intelligent Charger port (charger available separately)

NOTE: If you can’t decide between a relay-based dual-battery system (Grey Box), or a DC-DC based dual-battery system (Green Box), then the following link may help. The article details the pros and cons of relay- versus DC-DC split-charging systems: https://4wdrevolution.com/which-dual-battery-system-is-best/

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The post National Luna’s new portable power pack (grey box) with Bluetooth connectivity appeared first on 4WD Revolution.

I asked the same question to several 4×4 trainers to see if commonality appeared in their answers. The question was: “If you could teach only 4 off-road tips, what would they be?”.

In truth, I wasn’t sure what to expect. Would they have wildly different advice, or would a general theme appear? I’ll let you decide the result.

See their answers below…

BERNIE WILLIAMS

4X4 training provider and off-road tour guide (Gauteng)

1) Engage your brain before you engage 4WD! Off-road driving is NOT instinctive; you need to think about what you are doing.

2) Adjust your tyre pressures for the terrain you’re driving, preferably beforehand.

3) Traction determines which gear you should be in and how much momentum is needed.

4) Know your vehicle’s strengths and weaknesses. That includes your tyres.

Contact Bernie here

TRAVIS DUGGAN

4X4 training provider and off-road tour guide (KwaZulu Natal)

1) Know your vehicle’s 4WD system, driving aids, and how/when to engage them.

2) Make sure your tyre choice and pressures are suited to the terrain you’re tackling. Adjusting your pressures – before driving a specific terrain – will significantly minimise the risk of getting stuck.

3) Make sure your vehicle is lined up with the obstacle you’re attempting. Choose your line carefully by keeping the vehicle on the high points as much as you can. Don’t fight the vehicle into a position; let it find its own path within reason, and keep your line as straight as possible.

4) Know when to quit. If your vehicle is struggling to overcome an obstacle, stop before things get worse and reassess the situation.

Contact Travis here

GERHARD GROENEWALD

4X4 training provider and off-road tour guide (Western Cape)

1) Select the correct tyre pressure for the terrain you’re driving.

2) Consider your driving line, which includes wheel placement and knowing how that relates to your vehicle’s lowest point and undercarriage.

3) Traction determines how much momentum is needed. Finding the correct balance between the two is the sweet spot.

4. Plan your escape route before entering a difficult obstacle. Remember that gravity makes steering useless on a steep slope while reversing.

Contact Gerhard here

ROBERT PEPPER

Driving instructor, book author and technical writer (Australia)

1) Always think: What if? Off-road driving is inherently risky, so never drive anywhere without a clear idea of what you’ll do if things go wrong… as they often do.

2) Understand why off-roading is complex. Road drivers can get away with knowing that one pedal makes them go faster and the other slower. However, in tough off-road situations you need to know how things work in terms of differentials, tyres and traction.

3) Push the limits beforehand on shorter trips. Attempt that tough hill, winch, change a tyre on a slope, bog yourself in sand, or use your comms gear. Then, whatever happens on your longer riskier trips, it’ll be easy by comparison.

4) It may seem overwhelming, but start small. You acquire off-road skills and knowledge like any other adventure hobby: training, clubs, reading, and slowly working up to the tough stuff.

Contact Robert here

FRANCOIS MARAIS

4X4 training provider and off-road tour guide (Western Cape)

1) Know and trust your vehicle. It’s essential to know the capabilities, limitations, features and systems of your 4WD.

2) Inspect the track and plan your route through challenging obstacles. Remember to think of your rear wheels, too! If the plan fails: Go back, reassess, and redo it. It’s better to do it over than overdo it.

3) The better the traction, the less momentum is needed. Adjust accordingly.

4) Think! Use your knowledge and experience before using your right foot excessively.

Contact Francois here

GLYN DEMMER

4X4 training provider, author, and off-road tour guide (Gauteng)

1) Your driving position matters. You should always be comfortably seated and in a position that ensures you are not pulled/pushed from the steering wheel when ascending/descending a slope.

2) Keep your seatbelt on, and your thumbs away from the steering wheel spokes to avoid a possible “kickback” injury.

3) The dynamics of an off-road vehicle are different to a road car in terms of centre-of-gravity and stopping distances. Keep these things in mind and adjust your speed accordingly.

4) A critical off-road skill is the ability to select or “read” a line”. A good line allows you to keep all four wheels in contact with the terrain. Knowing how to read a line, coupled with the knowledge of your vehicle, will enhance your off-road experience.

Contact Glyn at gdemmer@mweb.co.za

BRENT CLARK

4X4 training provider and off-road tour guide (Eastern Cape)

1) Get yourself and your partner onto an off-road training course with a reputable trainer so that you understand your vehicle’s off-road systems and limitations.

2) Establish what you want to use your vehicle for, as this will guide you in terms of what needs upgrading. Whilst most vehicles are competent in stock form, their tyres are mostly road-biased and in need of an upgrade.

3) Invest in good-quality recovery gear.

4 An accurate tyre gauge is essential in matching your tyre pressures to the traction/terrain.

Contact Brent here

READ NEXT: CHOOSING THE RIGHT INSTRUCTOR

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And, believe it or not, this isn’t an isolated example. A number of well-known brands in SA have either merged, or been acquired by larger global companies. I also recently heard of a South African off-road brand that is potentially expanding into the US with a dedicated manufacturing plant in that country.

So what’s happened that’s different? Well, I think the answer is simple… lockdowns happened.

Once international borders were closed to air travel, people from all over the world suddenly found themselves sitting with a $10k to $15k overseas holiday budget that needed spending.

I recently spoke to a chap who – after his European trip was cancelled – he went out and blew R150k on kitting his vehicle out for camping. By his own admission, he had never gone camping in his life before.

Of course, the other reaction to lockdowns is that many people preferred the idea of camping outdoors, rather than staying in a lodge or hotel.  

But the plot thickens…

Back in 2020, a number of developed nations had helicopter-dropped stimulus cheques into people’s bank accounts, while offering a rent moratorium that excused citizens from having to pay their rent.

I read of one particular bloke who bought himself two new power boats because he was still collecting a salary, a stimulus cheque, and he had decided not to pay his rent.

And so, the demand for roof racks, fridges, draw systems, canopies and roof-top tents went berserk in 2020 and 2021. All the while, the supply side of the chain got squeezed.

More demand = less supply = rising prices. As inflation reared its ugly head in mid 2021, manufactures started raising their prices in order to compensate for their own input costs.

Now, if you’ve ever studied inflation you’ll know that, although inflation is often kick started by a supply-chain issue, the driving force thereafter is generally due the public’s perception that prices are rising, therefore: “I can’t afford to wait and save for my new bull-bar, I need to buy it now on credit, before the price goes up even further”.

And that’s how the snowball gets bigger. Because, as people pull the purchase decision froward by buying on credit, it creates even more demand, less supply, more price increases, and even more credit-driven demand. Historically, the only way to break this cycle is for interest rates to climb to a level that discourages credit buying. But that in itself creates its own set of problems.

So what’s the good news and bad news in all this?

The good news is that as the industry continues to grow, more players will enter this space in order to capitalise on the opportunities. That means more R&D, more innovation, more content creators, more 4×4 owners, and more accommodation offerings that cater specifically for a booming 4×4 market. Everybody wins.

The bad news is that more people will get themselves into debt, and, prices are probably going to keep climbing from here until interest rates noticeably rise. Of course, if that does actually happen, you’re likely to find a number of irresistible bargains if you’re liquid enough to move on them.

So the question is: Do you buy into the panic now before things get too expensive, or do you take the risk of waiting? Decision, decisions, decisions. Comment below to share your thoughts.

Either way, I’m happy to see new life come into the 4×4 scene, which, had arguably peaked the last time in 2007… just before interest rates spiked.

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Because off-road situations can vary so greatly, there are very few absolute truths when it comes to off-road driving techniques. Most of the time, it comes down to experience, i.e. know your limits, know your vehicle’s limits, and know how that relates to a variety of terrain types.

In my view, the best 4×4 instructors are the ones who help you determine those limits (safely), so that you don’t have to learn them the hard way. On that note, here are four things to consider when choosing the right 4×4 instructor.

TERRAIN

When picking a 4×4 driving instructor, it’s a good idea to start with your intended vehicle use. Generally speaking, 4×4 trail driving on the weekend is focused around intentionally seeking obstacles that push you and your vehicle to the limits. Overland travel on the other hand, is all about protecting your vehicle and avoiding unnecessary risks.

In both cases, you should know how to navigate a variety of obstacles, but if you intend to heavily kit out your vehicle, and travel long distances to remote places, you should aim to find an off-road driving instructor who has experience in overland travel.

In some cases, you can find a 4×4 instructor who also works as an off-road tour operator. It’s a good sign if the tour company’s trips are regularly booked up, too. Tour operators also tend to think “risk first”, which includes: vehicle preservation, and just as important, tyre protection.

TYRE TRAINING

I would be very suspicions of any 4×4 instructor who doesn’t focus heavily on tyre training. Learning about your 4×4 without learning about your tyres, is like learning about hunting rifles without learning about bullet ballistics.

That said, you need to know your tyres’ strengths, weaknesses, and how to look after them. For example: While tyre deflation is obviously beneficial in terms of off-road traction, Light Truck tyres that are designed to be puncture resistant and durable under heavy loads, are going to be more susceptible to cracking if the tyre is severely under inflated. 

In short: Proper 4×4 instruction needs to include what your tyres (not just your vehicle) can and can’t do.

RECOVERY RISKS

Ironically, when accidents do happen off-road, it’s generally in response to a bad situation, rather than the bad situation itself.

A common example of this is when a vehicle is heavily bogged down in sand or mud – which isn’t the end of the world – but instead of using the correct equipment to free the stuck vehicle, a tow rope is used in haste. Inevitably, something hard- and heavy breaks free from the bogged-down vehicle and hurtles through the driver’s cranium.

Knowing how to safely recover a 4×4 is like a fighter learning how to take a punch, rather than just knowing how to throw one. That said, some 4×4 training courses may not delve into the recovery aspect of off-road driving in just one day. You may need to do a 2- or 3-day course to cover that information.

ONE ON ONE, OR GROUP THERAPY?

Fortunately, I’ve had the privilege of training one-on-one with some of South Africa’s most well respected 4×4 instructors; I’ve also attended several courses with large corporate groups and motoring journos. Although I’d definitely say you’re going to learn more when training one-on-one, it’s often helpful to see how various people respond to various off-road challenges. Or put another way: It’s often helpful to see what NOT to do. That’s not to say I haven’t made mistakes off-road (I have… many, many times), however, when you get to watch someone else mess up, it can often be a great learning tool.

The post 4×4 off-road training: Choosing the right instructor appeared first on 4WD Revolution.

If you haven’t guessed it, this column is in response to Andrew St Pierre White’s recent video where he states that he would not own a Nissan Patrol because they’re commonly associated with rednecks who fit big tyres and act like off-road hooligans.

As a former Nissan Patrol owner and self-confessed hooligan, I’m not going to argue with his points because… well… I love the Nissan Patrol, I love big tyres, and yeah, I love to hear that 4.8-litre engine on its limiter. 

However, there’s a time and place to act like a blockhead, and as Andrew points out, ecologically sensitive areas, with other travellers around, are obviously not that place. You only need to be a half-decent human to know this.

Now, it must be said that I often disagree with Andrew’s views; however, I do respect that he shares them, and I appreciate that he’s not afraid to rock the boat.

In a round-about way, Andrew’s video is quite complimentary of the Patrol, where he essentially states that the vehicle’s extreme strength and build quality lends itself to hooliganisms off-road.

Naturally, the video has upset a few Patrol owners who don’t see themselves as unwashed rednecks and view the video as quite critical. I suppose no one likes to be pigeonholed, but in my own experience, this is more a petrol vs diesel topic rather than a Patrol vs everything else. 

The fact is, big petrol engines like to rev, and the people who like to rev them will do so. This applies to 3.6-litre Jeeps, 4.0-litre Toyotas, V8 Land Rovers, 4.5-litre EFI Cruisers, and so on.

Associating certain vehicle brands with the actions of certain owners is not unlike the popular gun debate where people seemly tar certain “black rifle” owners with a particular brush. But I’m not going to go there.

As for why I sold my own Patrol? Well, it’s a decision I cry about every night, but the short answer is: Life’s too short for automotive monogamy. I’ll let faithfulness guide me in my marriage, but when it comes to 4x4s, I’m a brand whore and a Hugh Hefner wannabe.

P.S. Patrols rule all… but I won’t say no to a 76.

… or a FJ

… or a TJ

… or a Tdi 

… or a HSE

… or a JB74

… or another XJ with a LS2

*closes laptop and sobs about Patrol*

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Most 4×4 owners can be grouped into six categories. If you’re anything like me, there’s a good chance you occupy more than one group. But in the interests of simplicity and mainstream-thinking, the following categories (which should not be taken too seriously) define many 4×4 users, and what tyres they should purchase.

THE COMMUTER

Arguably the largest group of 4×4 owners – those who own a 4×4, but almost never use it for its intended purpose. In many cases the vehicle was bought with the intention of camping, but when holiday time comes, they play it safe by booking a mainstream holiday at the end of a tarred road. 

Suitable tyre type: Guess what? You don’t need an off-road tyre! Save yourself the money and stick to a highway-terrain tyre.

THE WORKMEN

Farmers, builders, landscapers and everything in between. They own a 4×4 for practical reasons. The vehicle is a tool and a means to an end. 

Suitable tyre type: The last thing you need is to waste time fixing punctures, so buy an LT (Light Truck) tyre that offers excellent mileage potential, a high load index, and preferably comes with a comprehensive warranty plan. 

THE WEEKEND WARRIORS

Also known as trailblazers – thrill-seeking socialites who own a 4×4 so that they can hook up with mates, rip through a graded trail, light a fire, drink a few beers, and head home on Sunday in time for the 8pm movie. 

Suitable tyre type: Be sure to pick a tyre that offers plenty of off-road traction and flexibility. You also want a tyre that provides reasonable strength, so an LT tyre should be high on your shopping list. 

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THE GRAVEL TRAVELLERS

Forming another large demographic within the 4×4 sector, these are very often family folk, or active singles. They plan multiple trips a year, and almost every holiday includes a portion of gravel travel to a lesser-known holiday destination. Quite often, this 4×4 owner will have a host of other interests, too, including mountain biking, diving, fishing, boating, quad biking, kayaking and more. 

Suitable tyre type: Fit a quality all-terrain with great all-round traction, as well as key features that protect it against gravel. You want something that ejects stones (to prevent stone drilling) and you want a rubber compound that’s tough, but flexible. 

THE MALL CRAWLERS

These are retail junkies. They didn’t buy a 4×4 to take it off-road, the vehicle is an expression of their “individuality”. You’ll often find them driving around shopping malls with colour-coded jerry cans and every conceivable off-road thinga-majig stuck, glued, screwed and bolted to the bonnet of their vehicle. 

Suitable tyre type: Fit the biggest, baddest-looking tyres money can buy, and import special (read: expensive) valve caps. However, it’s important to remember that the more aggressive the tyre, the more noise and vibration they’re going to make; so be sure to order an expensive sound system too. 

THE OVERLANDERS

To them, a 4×4 is more than just a vehicle; it’s a transport device to an unknown destination. It’s freedom! Overlanders love to explore remote regions and far-off destinations. Many 4×4 owners aspire to this category; however, it’s unfortunately often restricted to foreigners and retirees, as – ironically − they’re the only ones who can afford the fuel bill, or the time off work. 

Suitable tyre type: Your off-road exploits often involve remote areas and isolation. As a result, your vehicle is almost always heavily loaded, and often used over unpredictable terrain – potholes, ruts, rocks, roots, thorns, sticks, and broken tree stumps. The heavier your vehicle, the greater the force acting on the tyres. Couple this fact with increased road hazards, and you now have a high likelihood of tyre damage – very often sidewall related. As a result, your #1 requirement is tyre strength! Look for a LT tyre with a high load rating, excellent off-road traction, and the promise of a long tread life. 

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The post 6 types of 4×4 owners… and what tyres they should buy appeared first on 4WD Revolution.

I think it was back in 2008 that I had my first rooftop tent experience. It was not a good one. Prior to that I’d heard many reports about the benefits of sleeping off the ground, mainly, that it was safer in terms of predators. Admittedly, I felt a sense of rooftop relief when we rolled into Botswana’s Savuti camp – a place well known for its big lion prides and brazen hyena packs.

Later that evening, we were sitting around a campfire, and as per usual, someone thought it a great idea to tell wildlife horror stories about people being ripped out of their tents, or mauled in their camping chair… you know, delightful bedtime stories before you hit the sack.

I was pretty well “oiled” at this point and felt myself drifting off. Luckily, a few thoughtful campers insisted that I go to bed and not risk falling asleep in my camping chair. It should also be noted that I was on anti-malaria tablets on this trip, which, according to the warning label, read: May cause nightmares and hallucinations.

It was a ridiculously hot evening, so I kept the tent door open but left the mosquito gauze attached. Sadly, however, instead of zipping the gauze closed, I relied only on the velcro strip to hold the screen shut.

At some point in the deepest, darkest, wee hours of the night, I started having a night terror. But I’m not talking about your usual bad dream about missing socks, I’m talking about an eyes-wide-open hallucinogenic undie shitter. The sort of “dream” where you’re awake, but not awake, but screaming for your life.

Anyway, in this particular sleeping-walking freak show, I sat bolt upright in my tent and vividly watched the biggest, ugliest, Black Mamba slither through an opening in my tent. It then reared its head, opened its hideously dark mouth, and repeatedly struck me in my chest, again, and again, and again. Well, needless to say, I didn’t stick around for this to continue happening, and so, I ran…

I ran as fast as I could through the mosquito gauze (bypassing the ladder) and then tumbled through the air until I eventually broke my fall with the back of my neck. I then shot to my feet and kept running barefoot into the pitch dark Savuti bush in my tighty-whities.

Thankfully, an instinctive compass told me that I was running in the wrong direction, so I quickly hit a U-turn and made my way back to the last remaining embers of the fire. My heart was racing, my lungs were burning, my feet were full of thorns, and I had no idea where the hell I was.

Fortunately, thanks to the sounds of me yelling for my life, then running for my life, then ripping through velcro and thumping to the ground, the guy sleeping in the Land Rover’s cabin below me, woke up. The poor dude must’ve had a heart attack of his own as the Defender was no doubt rocking and swaying when I fought the imaginary serpent and then bailed out the door.

So here I am, completely dazed and confused while this poor chap in the Land Rover Defender is scrambling for his flashlight to see what on earth is going on.

“Grant! What the f__k are you doing out here, there are hyenas everywhere, get back in your tent!”

His voice sounded like it came from another dimension, but I slowly turned around and saw a flashlight glaring in my face along with a bunch of reflective eyes glinting at me from under the trees. I mindlessly nodded my head in agreement and made my way back to the Defender, only, I was now on the wrong side of the vehicle and couldn’t find the ladder. After patting the Defender down like I was conducting a drug bust, I eventually crawled back to the “safety” of the rooftop tent.

The next morning, I exited the tent (with the ladder this time) and somehow strolled into what felt like a safari press conference as our entire convoy eagerly awaited an explanation for the night.

Thinking back, I should’ve played it cool and made up some story that portrayed me as a badass camper that thinks nothing of wandering into lion country for no good reason in his underpants. But instead, I told the truth about a black mamba, an invisible ladder, and a terrified run in the bush. The guys were in stitches, and for many years after, that story preceded me. Still to this day, after meeting “new” people in a campsite, I’ll often retire to bed and hear, “Hey Grant, don’t forget to zip up”.

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The post MY FIRST ROOFTOP TENT EXPERIENCE appeared first on 4WD Revolution.

I tend to gauge 4×4 equipment in a cost-versus-reward ratio.

For example: The cost of a recovery winch is high relative to how often you’ll use it, but in the event of you desperately needing one, the price is irrelevant.

This is true for many accessories: Bull-bar, long-range tank, suspension, Light Truck tyres, a diff-lock… it’s a long list.

However, there are one or two accessories on the market where the costs are crazy low, despite the benefits being incalculably high. Namely: a winch damper! Otherwise known as a ‘winch blanket’.

So what does a winch damper do, and, how do you use it properly?

Let’s delve into it… 

WHAT DOES A WINCH DAMPER DO?

In short, the purpose of a winch damper is simple: In the event of your winch cable (or snatch strap) breaking under load, the winch damper is designed to weigh the cable down so that it hits the ground and reduces its speed and kinetic energy, while directing any potential impact forces away from the vehicle.

Without a winch damper you run the risk of the broken cable or strap causing significant damage to the recovered vehicle, or worse yet, resulting in a life-threatening injury.

DO WINCH DAMPERS WORK?

But do winch dampers really work, or are they just gimmicky items that take up space in your recovery bag?

Well, the answer to that question depends on three things:

• The quality of the winch damper
• Where you position it on the cable
• How many winch dampers you use

It would be easy to assume that any item could be flopped over a winch cable to dampen its forces, but it’s not uncommon for a low-quality winch damper to tear apart in a recovery situation. This is particularly true for broken snatch straps which release incredible amounts of energy once they fail.

That said, it’s quite likely that most winch dampers (even the good ones) will rip in the event of a broken cable or strap, but what you don’t want is for the bag to be easily flung off the cable when that happens. The damper needs to stay on the cable long enough to drag it to the ground.

On that note, the effectiveness of a winch damper radically improves the moment it’s filled with sand or dirt. Which is why the bag you purchase should include a pocket(s) of some sort

SAFETY TIP: Never fill the pocket with rocks, as this could turn the bag itself into a dangerous projectile.

HOW TO USE A WINCH DAMPER

The obvious question is: Where do you place the bag over the cable, at the front, rear, or in the middle of the cable’s length?

There’s some debate around which position works best, but it’s widely accepted that the best place to position your winch damper is somewhere between the middle- and the far-end of the cable. This is because most cables typically fail close to the “hook up” point. Or at least: within the last third of the cable’s length.

Ideally, the more dampers you use, the better the result. So from that perspective, the more the merrier.

However, what matters most is that you don’t rush the recovery process, and that you take the time to assess the situation. At the end of the day, getting home safely is your number one priority.

More winch-damper tips from SecureTech

1. Never overfill the bag as the stitching may fail during a “normal” recovery.
2. Failure to fill the bag with enough sand or dirt may significantly reduce its effectiveness. That said, winch dampers with small pocket sizes are generally ineffective.
3. We recommend that a winch damper be used on either end of the recovery system. We generally spec one damper (@ 5m) from each vehicle, and an additional damper along each 5m interval if the rope/cable/strap is long enough.
4. We prefer using our winch dampers in conjunction with safety lanyards.
5. SecureTech winch blankets can also be used with kinetic ropes, webbings, winch extension strap, pull straps, winch cables, and plasma ropes.

The post Do winch dampers work and how to use them properly appeared first on 4WD Revolution.

We’ve all heard the debate. It generally starts with a simple comparison between suspension types, but before you know it it’s morphed into a raging argument about lockers, sway-bars, and a dispute between petrol and diesel engines.

In truth, the best trail-driving 4×4 is the one you’re willing to ding and scratch.

That said, off-road capability is relative to what you’re willing to attempt. A banged-up softroader on a grade 3 trail can be just as much fun to drive as a Jeep Rubicon on a Grade 5 track. Put another way: The best trail-driving 4×4 is the one that puts a smile on your face, regardless of brand and features.

And let’s face it… you can’t have fun in a 4WD if you’re worried about its paint job.

I recently had these thoughts in mind when I was shopping around for my next project 4×4. I had just sold a Nissan Patrol which is my all-time favourite 4×4 that I hope to own again, but possibly the pick-up version next time. However, for now, I wanted something completely different.

What could be more different to a 2.8-ton vehicle with a 4.8-litre engine, than an 880 kg vehicle with a 1.6-litre engine? And so, I bought a Suzuki SJ.

Excellent clearance angles, nimble proportions, and a sharp turning circle make the Suzuki SJ a phenomenally capable off-roader at a very reasonable price. Of course, the fun-factor doubles once you pull the doors off and ditch the roof.

TOW ON SITE

I also like the fact that you can tow it where you want it.

Having a dedicated trail-driving 4×4 is all well and good, but reliability is a common problem with any low-cost vehicle.

Will it get you to the track? Will it break down on the route? Will it get you home? 

None of these questions matter much when you can tow your vehicle to- and from the track behind a reliable daily driver.  

However, there was one last reason why I was keen on a SJ…

I often worry that my two sons are growing up in an overly digitised world and will one day be analogue “deficient”. With this in mind, I decided that a small project vehicle would be a great way to pull them away from any screen time and get them involved in an ongoing project.

The great thing about a Suzuki SJ is that even small changes and/or accessories can have a big impact on the vehicle’s looks and performance. In other words: The modification reward factor is relatively high and affordable.

MASTER PLAN

So that’s my master plan. It’s based on the belief that if I get my kids addicted to modifying 4x4s, they’ll have no money for booze and drugs.

Well, it’s time to sober up because wheels and tyres are first on the list.

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The post What’s the best trail-driving 4×4? appeared first on 4WD Revolution.