Newsletters - November 2009 (Combined Edition)

Good question.

The Rancho RS9000XL shocks supersede the RS9000X as a series.

The RS9000XL stands out from the crowd: New look (nice metallic silver finish). New graphics (Charlie would approve). New packaging.

All new Rancho RS9000XL shocks have a beefier 18mm hardened and double-chromed shaft. Plus, the 9000XL shocks are supplied in 3 different body diameters. These are 55mm, 60mm, and 'super-duper' 70mm. Which size you get is application specific. You don't get to choose.

For example, the shocks for a 1999-2004 Ford F250 feature the 70mm body shocks front and rear. The shocks for a raised coil-sprung Nissan Patrol have 55mm body shocks at the front, and 70mm body shocks at the rear.

The 55mm body units are generally over-size compared to original-equipment shocks. A fatter shock body means more oil-content. More oil content means greater heat dissipation, so your shocks can perform at their best for longer.

The 60mm body units look really tough, and the 70mm body units look like the rockets on a military tank.

Finally, the new Rancho RS9000XL shocks are gas-charged. This means that the shocks contain nitrogen gas to pressurize the oil within the shock body. This pressure helps prevent the oil from boiling when the shock is working hard and means optimum performance in off-road conditions.

Gas-charged shocks can provide faster damping reaction times than foam-cell shocks.

For a gas-charged shock to provide great long-term performance, top seal retention is everything and the quality, fit and function has to be just right.

Bilstein gets it right with their gas-charged shocks and they provide long-term performance.

Rancho gets it right with the new RS9000XL and we put our money where our mouth is on warranty.

Where most of the shock brands in Australia feature a 2-year/40,000km warranty (whichever comes first), 4WD1 offers (on approved fitments) a 3-year warranty with no limit to the kilometres traveled within the 3-year period.

We realize that a lot of people these days travel 40 and 50,000km per year, so a 2-year/40,000km warranty is not much of an offer at all.

We would not want to offer the warranty that we do if the product was going to come back to us - especially given our roads and user type.

All the other amazing features of the 9000X and RS9000XL shocks are the same. You can find out more here.

My friend Pete lives on the coast, a few hours south of Sydney.

A few months ago, Pete’s wife told me about a weekend fishing trip he was on – a shark fishing trip, not too far from where they live.

The interesting part is that Pete and his mates do this from kayaks... Yep, open-style, sit-on-top, row-row-row-your-boat kayaks!

They catch them, cook them and eat them. It’s a local tradition – secret men’s business.

When I first heard about it, I knew the adventure was real, but when I re-told the story, I usually got that “yeah right!” stare…..like I’d had too much sun.

So here it is… Pete’s been YouTube’d. His first shark is a hammerhead.

Many 4WD enthusiasts know that Tommy Salmon is 4WD Action's 'No1 gun' photographer.

He’s the guy that has brought a whole new dimension to off-road photography.

Tommy brings 4WD vehicles to life in a way that makes them seem like they could just drive right off the page – regardless of the technical challenges for the shoot.

What you might not know is that Tommy has created a very special book, “Secrets Of The South Coast”.

The South Coast of New South Wales is a place that abounds with magical beaches and unspoilt landscapes. It’s a place where you don’t have to look too far off the beaten track to uncover some of the country’s best-kept natural secrets.

'Secrets of the South Coast' has been six years in the making and includes the best 50 images from various locations from around the coast and hinterland. You could be forgiven for thinking that he has traveled all over the world to capture such a diverse collection.

Looking through the book, I was reminded of the great landscape photographs published by Ken Duncan. But Tommy has a unique way of looking at things, and the results can be awe-inspiring.

Buy this book now, and you will treasure it forever. See www.secretsofthesouthcoast.com.au

People in business often say… “If we do something wrong, we really know about it. But, if we do something well – we don’t hear anything!...”

So to buck a trend, we want to tell you about the guys and their efforts at 4WD Action Magazine.

We advertise with 4WD Action because it is the best print publication for Australian 4WD enthusiasts.

The articles and inserts are gritty, and get beyond the normal spiel you can read in a brochure, or on a manufacturer’s website. The photography is first-class, and most shots are good enough to be on the front cover. Each issue has enough pages to give your biceps a bit of a flex upon lift.

Plus, 4WD Action's product tests and reviews are the best in the industry - tough, and realistic. Even if it means upsetting a valued advertiser! You just have to read through their recovery strap, winch, lighting and fridge comparisons to appreciate how far they go to provide their readers with the truth.

When you meet someone from the mag, the first thing you notice is how enthusiastic they are. They love what they do, and they’re committed to ‘keeping it real’. There is a lot of people involved, because there’s a lot of work to do, and a lot of stuff that happens behind the scenes.

Finally, 4WD Action magazine is fun. No-one takes themselves too seriously. So if you have a favorite beer and quiet place to sit, it makes for great ‘time out’ too.

Good on you guys and keep up the great work!

Glenn Wright is the Editor of 4WD Action and 4WD Brand Manager for Express Publications.

Glenn called in to see us the other day, so we used the opportunity to ask him these questions:

(Q): What's your ride? Have you made any changes or modifications to it? Do you have any plans for other mods in the future?

(A): LandCruiser 80 Series.

I like to get away from everything as much as possible, so I love remote camping. I've mainly done touring mods, but enough to make it go anywhere and get me back again.

So I have fitted 33in MTZs, front and rear lockers, steel bar, winch, 2in Tough Dog lift, roof-top tent, shower and snorkel so far.

I love getting my hands dirty and doing DIY projects, so next up I'll make a rear bar and wheel carrier for the beast.

The thing about the larger 4WDs like the Cruisers and Patrols is they come from the factory with brakes and the inherent strength to handle 33 in tyres and carry all the gear I need without the extra mods other models need to do this.

(Q): No expense spared, what is your 'dream' 4WD?

(A): 76 Series LandCruiser with all the gear I’ve got on my 80 Series. I’m a simple guy!

(Q): What is the best off-road destination you have been to, and where else would you love to go?

(A): Cape York is at the top of my list. So much variety and the scenery plus terrain constantly changes. Tassie is next best. I want to do an East - West Australia crossing before I kick the bucket.

(Q): What is your favourite beer and camp-cooked meal?

(A): Favourite beer, geez, probably VB, like I said I’m a simple guy. I’d like to say my favourite meal was something I made myself, but I’m a pretty rotten cook. My old man makes a pretty good damper though. Actually one of the best meals I had was a spit roast lamb Roothy did up near Fraser. Actually, I was so hungry that night I’d have eaten anything.

(Q): What is the best part about your job at 4WD Action, and what is the hardest?

(A): Best part, the guys I work with and the people I get to meet from the industry and the 4WD community when I’m out in the bush. 4WDers are really genuine, top people, fun to be around.

Hardest is deadlines and thinking of what to put in the mags and DVDs each issue. Making sure we give Aussie 4WDers what they really want to read and watch.

(Q): What other things are you interested in? (sports, hobbies, music - anything?)

(A): Motor racing, I am racing go-karts at the moment when I get a chance. In between I am also addicted to spear-fishing. I miss the hands on side of building cars full time, so when I can I like to lock myself in the shed and fabricate things for the 4WD or get the welder out.

What’s the diff?

When ARB bought the rights to the Roberts Diff Lock many years ago, few in the industry could have imagined how much it would eventually contribute to the company’s bottom line. These days, most (real) 4WD enthusiasts around the world know about the highly-regarded ARB Air Lockers.

Over the years, some of our suspension customers have mentioned that – as part of an upgrade - they intend to fit an Air Locker to the rear diff of their 4WD. When I have asked why they are going to fit it to the rear, they (usually) reply that (a) it was the supplier’s recommendation, and/or (b) they believe it will work best at the rear.

In my opinion, and many will argue otherwise, the most appropriate place for an Air Locker is at the front. Here’s why:

1) Most modern 4WDs are fitted with a limited-slip differential (LSD) in the rear. LSDs are quiet achievers on slippery or loose surfaces. Without any input from the driver, they can instantly transfer most of the drive to the wheel with the traction. In most cases, all this happens without the driver being aware of the part being played by the LSD. So road surfaces that could be a hassle for a non-LSD (open) set up, can be child’s play for a 4WD with LSD.

2) When an ARB Air Locker is fitted, the LSD (if any) is eliminated - rendering the diff ‘open’- unless it is locked for extreme off-highway conditions. Driving on a sealed road with the ARB unit locked is dangerous and can cause major damage to the vehicle’s drive-train.

3) The chances of getting stuck are greatly increased when the vehicle is traveling uphill; because weight is transferred from the front to the rear. With less weight on the front wheels, traction on one wheel is more- easily lost, and this spinning wheel will rob the other wheel’s drive. When facing uphill, the extra weight at the rear will generally increase the traction at that end of the vehicle - no matter what is in the diff.

4) Fitting an Air Locker to the front solves most of the problems. It allows you to retain the silent benefits of the LSD (if fitted), it increases traction at the front in those awkward uphill situations, it places less stress across the axles when turning (due to the front traveling in a wider arc than the rear) and, as front axles have to be ‘full-floaters’, breaking one is not as dire as breaking a rear axle that may not be a full-floater.

If you don’t have LSD in the rear, go the full hog and fit Air Lockers front and rear. It will make your 4WD seem invincible in the rough stuff, and it will add even more numbers to ARB’s bottom line.

Late in 1990, while having a few drinks at their moribund assembly plant, the remaining Jeep Australia employees where trying to think of a new project to keep them busy.

In the preceding twelve months, they had successfully converted twenty-five new, full-sized Grand Wagoneers to right-hand drive. The Wagoneers were snapped up by customers who had been starved of Jeep product since the assembly-side of the Brisbane plant had been shut down in 1985. But the recent announcement (from Chrysler), that the Grand Wagoneer days were over, meant that similar projects were not possible.

From the remnants of the new parts stock, they knew they could put together one last truck. However, there was a problem. While they had a J27 cab, and all the mechanical components, there were no style-side panels to make the rear half of the vehicle.

Then one of the staff members had a brainwave. Why not try to fit the pickup tray from the military-spec CJ10? It didn’t take long for the guys to work out how it could be done. The CJ10 tray was too short and narrow for the J27 chassis; but if they substituted a CJ10 chassis, handcrafted wider fenders to the sides of the tray, and used the wide-track axle housings designed for the full-sized Cherokee Chief, hopefully, everything would fit.

Almost instantly, the components began to resemble one helluva truck. Even though the styling of the cab was completely different to the modified pickup tray, it was easy to see the vehicle was going to have a very ‘eat-my-dust’ personality. Being somewhere between a CJ10 and a J20, it was instantly nicknamed ‘The J15’.

Into the truck went a Jeep 360 (5.9L) V8, heavy-duty cooling system, Torqueflite automatic, New Process 208 transfer case, 4.09 diff ratios, and a limited-slip in the rear axle. The cabin was fitted out with a Grand Wagoneer instrument panel, tan Cherokee Chief trim, deep-pile carpet, tilt-adjust column, leather steering wheel and a T-bar shifter in a centre console. And an all-black paint job added a touch of evil.

The boys at Sydney Jeep (now 4WD1) saw the truck before it was finished and made Jerzy Stanley at Jeep Australia an offer he couldn’t refuse.

Once in their hands, the J15 was upgraded with 33” Goodyears, a full Rancho suspension with RS9000s hooked up to an In-Cab controller, front and rear driving lights, CB, phone, 115-litre auxiliary fuel tank and a K&M shifter to replace the troublesome Mustang unit that was fitted to all 1981-on RHD full-sized Jeeps. Later, a Dodge ‘light pod’ was added to roof.

With the extra-wide track, and on-road stiffness easily controlled by the Ranchos, it was found that the front sway-bar could be permanently removed - without affecting on-road handling.

Off road, the Jeep proved to be an extremely effective machine. The combination of the Rancho bits, the flexible chassis (made more so due to the cab being separate from the pickup tray) and no sway-bar, allowed the truck to cover ground that thwarted lesser vehicles.

At the 1992 Mount Seaview Jeep Jamboree, the J15 was the first 4WD (of any make) to conquer the hill climb without using fully-lockable diffs.

The photo above is a picture of Darren. He’s hiding behind the counter with plugs in his ears – It’s the last two weeks before Christmas.

He might even be hiding from you. Fair-dinkum!

That’s because year after year, we’ve found that so many people want to order
their 4WD suspension kit, shocks, or winch etc. at the very last minute - and expect all to go well.

There are a few reasons why this might not happen.

Firstly, it’s the Christmas rush. While we plan ahead to cater for the extra business – it’s intense. If you live in the suburbs, you know yourself what it’s like to visit the local mall. It’s bedlam! Lot’s of things sold out. It’s hard to get good service. You get what you can get.

Secondly, most sections of any industry are looking forward to their Christmas/New Year shut-down. From mechanical workshops and fitters, manufacturers, transport companies and even Australia Post, everyone is under pressure.

Lastly, many products (such as in the case of a suspension kit) should ideally be fitted weeks before a big trip. This gives the components a chance to settle in and be adjusted if required - and have a proper wheel alignment. It also gives you a chance as a driver to get to know your vehicle’s characteristics with the newly fitted suspension – compared to the tired old components you’ve just replaced.

That makes for a more relaxed, enjoyable trip.

So if you phone us or walk into our store on Christmas Eve to enquire and collect your premium Rancho/Rockcrawler kit for your Hilux, please don’t be upset if we offer you a beer instead!

Commonly known as "The 5th Shock", a Rancho steering damper (stabilizer) is a must for 4WDs with oversized tires and a great replacement damper for original-equipment vehicles. Rancho steering dampers improve driver control, and minimize uncomfortable road input and wheel shimmy.

Simply, steering dampers are installed between the steering linkage and the chassis or frame. Acting as a horizontal shock absorber, its job is to reduce vibrations that travel through the steering system to the driver.

Rancho RS5000 steering stabilizers are more heavy-duty than the stock units fitted by the vehicle manufacturer. Single RS5000 units will, generally, cope well with tyres up to 35" tall.

Rancho RS5000 steering stabilizers are designed and manufactured to the same specifications as the RS5000 shock absorber - making them the best 4WD steering stabilizer application available, and they are backed by the best warranty in the industry.

The picture below shows the Rancho damper as fitted to a solid-axle Hilux. Note the additional L-shape fitting bracket on the passenger side of the draglink (included). This allows for the fitment of a much bigger bodied and longer stroke damper than what is normally possible between the factory mounting points.

The bigger damper does a great job of controlling those 33” mud-terrains, and both the damper and the bracket kit is a complete “bolt-on” application.

One of our customers sent us these photos. He had purchased a complete stage-2 Rancho/Rockcrawler kit, plus a 50mm body lift, for his 1995 dual-cab.

The total combination provided around 4” of lift height, and as you can see, plenty of room for 33”x 12.5 tyres.

We really like the cool clean look of this Hilux. Other than the suspension, body-lift, wheels and tyres, the vehicle is completely stock.

As the pictures (above and below) show, the Rancho/Rockcrawler suspension kit lives up to its name, and by combining the suspension with the body lift, avoided a lot of complications and expense associated with a 4” suspension lift kit.

Thanks Carl and enjoy!

You can build your own Hilux here.