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Part two of our three part series on setting your 4WD up for whatever you want to point it at.<\/p>\n
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STORAGE<\/strong><\/span><\/p>\n IF YOU\u2019RE BUILDING YOURSELF A TOURER, DO YOURSELF A FAVOUR AND FACTOR IN THE COST OF A STORAGE SYSTEM<\/em><\/p>\n BASIC<\/strong><\/p>\n A simple drawer set-up can be picked up relatively cheaply or even knocked together at home providing you know your way around a jigsaw. This set-up provides everything the owner needs, including a roller bearing fridge slide, a full-length roller drawer and door-mounted fold-down table. Perfect for quick and easy meal preparation!<\/p>\n \nINTERMEDIATE<\/strong><\/p>\n This professionally built system has an extra drawer for extra space, a fridge slide and higher quality roller bearings and fittings to make it virtually rattle free and an absolute breeze to use. This is one of the most effective uses of space you can get, and suits couple and small families to a tee<\/p>\n \nULTIMATE<\/strong><\/p>\n BASIC:<\/strong><\/p>\n<\/td>\n INTERMEDIATE:<\/strong><\/p>\n<\/td>\n ULTIMATE:<\/strong><\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n\n COST<\/strong><\/p>\n<\/td>\n $1000 (give or take)<\/strong><\/p>\n<\/td>\n $1000-$3000<\/strong><\/p>\n<\/td>\n $2500+<\/strong><\/p>\n<\/td>\n<\/tr>\n WHAT IT GETS YOU<\/b><\/p>\n<\/td>\n Single drawer, fridge slide, drop down kitchen table<\/p>\n<\/td>\n Twin drawers, fridge slide, drop down kitchen, higher quality fittings with space maximised<\/p>\n<\/td>\n Multiple drawers, fridge slides, pullout kitchens, 12V panels, integrated water tanks, custom fittings<\/p>\n<\/td>\n<\/tr>\n DIY?<\/b><\/p>\n<\/td>\n Can be done at home, although the finish will generally not be as nice as a professional product<\/p>\n<\/td>\n Same goes here. Can be done, but by the time you factor in the cost of materials and the time involved, you\u2019re often not that much further ahead<\/p>\n<\/td>\n While it can be done, unless you\u2019re a carpenter or cabinet maker we\u2019d sit down with the pros and detail what we want and leave them to it. Don\u2019t underestimate the amount of time wrapped up in an ultimate storage set-up!<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n YOU WANT THIS IF…<\/b><\/p>\n<\/td>\n …you\u2019re looking to keep your interior neat and tidy and the loose, fiddly bits of gear packed away. A basic set-up can always be added to later as well<\/p>\n<\/td>\n …you know exactly what\u2019s needed to be stowed and where, and one drawer won\u2019t cut it. You\u2019re also not willing to put up with rattles over long distances and are prepared to pay a little more for quality locking latches<\/p>\n<\/td>\n …you\u2019ve got your camping set-up down to a fine art and are looking to secure your gear in easy to reach locations. You know what you\u2019re taking, where it\u2019s going and how to get it out once you arrive at camp \u2013 you need a custom tailored storage system<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \n SUSPENSION<\/strong><\/span><\/p>\n MASSIVE GAINS IN FLEX AND HANDLING, AND DRIVEABILITY CAN EVEN BE IMPROVED IF DONE RIGHT<\/em><\/p>\n BASIC<\/strong><\/p>\n A quality 50mm lift will improve your vehicle\u2019s off-road abilities over stock by a huge amount and will allow a moderate increase in tyre size. This is the most popular suspension set-up for long distance touring rigs as driveability is essentially unchanged<\/p>\n \nINTERMEDIATE\/ ULTIMATE<\/strong><\/p>\n Stepping up to a 3-4in lift gives you more options for tyre fitment and an increase in wheel travel also. However it does require things like camber and castor correction which only increases both the complexity and cost. However if you\u2019re building a rig that\u2019s ready for absolutely anything, then this is the sort of lift you should be considering<\/p>\n This is one of the most important aspects to building a tourer. The key is to factor in the weight of any accessories that are fitted now as well as those going on in the future, including trailers. Barwork, winches, racks, rooftop tents, drawers and fridges will all affect how your vehicle drives out on the tracks, so discuss all additions to your fourby with your suspension retailer so you can get the right combination of springs and shocks to work for you.<\/p>\n How much lift to go for is really dependent on the tyres you want to run. In general, keeping it as low as possible, while still getting adequate clearance, is the way to go. Too high and your truck becomes unstable in off-camber sections of track, too low and you\u2019ll be scrubbing tyres everywhere. For our money, the best all-round suspension is still a 2in lift combined with 33in tyres \u2013 you\u2019ll do 95% of tracks in the country and still maintain close to factory handling and driveability.<\/p>\n \nEXPERT INPUT \u2013 Brad Greene<\/strong><\/p>\n When lifting an IFS truck the main problem you encounter when going taller than 50mm or so is the angle of the CVs, they become too great to still operate properly and will either bind up or just destroy themselves. That\u2019s why most big lift kits include a bracket that drops the differential down lower, keeping it in line with the hubs and leaving the CV angle as stock. You lose any gained diff clearance, but it\u2019s no different with a solid axle truck \u2013 the diff clearance comes from fitting bigger tyres.<\/p>\n \n EXPERT INPUT \u2013 RAW<\/strong><\/p>\n There are a lot of ways to correct castor. On lifts of up to 3in or so, castor bushes are probably the most common. On bigger lifts you start getting into plates, drop boxes and complete replacement arms. While these do bring a higher price, they also get the geometry back to factory levels and make driving a lifted truck not much different to stock<\/p>\n \n BASIC:<\/strong><\/p>\n 2in over stock<\/strong><\/p>\n<\/td>\n INTERMEDIATE:<\/strong><\/p>\n 3-4in over stock<\/strong><\/p>\n<\/td>\n ULTIMATE:<\/strong><\/p>\n Full custom<\/strong><\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n\n COST<\/b><\/p>\n<\/td>\n $800 – $2500<\/p>\n Depending on brand and rate of springs, as well as extras like airbags for towing, upgraded swaybars etc.<\/p>\n<\/td>\n $2000-$4000<\/p>\n While more wheel travel is achieved, there\u2019s a lot more complexity to the kits with things like castor, CV angles and pinion angle all having to be factored in. If not done properly handling will suffer drastically<\/p>\n<\/td>\n $2500 – $20,000+<\/p>\n Full custom suspension is really only needed if you\u2019re going to be tackling extreme tracks. We\u2019re talking things like solid-axle swaps, custom link configurations, leaf-to-coil conversions and ultra long travel springs and shocks<\/p>\n<\/td>\n<\/tr>\n OFF-ROAD CAPABILITY<\/b><\/p>\n<\/td>\n The suspension of choice for many long-distance tourers. Factory handling and driveability with hugely improved performance in the tough stuff over stock<\/p>\n<\/td>\n Large gains in wheel travel are commonly seen, however it costs more as geometry must be corrected. Greater sill clearance over the more difficult tracks and better wheel travel gives the best chance at maintaining traction in the hardcore stuff<\/p>\n<\/td>\n Out of sight! Massive improvements in flex and handling, and driveability can be maintained and even improved if done right, but it\u2019s hard (read: expensive) to get bang on<\/p>\n<\/td>\n<\/tr>\n DIY?<\/b><\/p>\n<\/td>\n A relatively straightforward affair providing you\u2019ve got access to tools and a means of getting your wheels off the ground. If you\u2019re mechanically confident, go for it!<\/p>\n<\/td>\n Installation is a bit more involved with bigger lifts. Unless you\u2019re familiar with how castor correction, diff-drop kits and replacement suspension arms are fitted, you\u2019re better off letting a 4WD workshop worry about it<\/p>\n<\/td>\n Unless you\u2019re a professional mechanical engineer or a top-gun fabricator this one belongs firmly in the \u201cbetter left to the pros\u201d category<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n YOU WANT THIS IF…<\/b><\/p>\n<\/td>\n …you regularly do trips ranging from beach weekenders to desert crossings. You\u2019re happy to drive the harder tracks but don\u2019t mind taking the easy lines rather than risk your vehicle<\/p>\n<\/td>\n …you want to step up in tough track capability. You still do the big trips, but aren\u2019t content with the easy lines and are willing to put up with slightly reduced high-speed handling to take on the harder stuff<\/p>\n<\/td>\n …you\u2019ve done the rest, now you want the best! This is for those people who live to tackle Suzuki-sized boulders and ruts deeper than the Dalai Llama. The blokes who reckon that if you can\u2019t ramp a 40-gal. drum you\u2019re not trying, and are prepared to pay for the privilege<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \n TYRES<\/strong><\/span><\/p>\n HAVING A DECENT TREAD PATTERN AND WAY STRONGER SIDEWALLS WILL GET YOU FURTHER THAN JUST ABOUT ANYTHING ELSE<\/em><\/p>\n \nBASIC<\/strong><\/p>\n While not giving much increase in sidewall height or diff clearance, having close to stock sized tyres will also save on driveline wear and tear and will not affect acceleration, gearing or fuel consumtion like bigger rubber will. A favourite on long distance tourers due to the minimal mods needed to fit them<\/p>\n \nINTERMEDIATE<\/strong><\/p>\n 33in rubber is probably the most popular for most full-size 4WDs and for good reason. It gives a useable increase in diff clearance and is a much better prospect for serious off-road use, both in hardcore and touring situations. A 2in lift coupled with a set of 33s is still our favourite set-up for all-round 4WDing<\/p>\n \nULTIMATE<\/strong><\/p>\n 35in tyres are just about the ultimate in tyres we reckon. Small enough to comfortably tour on while big enough to tackle anything short of a hardcore competition track. Fitting them is the easy part however, you may need to sort your gearing and lack of acceleration to get the most out of them. Once sorted, the extra off-road prowess is definitely worth the extra outlay<\/p>\n Tyres potentially have the biggest impact on your 4WD\u2019s off-road performance. It doesn\u2019t matter if you\u2019ve got lift, lockers, barwork, drawers and more electrical gear than an F-14, as soon as you hit that mud puddle with your highway terrains, you\u2019ve probably got as far as you\u2019re getting. Having a decent tread pattern and way stronger sidewalls will get you further than just about anything else when the going gets tough.<\/p>\n There are more tread patterns, sizes and brands on the market these days than ever before, but for any vehicle short of a competition 4WD almost all of us will go for an AT or muddy for touring duties.<\/p>\n \n BASIC:<\/strong><\/p>\n 31in or 265\/75R16<\/strong><\/p>\n<\/td>\n INTERMEDIATE:<\/strong><\/p>\n 33in or 285\/75R16<\/strong><\/p>\n<\/td>\n ULTIMATE:<\/strong><\/p>\n 35in or 315\/75R16<\/strong><\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n\n COST (5 tyres)<\/b><\/p>\n<\/td>\n $1100 – $1700<\/p>\n<\/td>\n $1200-$2000<\/p>\n<\/td>\n $1500 – $2600<\/p>\n<\/td>\n<\/tr>\n CONSIDERATIONS<\/b><\/p>\n<\/td>\n These will be safe to run on just about any 4WD, although will not offer a significant advantage on anything bigger than a Suzuki Jimny<\/p>\n<\/td>\n While 33in rubber is probably the best all-rounder size for most 4WDs, it is about the upper limit for some drivetrains and gearing options. There are a fair few extra things to think about before stepping up to 35s, so 33s are an excellent compromise<\/p>\n<\/td>\n Your overall gearing will be taller, so you\u2019ll lose out on low-range capability, plus your acceleration will be reduced, as will braking performance. There\u2019s also higher stress placed on your driveline. Even so, they\u2019re still worth it<\/p>\n<\/td>\n<\/tr>\n LIFT NEEDED (For most 4WD Wagons)<\/b><\/p>\n<\/td>\n nil<\/p>\n<\/td>\n 2in<\/p>\n<\/td>\n 3-4in<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n YOU WANT THESE IF…<\/b><\/p>\n<\/td>\n …you\u2019re not looking to stray too far off the main tracks and are happy bombing up the beach instead of hitting the rock gardens, and don\u2019t want to bump up the damage and fuel bills needlessly<\/p>\n<\/td>\n …you\u2019re looking to do some harder tracks without placing undue stress on the driveline. You\u2019re chasing a useable increase in diff clearance but don\u2019t want the increased headaches that go with bigger rubber.<\/p>\n<\/td>\n …you live for the hard lines and don\u2019t mind spending a bit more coin to have a crack at them. You see lower gearing and lockers as mandatory purchases anyway, so why not run the rubber that\u2019s going to get the most advantage out of them?<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \n","protected":false},"excerpt":{"rendered":" Part two of our three part series on setting your 4WD up for whatever you want to point it at. STORAGE IF YOU\u2019RE BUILDING YOURSELF A TOURER, DO YOURSELF A FAVOUR AND FACTOR IN THE COST OF A STORAGE SYSTEM BASIC A simple drawer set-up can be picked up relatively cheaply or even knocked…<\/p>\n","protected":false},"author":123456,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":[],"categories":[1],"tags":[],"_links":{"self":[{"href":"https:\/\/news.emgcloud.net\/news\/wp-json\/wp\/v2\/posts\/337"}],"collection":[{"href":"https:\/\/news.emgcloud.net\/news\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/news.emgcloud.net\/news\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/news.emgcloud.net\/news\/wp-json\/wp\/v2\/users\/123456"}],"replies":[{"embeddable":true,"href":"https:\/\/news.emgcloud.net\/news\/wp-json\/wp\/v2\/comments?post=337"}],"version-history":[{"count":2,"href":"https:\/\/news.emgcloud.net\/news\/wp-json\/wp\/v2\/posts\/337\/revisions"}],"predecessor-version":[{"id":5426,"href":"https:\/\/news.emgcloud.net\/news\/wp-json\/wp\/v2\/posts\/337\/revisions\/5426"}],"wp:attachment":[{"href":"https:\/\/news.emgcloud.net\/news\/wp-json\/wp\/v2\/media?parent=337"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/news.emgcloud.net\/news\/wp-json\/wp\/v2\/categories?post=337"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/news.emgcloud.net\/news\/wp-json\/wp\/v2\/tags?post=337"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}\n
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