MEAN AND GREEN

Part rock crawler and part toy hauler, Bennís wild JKU doesnít take no for an answer.

WORDS DAN EVERETT PHOTOS MICHAEL HURREN

IF YOU havenít noticed a large shift in the Australian off-road scene over the past 10 years, I strongly recommend you relocate from the rock youíve clearly been living under. The days of Cruiser, Patrol and Hilux domination are long gone. Thereís now more choice than ever before, with niche 4x4s popping up left, right and centre.

Without doubt, one of the most drastic changes has been Jeepís full-scale assault on Australian shores, with its four-door JKU Wrangler becoming the go-to vehicle for every man, woman and child looking to make short work of their local rock gardens.

The JKU, with live axles front and rear, flexy coil springs and five-link suspension arrangement, was such an appealing off-road package it managed to sway ĎRangieí Benn Collings away from a history of near-on a dozen Rovers and Patrols and behind the tiller of a brand new 2013 Rubicon.

ďIt was a daily driver for the first two and a half years I owned it,Ē Benn told us. ďItís only really been recently that Iíve gotten a little excited and itís become a weekend toy, itís just used for adventures now.Ē

Depending on what model JKU you pick up, there are a few different engine options you could tick the box for. Earlier models came with a 3.8-litre V6 EGH engine most commonly found in minivans, while thereís a 2.8-litre

THE DAYS OF CRUISER, PATROL AND HILUX DOMINATION ARE LONG OVER

BENNíS RUBICON REPLACES THE WEAK D35 FRONT AXLE WITH A BEEFIER D44 UNIT

RA428 diesel four-cylinder option as well.

Bennís Wrangler Rubicon is fitted with the 3.6-litre Pentastar V6, which offers 10 per cent more torque than previous models and an impressive 40 per cent more horsepower. The bent six breathes through an AUS4WD custom stainless snorkel and an Airraid MXP air box. Itís backed by the standard íbox and transfer case; although, once again, the Rubicon model picks up the highly-sought-after 4:1 low-range ratios.

One of the biggest selling points of a Wrangler is the live axles front and rear.

Unfortunately, most models come with a comparatively weak Dana 35 axle up front, which struggles to cope with 35in (or larger) tyres. Bennís Rubicon replaces the weak D35 front axle with a beefier D44 unit. Itís fed power by a high-angle Teraflex Rzeppa driveshaft, and itís shoe-horned full of goodies including Poison Spyder diff covers to protect the Yukon 4.56 gears and factory lockers. The axle has been beefed up with Evo 44 Magnum diff sleeves and matching Evo knuckle and control arm brackets. Thereís a custom bracket pushing the Panhard higher and flatter, as well as providing a mounting point for the Fox steering damper. A Synergy high-steer flip kit is included to reduce bump steer.

The stock D44 has matching Yukon 4.56 gears in the rear, this time with a set of chromoly axles included for a further bump in strength. To fix some of the handling issues with a lifted Jeep, Benn has fitted a Teraflex Panhard relocation bracket that pushes the Panhard rod up and flattens it out, helping to reduce body roll in the process. Both front and rear axles are kept in place with bright green Synergy lower control arms that are not only stronger than the stock units but also have an included bend to allow more clearance off-road.

On the suspension front there are threeinch- lifted Synergy coils on each corner kept under control by Fox 2.0 shocks with remote reservoirs and Teraflex bump stops, ensuring a smooth landing on harsh washouts. The stock electronic swaybar disconnect (also a Rubicon special) has been swapped out for a more reliable manual version from Evo Manufacturing, a mob based in sunny California. The suspension set-up allows for the fitment of 37-inch Mickey Thompson MTZ mud terrains wrapped around Mickey Thompson SideBiter II alloy wheels.

While underneath the Jeep might be where the magic happens, saying Bennís JKU looks alright would be like saying the

High Country has a few nice hills. Starting from the front thereís an ARB Stubby bullbar shrouded in Aurora LED light bars Ė a 20-inch bar on top with two dual bars either side. On the shoot, Bennís JKU was fitted with a Road Runner Offroad low-mount winch, but an AUS4WD highmount Warn will soon be taking its place.

The old candle-stick headlights have been ditched, in their place are a set of Narva Free Form polycarbonate upgraded seven-inch headlights nestled inside the angry-eyes grille. Up top there are three more Aurora LED lights, with a 50-inch bar mounted to custom A-pillar brackets and a second set of dual LEDs at the bottom of the pillar.

Down both flanks of the Wrangler the stock bulky flares have been ditched in favour of high clearance Ďflat fendersí from Double Black Offroad, with a full suite of removable Dirty Flaps from Ranuki Offroad easily removed for the shoot. Benn has also replaced the Rubiconís standard rock sliders with far stronger units from Melbourne-based Uneek 4x4. The bulky standard tail-lights have been swapped out for slimline Narva units on Ranuki Offroad mounts, with corner protection coming in the form of Bushwacker corner guards. The rear bar and tyre carrier are AEV-styled units, with twin Narva LEDs on an adjustable mount fitted to the swing-out carrier.

Bennís Jeep might sound like a one-trick pony so far, but opening the rear door puts that idea to bed. The first thing you notice is the trick drop-down table made by Bennís business, Ranuki Offroad. ďIíve been running Ranuki Offroad for a while now,Ē he said. ďAll the designs we do are noninvasive, making use of factory bolt holes so you donít need to cut or weld to install things. Weíll use adaptors to plug into the factory loom wherever possible for electronic gear, too.Ē

THE SUSPENSION SET-UP ALLOWS FOR MICKEY THOMPSON MTZ MUDDIES

THATíS SHOCKING

KNOWING the benefi ts of external reservoir shock absorbers is becoming more and more important to tourers. A shock absorberís job is to dampen the springís movement to prevent your 4x4 doing its best pogo impersonation down the track. It does this by forcing oil through small valves. The harder it is for the oil to go through the valve the stiffer the shock Ė well, thatís the cliff notes anyway.

The problem is, as the oil is forced backwards and forwards through these valves over and over again through fast moving terrain like corrugations, excessive heat will build until the oil begins to foam and pass through the valves easier. This is known as shock fade. External reservoir shocks, like the Fox 2.0s that Bennís Jeep is running, fight off fade by having substantially more oil capacity than a standard in-line shock. Are they a necessity? Absolutely not, weíve been doing fine without them for a good 70 years, but they are nice to have.

The twin pull-out drawers are another Ranuki item, as is the drop-down fridge slide that goes in for longer trips. The slide is home to a 40-litre Engel with a Champion remote fridge monitor to keep an eye on temperatures. On summer days when the lid comes off thereís a Smittybilt C.RES2 cargo restraint system to keep camping gear locked in, with a Rugged Ridge Eclipse sun shade to protect both front occupants. From the captainís chair Bennís got easy access to a Rugged Ridge switch-pod full of Narva Carling switches for lighting, as well as access to the Uniden UHF and AEV ProCal module, allowing for easy adjustments of the stock on-board electrical system for things like speedo calibration and tyrepressure- monitoring systems.

There are plenty of 4x4s on the tracks that claim to be all singing and all dancing, yet fall down in reality. However, Bennís Wrangler is different story as it can talk the talk and walk the walk: as soon as we wrapped up a 4X4 Australia photoshoot of serious rock-crawling, he hooked up a caravan and took off exploring Victoriaís east coast for two weeks!

BENNíS WRANGLER CAN TALK THE TALK AND WALK THE WALK