Why LED’s?
LED’s have many advantages over the more traditional lighting methods:
LED’s are long lasting – up to 50000 hours, which is up to 10 x longer as compact fluorescents and much longer than incandescent bulbs
LED’s are highly energy efficient
LED lighting operates at a lower temperature than incandescent light bulbs and therefore less energy is wasted in heat production and subsequent heat loss
LED’s are environmentally friendly – contain no mercury
LED’s are cost effective – although LED’s are initially expensive, the cost is recouped over time
LED’s are durable – they do not have a filament and are not easily damaged and can handle a certain amount of vibrating, bumping and jarring.

Please browse our website to find what you are looking for and please do not hesitate to contact us for any requests or queries. http://ledcompany.co.za

To access your keys you simply release the Rubber dust cover (made to look like any normal Hitch Cover), enter in your personal 4 number dial combination, which then releases the drawer and allows access to your keys, cards or more…

The HitchSafe easily installs/uninstalls in seconds with no tools required! (see videos below)
The Hitch Safe is great for outdoor activities where taking keys along is a hassle or they can become lost.

This solution is far superior to the magnetic key holders that fall off at the first bump. If your magnetic Hide-A-Key has not joined the millions of them laying on the side of the road, you then have an open invitation for someone to steal your car because everyone knows where they are hidden! The HitchSafe is contained within the solid steel structure of the Hitch Receiver via a combination where only YOU can access your keys when needed.

For more information, visit www.4x4direct.co.za

Text: Danie Botha

Photography: Jannie Herbst

Seven years ago Johannesburg-based ATS Motorsport Supplies started importing a limited range of off-road and drag-racing tyres from Mickey Thompson (MT) in the United States. The off-road-racing rubber proved especially competitive in extremely slippery conditions, with legendary racer Hannes Grobler winning a national event using MT’s highly acclaimed mud tyres.

“In the early days we experimented a bit,” says ATS managing director Robin Houghton. “We imported a limited amount of off-road racing and drag-racing rubber, and sold it exclusively to motorsport competitors. It was clear from the word go that the MT products were really in their element in a motorsport environment, and at that stage we didn’t really plan on expanding the product range to more commercial applications.”

At the time Mickey Thompson’s more commercial products were being imported by relatively obscure local companies, but in 2006 Mickey Thompson headquarters in the US contacted ATS Motorsport Supplies.

“They wanted to know if we would be interested in taking over the distribution of all their products in South Africa. They needed a company with a proven track record and the necessary infrastructure to look aft er clients properly. But we didn’t want to jump into the deep end. First we did proper research into the viability of such a project. We wanted to make sure we could off er our clients and Mickey Thompson the required infrastructure,” says Houghton.

So 2007 was spent evaluating MT’s more commercial ATZ and the off -road oriented MTZ tyres, speaking to specialist 4×4 shops such as LA Sport, looking at rim options, figuring out what tyre and rim combinations would be popular here, speaking to prospective customers and setting up a proper dealer network.

“By the end of that year we decided that’s it… we were ready to roll. We ordered four 40-foot containers, filled to the brim with MT products. The business was officially up and running,” says Houghton.

In ti me clients started arriving on the ATS doorstep looking for premium MT products. ATS also found a very ready market in Ford F250 owners.

“There was a problem in supply of replacement rubber for the bakkie. If an F250 owner wanted to upgrade to a bigger wheel, there was hardly anything available. MT wheels and tyres fi lled that gap perfectly. Business rolled our way, so to speak!” says Houghton.

But it hasn’t all been plain sailing.

“MT products are premium products, so they are more expensive than run-of-the-mill ones. Although our off -road products, such as the amazingly capable MTZ tyres, are selling well, the standard replacement models for bakkies and SUVs is a harder sell, as we are competing against a very broad spectrum of tyre brands oft en at extremely low prices,” says Houghton.

This hasn’t prevented ATS from being the only MT distributor in the world to show market growth in 2009 – a feat that amazed even the bigwigs at MT headquarters in the US.

“The financial downturn actually worked in our favour,” explains Houghton. “We found that owners of the latest and greatest double cab or 4×4 would normally change their vehicle for a brand new one every two years or so. Now some of these guys don’t want to buy that new vehicle anymore, because of the financial situation. So instead they spend more money on making their two-year-old vehicle stand out from the crowd, with an exclusive, premium and prestige look – and our MT rims and tyres again fill that gap to a tee. Now we have customers who spend between R25 000 and R40 000 on a set of rims and tyres.”

Sales figures for 2009 turned out to be four ti mes higher than those achieved in 2008. Quite remarkable in light of the negative financial climate in 2009.

“Client service and quality people working with the product have also been a priority, and I must say that MT in the US is also very focused on this. We imported one batch of rims whose powder coating started to flake. For MT there was no question: replace the customers’ wheels with new ones, immediately. That is important for customers too: to know that their premium products are supported by premium service and back-up,” says Houghton.

Other than Mickey Thompson products, ATS Motorsport also distributes another famous American brand, Dick Cepek. Cepek, a keen off -road enthusiast, founded his company in 1963, and also provides high quality on and off -road products for bakkie, SUV and 4×4 owners.

“The Dick Cepek tyre and rim range is a bit more fl ashy and shiny, for people who prefer that kind of thing. They are nevertheless very high-quality products too. So between Dick Cepek and MT we now cater for most premium off -road wheel and rim needs,” says Houghton.

And the future?

“We are very positive about the future of MT and Dick Cepek products in South Africa. Besides for the obvious such as more dealers, even better service and expanding our business on the commercial MT tyres, we are increasing our marketing activities, preferring to focus on special projects, such as the Leisure Wheels Project Navara,” Houghton, a national champion in off -road racing, explains.

Then, a small smile.

“I must admit, the day those 38-inchers were rolled out of here, I thought our guys were making a mistake with the size. I couldn’t believe they would ever fit a Navara! But they sure did… and it looks brilliant. Just like a set of premium MT rims and tyres should.”

ATS Motorsport: Tel. 011 670 8400; info@ats-motorsport.co.za; www.ats-motorsport.co.za

It’s also the stove you want to have with you when you run out of gas on the way to the Tsodilo Hills, because it runs on almost any fuel type: petrol, paraffin and benzene. It can even run on those little propane/butane gas bombs.

It is easy to set up and operate, and to take apart for cleaning. It works just like an old primus – you pump it for a while to build up pressure, and voila!

If anything breaks or malfunctions, spares are also readily available from ATG, the distributor.

Price: Around R1000
Contact: Camptrails 021 448 6012; www.camptrails.co.za

Drive Out says:
A similar stove from Edelrid will set you back around R1350

More info: www.driveout.co.za

The product plans were revealed at a recent investors conference as part of a presentation outlining Fiat’s plans to rejuvenate the Jeep brand with the launch of four new models in the next couple of years.

Compact replacement for Compass and Patriot

First up is a new entry-level model set to replace both the company’s Compass and Patriot offerings. This C-segment SUV will be built at Fiat’s Mirafiori plant and will be underpinned by the same platform earmarked for Alfa Romeo’s upcoming compact SUV model. Both front- and all-wheel-drive variants will be rolling off the line when production commences towards the end of 2012.

Baby Wrangler

There is also talk of Jeep introducing a compact version of its iconic Wrangler. Little is know about this model outside the fact that it will be assembled in Mexico and will go on sale globally by 2014. It’s fair to assume that the new model will feature smaller, more frugal powerplants and possibly be offered with a choice of front- and all-wheel-drive variants.

Jeep Cherokee

Jeep’s volume-selling D-segment SUV will receive an update for 2013. Apart from the inevitable cosmetic changes, the Cherokee will also feature a range of Fiat-sourced powerplants, including a 2,0-litre petrol unit developing 125 kW. The Cherokee will retain its all-wheel drivetrain, but growing customer acceptance of front-wheel-drive Jeeps (think the latest Compass) and the rising cost of fuel is adding credence to the inclusion of a front-dragger Cherokee.

Seven-seater set to return

Those lamenting the departure of the Jeep’s seven-seater, the Commander, will be pleased to hear that the company plans to introduce a replacement before 2014. This model, which could possibly herald the revival of the company’s Grand Wagoneer nameplate, will be underpinned by the same platform as the Dodge Durango and could be offered with such engines as the 3,6-litre Pentastar V6 with 216 kW on tap or the 268 kW, 5,7-litre Hemi V8.

Jeep hopes that the additions and tweaks to the model line-up will help the company achieve sales figures in the region of 850 000 units in 2014.

Unfortunately, running a turbocharged vehicle at altitude in South Africa’s rather sunny, high-temperature climate puts most modern engine control electrics under severe strain as under-bonnet temperatures soar thanks to turbine heat generation.

The solution? Thermal insulation turbocharger covers.

KEEPING YOUR TURBO COOL

Marketed by Johannesburg’s Automotive Technology Specialists (ATS), the range of Thermotec products are tailored specifically for the Garrett T3 and T4 turbochargers – popular in most SUVs and performance hatchbacks.

How does it work? Well, the Thermotec kits create a physical barrier between the turbocharger plumbing and a vehicle’s under-bonnet architecture (reducing temperatures and protecting your ECU from heat damage). By reducing under-bonnet temperatures, turbo lag is countered too.

The other bonus is that by consolidating heat within the exhaust system, scavenging improves too – improving gas extraction and enabling a more efficient input of fresh air/fuel mixture.

ATS stocks a broad range of Thermotec heat control products intended to protect and improve standard, modified and motorsport vehicles. For example, on many SUVs fitted with a long-range fuel tank the enlarged tank often passes closer to the exhaust system than the manufacturer intended, but with Thermotec’s clamp-on heat shield there is a quick and easy fix to this worrying problem.

Source: Wheels24.com

As a big 4×4 enthusiast since a child, Gordon has always wanted to build a “special” kind of 4×4. He purchased the Fj62 from his father a few years ago, and has not stopped with planning since.

Now, he is at fill throttle with his creation with recently fitting a Chev Vortex V8 motor, that makes 200kw and 500nm of pure power he needed to give the FJ a special custom look!

Special custom bumpers all round have been built, and the project is soon to be completed. For more information, visit his progress on the Land Cruiser Club Forum, or keep you eyes posted here!

Most concept cars are either touring the car show circuit or parked in dark corners of mysterious sheds, located on properties that don’t exist on maps.

It was therefore logical to conclude that there was more to this offer than was immediately obvious, but let’s not get ahead of ourselves.

The concept vehicle in question is the TMR Triton which debuted on the Mitsubishi stand at the 2008 Sydney Motor Show.

For Mitsubishi fans and Triton owners, the concept and its creators need no introduction, but to tell the story behind TMR is to take a stroll through one of the golden ages of Australian motor sport.

The Team Principal of TMR is a man who will need no introduction to motorsport fans, Alan Heaphy.

Alan has enjoyed a career spanning more than 20 years at the pointy end of Motorsport team management, including heading Nissan Motorsport Australia’s Touring Car program in 1991 and 1992 with Fred Gibson as Team Principle.

Both ’91 and ’92 were memorable years for Nissan motorsport in Australia. The R32 GT-Rs dominated on the track, and the team that Alan managed remains the most successful ever in Australian touring car history.

Another member of that now famous team was Peter West, TMR’s Team Manager. Peter was the Engine Project Manager for Gibson Motorsport from 1990 to 2003 and worked with three manufacturers during this time – Nissan, Ford and General Motors.

In 1994, Alan set up a V8 Supercar team for former World 500cc Champion Wayne Gardner and Neil Crompton and has since been involved with a number of other big name teams, including Wynn’s Racing (’99 FAI 1000 Bathurst winners), Cat Racing and Gibson Motorsport (before they were re-named the team 00 Motorsport).

It was in 2004 that Alan established a new look TMR for Mitsubishi Australia. The new TMR’s first foray into motorsport was with two all-wheel-drive Mitsubishi Magnas that competed in the 2004 Globalstar Australian Rally Championship. They dominated their class with six wins from six starts.

A string of Evos followed the AWD Magnas, with TMR preparing Evo 8s, 9s and now Xs for road and motorsport use. TMR-prepared Evo Xs have recently dominated at the Bathurst 12 Hour and proven their mettle in other tarmac and track events.

Despite the hectic schedule, TMR found enough time in 2007 to develop a road going supercharged version of the Mitsubishi 380 – the TMR380.

A significant increase in output, huge brakes and revised suspension turned the humble 380 into a focused driver’s car – and a very rare one. Only 20 were ever produced and all were sold through Mitsubishi dealers.

In 2008 that TMR turned its attention to Mitsubishi’s ML Triton 4WD Dual-Cab ute. A style trend-setter, the Triton received an engine ECU upgrade, larger brakes, retuned suspension and a host of detail changes to create what is possibly the ultimate, road-going Triton.

Unveiled to the public at the 2008 Sydney Motor Show, the TMR Triton concept was a crowd pleaser, but one destined never to be more than a one-off prototype.

Never before driven by the press, we were handed the keys. Was this a last hurrah before the TMR Triton concept is retired to gather dust in the corner of a shed?

Not quite…

Styling

The ML Triton’s styling is polarizing, you either love it or hate it. To some it is just too different to the square boxy trucks they are used to. For others the styling is a breath of fresh air in a sector that really needs some change.

Wherever you sit, there is no argument that the ML has proven to be a popular choice for dual-cab ute buyers and an outstanding sales success for Mitsubishi.

TMR approached the unique exterior styling of the Triton with a deft hand, keeping the enhancements subtle and low-key.

Using the top-of-the-line GLS Triton as a starting point, the concept adds a sports head-lamp kit, chrome upper and lower sports grilles and unique ‘TMR Enhanced Triton’ badging to the mix.

The rear tub of the concept is fitted with the same Fastback hard cover that was available on the ML range, but is now a discontinued Mitsubishi accessory.

Wheels have been bumped up a size to 18” x 8” shod with Pirelli Scorpion ATR 255/55R18 tyres that feature a symmetrical All-Terrain tread pattern.

TMR’s ‘stealth’ approach to the exterior styling provides just a hint of what lies beneath.

Mechanical Package

Under the bonnet is where it starts to get really interesting.

Fresh from the factory, the standard Triton’s 4M41 3.2-litre diesel produces 118kW at 4000rpm, and 347Nm at 2000rpm.

TMR has developed a full ECU re-program that bumps outputs to 132kW at 3800rpm and a huge 450Nm at 2000rpm. No piggy-back computer, no interception of the standard ECU’s signal; this is a fully developed, downloadable ECU re-flash.

The TMR Triton concept uses the Triton’s standard four-speed automatic and Super Select 4WD system that allows operation in either 2WD, full-time 4WD (on and off-road) or 4WD high/low range.

As mentioned, the alloy wheels are 18” (up from 17”), a necessity given the TMR Triton’s specifically developed front brake hardware.

Discs have been upgraded to two-piece 343mm x 29mm ventilated and slotted units, with beefy-looking TMR logo’d four-piston calipers clamping high-performance Ferodo DS25HP brake pads.

Plenty of power, and the ability to stop like no other Triton are only two thirds of this story. TMR has taken the standard Triton’s suspension to task and fitted Koni 8240 series shock absorbers to the front and rear.

Not content to fit the Koni shock absorbers ‘as is’, TMR has had a play with their valving to best match them to the Triton’s drive characteristics.

Standard springs and ride heights have been retained to ensure that none of the standard Triton’s off-road ability is lost.

The Interior

The subtle exterior treatment extends through to the TMR-enhanced leather interior. The front and rear seats feature stitched TMR logos, while stainless steel scuff plates and Triton mats carry the theme throughout the cabin.

The Triton’s standard audio system has been replaced by an Eclipse CD3200 Multi Source Sound System offering USB input, integrated Bluetooth handsfree and full iPod control, along with a 50W x four-channel internal amplifier.

The rest of the cabin is standard GLS Triton fare.

The Drive

TMR began the Triton concept project with one clearly defined goal: build a better Triton.

It was imperative that it retained its stock off-road-ability, while providing significantly improved performance and a more enthusiastic, less truck-like on-road driving experience.

With four days to find out, we took the TMR Triton for a run across a wide range of on-road conditions, from Melbourne’s tollways, to the country roads that wind their way through the Grampian ranges to the southwest of Melbourne.

From the moment you select drive and move off, the concept’s additional 103Nm makes its presence felt. Benchmarked against the standard ML Triton 3.2-litre diesel GLX-R we reviewed back in January, the concept feels meatier off-idle and pulls like a train.

The standard 3.2-litre can feel doughy off-boost and is noticeably less eager than the TMR Triton as the revs build; the TMR-tuned engine fairly wallops it from idle through to redline.

More torque certainly makes it easier and more relaxing to drive the Triton through the cut and thrust of city traffic, but where the re-tuned 4M41 really shines is on the open road.

In situations that would see a standard ML diesel owner hang back from overtaking, the TMR-tuned Triton has enough of an edge to make the decision an easy and safe one.

You don’t need to factor in a wait as boost builds, or worry as much that you’ll run out of puff as the big four-cylinder reaches the upper limits of its typically narrow diesel power range. There is enough grunt straight off the bat to ensure it’s a simple case of point and squirt. The big torque will do the rest.

According to the notoriously inaccurate Triton trip computer, fuel consumption across our 650km round trip was 11.6 l/100km, about normal for a standard 3.2-litre Triton in our experience.

Fresh from the factory, the standard ML Triton rides nicely and has an easy-going manner around town. It’s a borderline proposition though when you hit the highway or put the pressure on.

Easily unsettled by undulating roads, a Triton in standard trim (especially one with 10,000km or so on the odo) tends to porpoise as the undersized shock absorbers struggle to provide enough rebound damping.

In stark contrast, the TMR Triton concept’s Koni suspension ensures it sits much flatter through corners. Mid-corner bumps are shrugged off, dips are traversed without wallowing and what is essentially a two tonne truck, gets closer to handling like a car than it has any right to.

We didn’t take the TMR Triton concept off the black-top, but from experience would expect the Konis to perform just as well off-road, provided tyre pressures were dropped to the appropriate level for the terrain being tackled.

Then of course there are those brakes. The TMR brake upgrade brings a new level of braking control to the Triton.

Working seamlessly with the standard rear-drums and ABS system there is significantly more initial bite and improved pedal feel.

While we weren’t about to punt a one-off concept anywhere near its limit, the steep climbs throughout the Grampians provide their own challenges for brake systems.

With three people on board and a tray full of camera gear and luggage, the upgraded TMR brakes were noticeably superior. You could brake later, harder and with significantly more confidence than in a standard Triton.

The Verdict

Has TMR built a better Triton?

Unless you are a hardcore off-roader then yes they have, absolutely. For those who want to get the best from their Triton on-the-road, without compromising its off-road-ability, the TMR Triton concept’s upgrades have the bases expertly covered.

Significantly more power and torque, hugely improved suspension performance and big brakes take the Triton’s on-road ability to an all new level. It’s still a truck, but it’s a very well sorted one.

Unfortunately you cannot buy the TMR Triton concept and TMR will not be building enhanced Triton’s for sale through the Mitsubishi dealer network – at least not yet. The reason we were handed the keys to the concept is simple, TMR is ready to enhance ML Tritons.

Current ML Triton owners are now able to upgrade their VR, GLX-R and GLS Tritons with genuine TMR developed products – exactly the same goodies showcased on the TMR Triton concept.

You can opt to go the whole nine yards and have TMR fit your Triton out exactly like the concept. Choose this option and TMR will transform your Triton over a five day period into an almost dead-ringer of the concept, mechanically and cosmetically, right down to the chrome grille inserts and ‘TMR Enhanced Triton’ badges.

Alternatively, you can choose to upgrade just your engine, brakes or suspension, or any combination of those options, in which case your Triton will also be kitted out with unique ‘TMR Enhanced’ badging.

Importantly, all TMR enhancements are ADR compliant and fully warranted by TMR.

It doesn’t necessarily end with the ML Triton either. With the MN Triton due on dealer forecourts in September, TMR is looking closely at the possibility of making its enhancement packages (except the ECU re-tune) available to new Triton buyers at the time of purchase.

Team Mitsubishi Ralliart Enhancement Packages and Pricing

Complete TMR Triton upgrade (interior/exterior/mechanical) – $9,100 + GST

Front brake upgrade (includes 18″ alloy wheels and tyres) – $7,000 + GST

Koni suspension upgrade – $1,250 + GST

3.2-litre Diesel engine ECU reflash (132kW/450Nm) – $2,300 + GST

The complete TMR Triton upgrade includes “TMR Enhanced Triton” badges on front doors and tailgate. The other upgrades listed include “TMR Enhanced” badges on front doors and tailgate.

Photography by Joel Strickland

KONI produces a wide range of shock absorbers for the popular 4WD-Vehicles. They are designed to last, even in harsh off-road conditions. A rugged construction and the use of first class materials are the essentials for the KONI quality. On the street the ride and stability of your vehicle will improve consistently, providing more safety and overall performance

Offroad Heavy Track® shock absorbers ensure greater stability and  greater stamina for both drivers and vehicles. On the road, you can count on greater comfort and a higher level of safety, more stability and better roadholding. In short, Heavy Track®  shock absorbers from KONI are perfect ‘all road’ shock absorbers. Irrespective of the driving conditions.

The Heavy Track RAID shocks are reliable high quality replacement performance parts for customers who seek a non sophisticated but effective product to do the jobs it’s designed for; to finish in off road rally raids.

For more information, visit http://www.customsuspension.co.za/ and speak to Brandon.

A South African entrepreneur has added a new twist to an old design, and in so doing has created a revolutionary new product. We joined Colin Christie to see his Quaddro 4×4 Scissor Jack in action
Text and photographs: Stephen Smith
Website Links: Leisure Wheels Website | Quaddro Technologies

We turn off the tar, onto a small dirt road just outside of Pretoria that runs through a field of mealies. We follow the road and at the end find a small team of friends and colleagues, sharing a joke and listening to boeremusiek.

They’re there to film and watch the Quaddro 4×4 Scissor Jack in operation, and we’ve been invited along so that we can keep our readers informed of a very useful piece of kit that’s about to hit the local market.
The setting might be low-key, but the product is world-class. The story began in 2004, in the United States, when South African entrepreneur Colin Christie visited the AM General factory. There he was told that the company was looking for a new jack for the Humvee military vehicle, which they build, and challenged to come up with a better product.

Colin began to research the designs, and failings, of traditional scissor jacks, and a year later, while battling to sleep on an aeroplane, he came up with the “Central Coil Spring Design” that today presents the critical part of the patented Quaddro scissor jack.

The patented design uses four powerful springs mounted to a central point and each fastened to one of the four arms making up the “scissor”. These springs give the entire jack more lifting strength, make it more stable, and eliminate the main problem of traditional jacks: collapse of the drive screw.
Colin’s design has received many plaudits, including the South African Bureau of Standards Prototype Design Award in 2006, and the South African Bureau of Standards Design Excellence Award in 2008. In addition to this the design has received several international media awards, and has passed the safety standards tests of both the US and Australia/New Zealand.

Since those early days the Quaddro scissor jack has undergone a number of refinements, perhaps the most notable of which is the addition of a planetary gearbox to the drive-train.
The planetary gearbox makes raising and lowering the jack much easier and faster, so even a heavy 4×4 vehicle (such as the pictured Ford F250) can be lifted with a minimum of effort. For the really lazy (or impatient), Colin has designed an attachment that allows you to use your cordless drill to operate the jack, taking all the sweat out of the situation.

Another clever accessory is an extender that attaches easily but securely to the top of the jack, giving it extra reach, but without compromising the stability and strength of the design. A base-plate is also available, for soft ground.

The aim of the demonstration that we attended was to illustrate how well the Quaddro jack worked, but also to show how it can make the traditional high-lift jack obsolete and fill the role of off-road recovery gear.
Colin maintains that the Quaddro scissor jack can lift any make or model 4×4 vehicle on the market, safely and reliably. This is what sets it apart from rest, and from high-lift jacks, according to Colin. Admittedly, when we tried to lift the Ford F250 we had absolutely no problem, and the Quaddro jack was powerful, stable and required a minimum of effort to lift the huge vehicle. Whether it can replace a high-lift jack, though, is debatable. The Quaddro jack does have a number of advantages. Firstly, it is much smaller and more compact to pack, and can fit inside the vehicle, eliminating problems with dust and reliability that can affect high-lift jacks.

The Quaddro is also very, very stable, and can be used while working underneath the vehicle. Another major advantage that the Quaddro has over high-lifts is that it doesn’t require special mounting points on the vehicle, or any special skills to be used effectively.
Where the Quaddro does fall short of the high-lift (literally) is in height. With its extender attached the Quaddro jack has a maximum reach of 68cm, while a high-lift jack can extend to double that. There are times when this extra reach could be vital.

There will also be arguments for the high-lift jack, with people arguing that it can be used as a winch, and they do have a point, but how often does this actually happen in practice? Wouldn’t you rather have an easy-to-use and safe scissor jack that can be used on vehicles without modification, and will cover 90% of eventualities?

We left the mealie field thoroughly impressed by the quality of the design and manufacture of the Quaddro Jack, and confident that it could play a useful role in any 4x4ers bag of tricks. We’re not convinced, however, that it can totally replace the high-lift jack or, even if it can, if 4×4 drivers would be prepared to give up their trusty high-lifts. A fairly steep price-tag won’t help matters either!

Some fast facts:

• Quaddro jacks are currently built in the USA, but South African manufacture might commence in 2009.
• A heavy duty version of the jack will also be available.
• When the jack goes on sale in South Africa (hopefully during 2009) the retail price will be in the region of R3500.
• Load capacity of 2000kg
• Minimum height: 20cm
• Maximum height: 46cm
• Maximum height with extender: 68cm
• Weight (jack only): 8,6kg