Overlanding Dreamscapes: Johnny Beach is a man of many talents: photographer, adventurer, pilot and parent. His film shows Canadian overlanding adventures in British Columbia, exploring remote backroads destinations with his family on board.
Video courtesy of Johnny Beach
A year ago, while awaiting the delivery of my new Land Rover and finalizing the details of selling my beloved 2006 Land Rover LR3 , I began to immerse myself in online forums, Facebook groups, Top Gear episodes and landrover.com in order to learn every detail I could about the vehicles. While perusing the sites, I stumbled across a photo of a Discovery 2 similar to one I had owned years ago. However, this one was lifted, had big tires and a snorkel. Intrigued, I playfully sent the image to my wife, telling her that this would be my next phase of my Rover obsession. I expected her to scoff, but she surprised me with, “You should do it!”
Fast forward to August 3, 2015. I have successfully been indoctrinated into the world of 4×4 off – roading. I had been been taking monthly trips to Off-Highway Vehicle (OHV) parks and had been hanging out at a great local Land Rover shop. The biggest transformation I made into off-roading happened at SCARR —The South Central Area Rover Rally. SCARR is an event held for off-road Land Rover drivers, novices to experienced, to help them learn, practice, and improve their driving skills and to bring Land Rover enthusiasts together.
My experience at SCARR was cut short by a bad front wheel hub. Through the process of troubleshooting, I met Justin Monnin of Lucky 8 Off-Road and occasional columnist for OutdoorX4. Without knowing me at all, he offered me the part I needed off of his own truck. His generosity blew me away. He told me that, “That’s just how it is in the Land Rover community. We take care of each other”. We stayed in touch and later he invited me to join his team for the Vermont Overland Trophy (VOT) in his vehicle, which happened to be the same year, color and model ( LR3) as my own, but superbly kitted out and masterfully optimized for journey.
The Vermont Overland Trophy is a competition (but not a race) that traverses a beautiful area of the state via Class 4 roads. These are essentially roads that time has nearly forgotten with some being more than 200 years old. Although obscure, they are indeed legal, mapped, public byways. Their entry points are accessible from traditional roads, but often hidden by overgrowth, making this a contest not only of off-road prowess, but also of discovering the hidden passageways. Embarking on the VOT was like taking off in a time machine to an era of covered bridges, postcard landscapes, villages, a complete absence of reliable cell phone signals , and a route through mountain trails openly hostile to “normal” vehicles and “normal” drivers.
There’s off – roading with your friends, then there’s the Vermont Overland Trophy. This competition requires a daily test of navigation skills, driving prowess and teamwork, while discovering wonderful towns, and engaging with curious locals who are intrigued by, and sometimes skeptical of, these hulking off-road rigs. I spent more time on rugged trails in this 4-day trip than I had over the past year.
Many of the trails we drove appeared impossible for any vehicle to traverse. One particular leg had us climbing a rocky and heavily wooded incline that was incredibly challenging. One of our campsites was at the top of a hill covered with dense forest and a maze of trails that were barely visible to the first arriving vehicles. A participant told me that a Defender had rolled trying to ascend the hill the year before and I could see why.
The VOT is definitely an event that requires extensive knowledge of your vehicle and it’s recovery equipment. It is demanding and requires one to be able to drive through difficult terrain and you must have a skilled team to help you through. Trust in your team is essential. I learned how to get in touch with the vehicle’s vibrations, squeaks, and beeps. I also gained a deeper knowledge of the anatomy of the truck. For example: when is the control arm vulnerable? Is the exit angle putting the bumper in danger? How do you take advantage of bounce? Is the space between those trees wide enough to fit this truck through? Did we just put a crack in the gas tank? Aside from driving skill, just knowing how to avoid breakage is essential, as your truck needs to complete the VOT, and not all of the vehicles did.
Another key point of learning for me was the use of the Rover’s winch. I became trained in the differences in synthetic vs. metal cables, snatch blocks, tree guards, soft vs. metal shackles, choosing the right tree and most importantly, how to keep from severing limbs and fingers. I caught on relatively quickly, and learned enough to know what was happening when a veteran driver made a terrible winching mistake that lead to the mauling of his truck in a place we had nicknamed the “Pit of Despair”
I also became well versed in the importance of having a spotter. A couple of weeks prior to the trip, I had made some poor decisions on a difficult trail in East Texas and ended up laying my LR3 on it’s side, against an embankment (Maxtrax to the rescue!). That will be the last time I’ll make such a mistake. My VOT teammates and the other teams demonstrated how you can essentially put your spotter in control of the vehicle, provided you have excellent lines of communication and trust between the two of you.
The older I get, the more diverse I realize our world is. The norm that we get accustomed to can be rocked as soon as you step outside of your comfort zone. With my induction into off-road culture, that was absolutely the case. At VOT, the worst stereotypes of Jeep people vs. Rover people were mostly absent, though we absolutely gravitated into mutually respectful cliques. That said, there was a delightful mix of overland spectacles: Hyper-lifted Jeeps with 37” tires? Check. A pair of English brothers, driving a pair of Defenders and always clad in Union-jack-boxers? Check. Ultra-posh Isuzu Trooper overlanding rig, complete with masterfully crafted wooden camp kitchen and Best-Made dinnerware? Check. Unimogs? No, not this time.
Aside from what I hope to be lifelong friendships with the guys on our Lucky 8 team, I learned some valuable lessons about off – roading. Not just technical lessons, but quality of life lessons as well. One of the men on our team brought his teenage daughter to the event. He saw this as one of the last times for them to spend some quality time together. He knew she was getting close to the point where hanging out with dad would be a drag. I loved seeing them conquer VOTs challenges together. This particularly moved me as I am the father of two beautiful, little girls and a son. Participating in the Vermont Overland Trophy showed me that my Rover doesn’t have to be some exclusive, rolling, man-cave, but a place where I can have adventures with my family. Hopefully, sometime in the future, I’ll be taking them along to a future Vermont Overland Trophy.
Author & Photographer- Gus Granger
Courtesy of- OutdoorX4
Editor-Lori Palmer
The Adventure Portal has featured our friend Bernard Leitner’s Active Cargo System for short bed trucks, now he has released a new system designed specifically for full size trucks. Here’s the scoop directly from Leitner Designs:
“Leitner Designs, the leading innovator in truck accessories, is excited to release a revolutionary new patented rack system for Full Size Trucks, the “ACTIVE CARGO SYSTEM”. The ACS eliminates the shortcomings of truck racks currently on the market. Its patent pending design not only allows you to carry large items above the roof line, but its center load bar can be slid out of the way to carry large items such as motorcycles and bicycles. Its “Quad Rail” T-slot mounting technology allows endless accessories to be securely attached allowing complete customization!”
The product showcases:
– All aluminum TIG welded construction weighing 65 pounds
– Simple no drill installation (2005-2015 Toyota Tacoma)
– Rubber load pad to prevent damage to cargo
– Locking water proof side mounted Gear Pods
– Fuel can mounting plates
– Load stops to keep gear from shifting
– Stainless steel tie down rings
– Locking Hi-Lift Jack mounting brackets
– Roof Top Tent mounting brackets
– Light brackets
– Compatible with many Thule accessories.
Leitner Designs is an American design and technology company, located in Mission Viejo, California, that invents, engineers and markets products designed to improve the function and utility of light trucks. The company’s motto, “Carry Your World” captures the breakthrough products Leitner Designs has brought to the market since its founding in 2007.
Address/Contact info/links to webpages/social media:
Leitner Designs Orders and information: (949) 581-2904
www.facebook.com/leitnerdesigns
www.instagram.com/leitnerdesigns
www.leitnerdesigns.com
| GPS | N 37 14.64 W118 29.55 |
| Elevation gain | 9,500-10,400 ft |
| Season | Best: April-November |
| Terrain | rocky in parts |
| Difficulty | moderate |
| Required Vehicle | Stock 4×4 with high clearance. |
| Time | hour |
| Length | 8.6 miles |
Directions to Coyote Flat Trail: This off-road trail branches off of the Coyote Creek Trail in the Californian Eastern Sierra at the intersection of 8S18 and 7S10. Where the trail splits, take a left to Coyote Flat.
Site Location and Description: Taking a left off of Coyote Creek at the GPS coordinates above will take you south of the Coyote Creek Trail and across through the West Fork of Coyote Creek before coming across the Coyote Flat Trail. A side trail off of Coyote Flat (GPS N37 13.04 W118 29.08), takes you toward Funnel Lake and Rocky Bottom Lake. The main overland trail follows the flat passing below Sugarloaf Peak. This part of Coyote Flat is Sanger Meadow. The meadow was named after a family who raised horses in this area. There is a small track on the left (GPS 37 11.76 W118 27.23) that leads over Sugarloaf and eventually into Big Pine, but this is a difficult and very rocky trail. Heading across the flat you will come to a wooded area with pristine primitive camping opportunities. There are other campsites further along as you get toward Baker Creek (GPS N 37 10.12 W118 28.78) and the end of the trail. These have limited facilities (pit toilets). This area of Coyote Flat and Coyote Creek is well worth a couple of days exploring and vehicle supported adventure camping.
Both of The Adventure Portal rigs have a vehicle snorkel and we are constantly asked why? We have heard people laugh and say that they are unnecessary. We live in southern California and of course it doesn’t rain much, so why have them? Our Tacoma has an Airflow snorkel, so we decided to reach out to the company and ask them for an article that explains what exactly a snorkel does and how it works. So, if you are considering purchasing a snorkel for your vehicle, read on. If you are not, read on and quit laughing at people who have a vehicle snorkel…
Vehicle Snorkels have been in use for a long time on vehicles and craft. Before World War 1, they were used on tanks and later on submarines. After WW1 and the mechanisation of agriculture, they were fitted on tractors and transport vehicles with the unique purpose to supply the engine with air, free of water and contaminants.
In more recent times, with the advent of leisure 4WD vehicles, snorkels are mostly fitted to allow the crossing of rivers without causing damage to the engine. However, more benefits can be obtained from a well designed snorkel. This is where the Cold Air Induction System comes in.
The Cold Air Induction System is designed to improve the fuel efficiency and power of your vehicle. These two goals may appear contradictory, but they aren’t.
How does it work? Combustion engines needs air and fuel to operate. The more air and oxygen flow into the intake manifold, the more efficient the combustion. A cold Air Induction System harvests fresh air at roof level where it is the least disturbed. This air contains less contaminant and is cooler than air absorbed from the engine bay. When the air is cooler, it contains more oxygen. Modern vehicles are fitted with engine management systems; these are computers which measure accurately in real-time all inputs available to the engine to improve its efficiency. Consequently, the availability of cooler air inflow results in more power and torque.
Three main parts constitute a snorkel: a “hat” or “Air Ram”, a Snorkel tube or the “Body” and an air filter either “flat or cyclonic”. The three parts are designed to complement each other in their efficiency.
1. The Air Ram- Air entering the Air Ram swirls violently, creating a cyclonic effect. The heaviest particles are ejected by the centrifugal force to the periphery of the swirl. There, they hit the vertical ribs where air pressure takes over to eject them out of the four slots at the base of the Air Ram. At this point, the air pressure pushes them out. The finer particles that are not ejected are removed by the vehicle air filter. Not all Air Rams are equal in performance. It is preferable for the Air Ram to have an open face without a screen because the screen deflects the airflow.
2.The Body- Now that the air is free of large particles, it starts traveling down the snorkel body in a straight line. The body may be of two types, induction or non-induction. In the induction case, the air slows down because it enters in a larger volume, the plenum chamber. The swirling created by the Air Ram diminishes, thus reducing friction losses. There, the air is buffered, immediately available for the air box at positive pressure. The engine management system can use it readily. Not all bodies are equal in performance. In the case of a non-induction body, the air passes down directly to the hood tubing and ducting into the air box. While this technique increases efficiency and engine performance, it is not as effective as the cold air induction type.
3. The Air Cleaner Commonly, there are two types of air cleaner fitted to cars by manufacturers: the Flat Air Cleaner and the Cyclonic Air Cleaner, both are fitted with paper filters. While they conform to emission laws, they are not fuel or power efficient. The Cyclonic is the most effective of the two types. Some after market suppliers replace the paper filter by a foam oil filter to further increase airflow and thus power to the engine. However, what is gained in power is lost in filtration. Generally, a paper filter will suppress particles down to 30 microns while foam oil filters will not filter below 40 to 50 microns. Larger particle sizes will increase exponentially the risk of damage to the power of the engine.
Conclusion
Purchasing a vehicle snorkel ought to improve your car’s performance at most engine speeds. Furthermore, it should reduce fuel consumption and make your engine run cleaner. Not all snorkel body designs produce a cold air induction effect. This effect improves fuel efficiency while also improving engine power. Once installed, your 4WD will be ready for new adventures and maybe some river crossings and let’s be honest….just look cool.
Article courtesy of: Michael Kirk-Williams, Australian engineer and designer of Airflow Snorkels.
Editor: Lori Palmer
Last February, I had the good fortune and pleasure of being invited to an AEV in-field training at the Oregon Dunes National Recreation Area in Florence taught/led by AEV’s Chris Wood and Kent Klein. It was a two-day drive up from San Diego and the scenery as I approached Mt. Shasta was stunning. Florence is on the Oregon coast at the mouth of the Siuslaw River, at about the same latitude as Eugene. It’s located midway between the central Oregon coastal cities of Newport and Coos Bay.
The Oregon Dunes National Recreation Area (NRA) is located in the Siuslaw National Forest and is administered by the United States Forest Service. The Oregon Dunes are a unique area of windswept sand that is the result of millions of years of wind and rain erosion on the Oregon Coast. These are the largest coastal sand dunes in North America. Some dunes tower up to 500 feet above sea level, which provided us with some exhilarating runs.
Our group met up at 7 a.m at the local Safeway and headed out to the staging lot of the Oregon Dunes National Recreation Area for a safety discussion and inspection.
Chris and Kent are well seasoned overlanders with an extensive amount of 4WD training and first aid readiness experience. Before heading out to the dunes, they ran us through recovery techniques involving snatch straps and winching. They also made sure that we were familiar with the following:
-Your rig’s ground clearance: Know the location of your vehicle’s low points, the gas tank, transmission and axles.
-Height and width: Be aware of your vehicle’s dimensions including mirrors, fender flares and roof rack.
-Transfer-case function: Know how to engage 4WD and 4 low without grinding the gears (Jeeps are notoriously prone to this.).
-Tire changing procedures: Know how to change out a flat and know where your locking lug key is in advance.
-Practice backing your vehicle using only mirrors.
The next training items dealt with defining and discussing the use of recovery points, skid plates and different types of tires:
–Recovery points: These are the hooks or preferably the eyelets (d-rings) used to attach recovery straps and winch cables to your vehicle when it becomes stuck. Recovery points should always be attached to the front and the rear of the chassis. Trailer balls are not appropriate recovery points.
–Skid plates: Everyone was familiar with them, but Chris reinforced the fact that they are steel plates used to protect vulnerable components on your vehicle’s underside such as the transmission, transfer case, differentials and gas tank. and that you need to keep in mind where they are when picking a line. He asked each of us to look at our under chassis and note the location of our skid plates (or lack of). Again, all of this was to reinforce the importance of knowing your vehicle’s strong points as well as its vulnerable areas before hitting the trail.
-All-Terrain tires vs Mud-Terrain tries: These are the basic types of tires to consider when choosing off-road, tread designs. For those of us who spend a good portion of our time on freeways and paved streets, in other words, our rig is also our day-to-day vehicle, all-terrain tires is what we want. They provide superior traction on dry/wet asphalt and ice as well as most off-road trips. Mud-Terrain tires give superior traction in the mud, but inferior traction in almost all other environments, making quick break, emergency, road situations sketchy. Beyond tread design, make sure the tire’s load range rating is suitable to your loads.
The training lasted most of the morning and many more topics were covered. We had lunch, aired down, then headed out to the dunes for a day of play, further training, and exploration.
Throughout the day, Chris and Kirk instructed us on safety tips for ascending and descending steep dunes, recovery methods when tires begin to spin then sink into the sand and more.
This was an all around fantastic experience. I met a great group of like minded, off-road enthusiasts and got to learn how to better use the components on my rig. It’s one thing to have a built rig, it’s another to know how to use that componentry in a safe and environmentally conscious way. If you have the resources, then investing in building a cool rig is fun. Whether your rig is stock or significantly built up, investing in training is smart. I have taken trainings in all different types of terrains to teach me how to navigate lines up rocky steps, through crevics made of sandstone, thick dune sand and more. The TAP crew is a big believer in safety and training.
Author Lori Palmer: TAP Editor and Co-founder
Photos: Lori Palmer
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