What sort of mischief can 1,600 uninterrupted miles of mixed corrugations, rocks, potholes, mud, and even some pavement wreak on a diverse group of four-wheel-drive vehicles? We found out on the recent Continental Divide trip organized by Rawhyde Adventures and us.
Our lineup on the ten-day journey included two Toyota Tacomas (one mounted with a Four Wheel Camper), two Ford Raptor pickups (one also mounted with a FWC), two Sportsmobiles (nine years apart in age), two Toyota FJ Cruisers (one towing an Adventure Trailer), two four-door Jeep Wranglers, one nicely maintained 1990 Ford Bronco, one newly restored and modified FJ60 Land Cruiser, a four-wheel drive Chevy Van conversion, and, occasionally, a Ford F250 pickup belonging to the Rawhyde staff’s self-taught 21-year-old mechanic/welder/marshmallow toaster (more on that later), Phil. Sadly, a Land Rover Defender 90 powered by a 200TDi diesel failed to make the start, after a blown head gasket and several other issues finally sidelined it despite valiant attempts by its owners to rectify things and meet us partway along the route.
We knew we were pushing the weather envelope on the trip, as it was scheduled right after the Overland Expo WEST, in late May. Additionally, the Rockies had experienced heavy snow fall just prior to our journey, so it was clear in advance some of the high passes would be . . . impassible. However, our group seemed to take this in stride as a more enjoyable challenge than cruising over the same passes might have been later in the year. One attempt, at a high pass above Lake de Nolda and the Alamosa River, involved first pulling a large fallen tree off the trail, then blasting through several drifts until the lead Ford Raptor found itself high-centered, all four wheels rotating uselessly, in a snow bank too deep to shoulder aside. In this case, everyone agreed that trying and failing was more fun than easy success.
Mostly, though, the miles we drove comprised easy to moderate backcountry routes with miles and miles of hammering from corrugations (or washboard if you prefer), and low-speed bouncing over freeze-induced potholes. The effects became apparent early on.
Both Sportsmobile owners glanced back into their living areas during a day’s trek to find their carpets soaked. The rough roads had caused (yet-to-be-determined) leaks in the vehicles’ plumbing systems, resulting in complete loss of water in the main tanks. Despite this, everyone was impressed with the Sportsmobiles’ utility and capability, especially considering their imposing size and 10,000-pound-plus GVW.
The FJ60 had just been the subject of a near-complete rebuild, including the installation of a factory 1HZ six-cylinder diesel engine with a turbo kit, plus a five-speed transmission, along with an extensive array of cargo-containment slides and suspension modifications. In fact, its owner, Adolfo Rapaport, only laid eyes on the vehicle a few days before joining us on the trip.
Among its accessories, the Land Cruiser had a full-length Eezi-Awn “K9” roof rack supporting an Autohome Columbus roof tent. Adolfo was delighted with the effortless setup of the clamshell tent (undo latch, climb in, go to sleep); however, an ominous development hinted at future issues: One of the six brackets supporting the rack failed on the third day of the trip. The aluminum base of the bracket cracked completely through where three holes are drilled in a horizontal line for connection to the steel upper bracket—an obvious potential failure point. Soon another bracket failed, then another. Each time the brackets were shuffled to retain support at the corners, but finally we simply ran out of brackets.
On the second to last day of the trip the mounts gave way altogether, and we pulled the rack and tent off the Land Cruiser and strapped it to the massive construction rack of the Rawhyde F450 support truck that rendezvoused with us each night. Adolfo and his son Josh enjoyed a penthouse apartment from that point on; they just had to avoid an assortment of welding tanks and generators when clambering up and down.
Post-trip investigation by both the chagrined builder of the vehicle and the importer of the rack revealed that the brackets had been completely redesigned sometime after the last container left South Africa, indicating that Eezi-Awn had become aware of the essentially guaranteed failure rate of the original. New brackets (four for each side rather than three) are on the way to Adolfo as I write.
One other issue surfaced on the Land Cruiser: The dual battery mounts in the front of the engine compartment had been engineered so only the rear of each battery was securely clamped, and they quickly worked loose. Folded cardboard provided a temporary but less-than-stylish fix.
The two Jeep Wranglers performed very well, as I expected, although a plastic fitting for the transfer case linkage on one of them failed, and Phil had to secure it temporarily with a zip tie. After a long, slow climb, the automatic transmission oil temperature warning light came on in the other, but it never happened again. And Chrysler still has not solved the problem of mud thrown up from the front tires, which packed the front door handles of both Wranglers with goop. We had this issue with the long-term Wrangler Rubicon we had four years ago. C’mon Jeep—a simple set of abbreviated mud flaps in front would at least keep the arc of the flung mud below the handles.
One of the FJ Cruisers sported a custom combination tire carrier and mount for two four-gallon Roto-Pax fuel containers. The assembly was welded to the stock tire carrier base on the rear door, and early on the four welds began to fail one by one. Fortunately Phil was able to re-weld the mount sufficiently to keep it intact for the remainder of the trip. The location of the Roto-Pax significantly increased the leverage on the mount; I think the fabricator should rethink the design.
Sterling Noren’s clever Chevrolet conversion kept up effortlessly with all the more technologically advanced and prepared four-wheel-drive vehicles, and survived numerous blasts of speed as he raced ahead of the main group to film. But late in the trip, and late each day, the vehicle began dying at random and refusing to move more than a few feet unless it was allowed to cool for an hour or so. No codes showed on the OBD reader, and standard diagnostic investigation was futile, so Sterling simply let the van have a nap when needed.
Both Raptors performed flawlessly, as did both Tacomas. Ross Blair's Tacoma benefitted from conscientious daily checks.
And that 1990 Bronco? It survived the trip in style as well.
On a related note, both Four Wheel Campers performed as they always do, providing a home away from home with a two-minute setup time, and scarcely affecting the backcountry abilities of the vehicles to which they're attached. With that said, the turnbuckle attachment system continues to require frequent checking; I'm determined to come up with a way to solidly anchor them. And, for the second time on ours, a silly strip of rubber trim around the front overhang came loose on a windy stretch of interstate, making a noise all out of proportion to its importance. Quibbles on a superb product, but needing attention.
Other tidbits: Phil, who was towing an enclosed cargo trailer along a very muddy track in our wake on one of the easy sections, looked in his mirrors to note both fenders so loaded with sludge that they were ripping free of the trailer. He unbolted both and tossed them in the bed.
At one point I took over driving a two-wheel-drive support van shod with street tires along a level but treacherously slick muddy section, amusing the following drivers with the yaw angles I achieved while trying to keep the thing on the road. Luck was with me and I avoided ditching it. Total number of vehicle recoveries was remarkably low at three.
Oh, and, regarding Phil and the marshmallows? He proved remarkably apt at toasting them for s'mores with his oxy-acetylene torch.
Update
on 2014-06-12 00:52 by Jonathan Hanson
An update: Michael Collier, the owner of one of the Sportsmobiles that suffered a water leak, reports that the source in his was a connection between the water pump and the lower water tank. These connections have large knurled fittings that are designed to be hand-tightened. Once snugged, Michael says, the system has remained secure. The long-term solution seems to be regular checks while attending to basic daily maintenance.
