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Buy A Patrol? Let us evaluate it for you. Free of charge.

Hi Everyone.
If anyone is interested in buying a Patrol and would like to have it evaluated before purchase, give Graham a call.
Graham will check it out from top to bottom, inside and out and give you his professional opinion.
Ask the seller to bring it to us, and you can tag along of course, and get first hand information on possible further expenses.
If the seller refuses a technical inspection by an independent party always ask WHY? :think:

We offer this service free of charge to forum members ... or potential forum members.

Enjoy your day and happy trolling! QQQ

Graham & Vanessa (G-Tech Motors)
012 6513447
083 417 7503
by PathMaker
11 Apr 2013 10:38
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Re: Recovery Gear & Points

Sal so maak. Kom kyk eers hoe lyk myne. Dan kan jy self besluit en bestel en ek kan dit vir jou saambring uit Kaap uit.
by Jorrie
26 Apr 2013 22:50
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Re: Oxygen Sensors, MAF sensor?

Hi guys,

Okay I watched a vid today explaining how to test your O2 sensors, very easy, link is here:

Anyway, after the %&$* bastards at Nissan Nelspruit told me my sensors were checked and are ok, I decided to check them myself as I was sure my patrol was overfuelling. Turns out both were stone dead, one's wires were even without insulation anymore, so ZERO signal getting to ECU from that one, other one reached a max on 0.2V where they should get to 0.9 to 1.0V. Anyway, I went to Bosch Diesel, and bought 2 universal sensors from them, but here's the catch, and the purpose of this post:

The ones you get at Bosch, are 4-wire, the ones that come off the troll are 3 wire. They told me the 3-wire we'll only get from the stealers. Anyway, the 4-wire sensor works. The extra wire (grey in colour), is just an external ground which I soldered together (one each from each sensor), then to a single wire lead to earth on one of the component mounts in the engine bay. The 2 white ones join to 2 white on the new sensors, and black to black. Simple as that.

Thought I'd let you guys know so you don't get disheartened and go buy from the dealers for like R7k per pair.

We need to get innovative on checking and solving our own issues guys, and sharing results. I went to Steves Auto in Nelspruit and was told I need a chip and freeflow. WTF!?

Engine idles much smoother with new sensors installed, will test drive to town tomorrow, and run a few tanks to see if consumption improves any. After cleaning MAF sensor and reversing the PVA mod, my consumption (for highway only on this occasion) ran 6.46km/l over 560km. Felt great, tank was on half after 560km!! :)

Cheerio guys

by Blitzpatrollie
07 Nov 2013 21:05
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A few trips in Africa

This is just a brief recount of some of my trips since buying my Patrol in Belfast NI. In Nov 2010. I know its quite vague, but its main purpose is to outline a few routes I have done with a view to give members planning something similar, any help I can with my current experience.
As all my camping gear from my ’82 Range Rover was in Durban, I RoRo’d the truck here from the UK Jan 2011. Then came the task of kitting it out for an eventual trip back to the UK. Via the East coast. I did a test drive to Pemba, Mozambique and then W. across to Metangula on the shores of lake Malawi. I was soon to find out how many South Africans have ventured into all parts of Africa and have successfully started various businesses. And of course, they never lose their hospitality and willingness to help. Makes one proud to be South African.
I went S. from there crossing into Malawi from Mandimba. By this time I knew what had to changed or rearranged in the Patrol and started to head back to Durban. I stayed at Nyala campsite in Lengwe Nat park but when I left the next morning, I knew I had Malaria and so tried to make a dash to Caia in Mozambique where I knew someone there who could help me. I never took anti Malaria pills and so could tell the symptoms quickly. Last year in Ivory Coast, while now taking Mefilyn prophylactics, I got malaria again but the symptoms were so different, it was only after going to a doctor 3 weeks later in Ghana, thinking I had food poisoning, did I find out that malaria can have various symptoms. So, if when touring you guys get severe dysentery with only minor shivers, have a malaria test done. It would be interesting to hear what precautions other members do or take and what symptoms you experienced when contracting malaria.
Five days later, feeling better, I pushed on down the Coast of Moz crossing the border into SA from Ponta. After re-rigging the truck in Durban, I went to East London via, I think its called the wild coast trail or something like that, leaving the tar just after Port Edward and keeping to the coast as much as possible. I crossed the Kei river by ferry and ended up in Sunrise on Sea. From there it was just a routine drive to Jhb and then to friends in Bots.
That was basically year one. Diesel is probably the most expensive part of travelling so because I have retired, I have the time to take it slow.
Once back in Durban, my brother in law decided to join me for my push up the E. coast going as far as Nairobi and he would then turn around and go back home. He has a 2001 TD5 Disco and apart from a rooftop tent, we kitted his truck out too. Once again we set off through Mozambique and went through Malawi, Tanzania, Lake Tanganyika, Rwanda, Uganda and Kenya. This, if it is not already, would become too long if I was to relate all the events along the way, but if anyone is planning such a trip as I have done, I will gladly give more details and as many coordinates as I can of campsites etc. I must just mention though, the black cotton mud we encountered when we tried to take the ferry across the Shire river only to find it not working. After having successfully crossed Mozambique on very dodgy roads the previous year, I was emboldened to follow a road on T4A that would take us to the Milange border. However, 50 k’s later T4A stopped showing the route and left us the choice to either turn back or push on. We asked the locals for directions but later decided there was a definite communications break down between our English and their Portuguese. The road soon turned out to be a track and then a single path winding around mealie fields and crossing small streams of thick cotton mud. How we ever got through I don’t know, but I think momentum carried us across the worst parts. The Disco lost its side mirror to a tree when sliding uncontrollably around a corner in that impossible mud, but we eventually made it by nightfall to the border. A stiff whisky or two soon calmed our nerves.
I am writing this in word so I can add pictures. However, I am stupid enough to travel alone and there have been many many times when I was too busy trying not to get stuck, or trying to get unstuck that the Kodak moment never happened. A typical example was in Cameroon in the rainy season when I was stuck so deep in mud I had to climb out the window. After slipping into the mud a few times myself and covered in the stuff I never even thought about climbing back through the window for my camera and taking a picture or two. Fortunately there was a village nearby and they came and pushed me out. Women too, I think they were quite used idiots like me trying to cross roads that every travel blog warns against at that time of the year.
On the trip up the E. coast, I met a French family in Nairobi who had 5 kids, 5years old to 11, and they been on the road for 2 years home schooling the kids as they travelled. They shipped their Defender from France to Argintina, went S. then all the way up to Canada. They then shipped to C.T. and travelled up the E. Coast where we met at Jungle Junction in Nairobi. We decided to travel the very remote road from Nairobi along Lake Turkana to Ethiopia. That was the first time I needed to fill up from the Diesel I carried on the roof rack. The leg was about 1000K’s before being able to refuel in Key Afer Ethiopia and then I parted company with the French. I have their blog spot if anybody is thinking of a trip, or part of, as theirs.
I left Addis Ababa heading for the stone churches in Lalibela when my 5th gear sheared the splines. There were 3 things I feared from my 2001 Troll and that was the engine blowing up due to too little oil, a design problem. They later came out with a bigger sump capacity. I do stand to correction from the fundi’s on this forum though. Secondly, the 3.0 produces a lot more torque than its predecessor the 2.8, but uses the same gearbox. This extra torque, I believe even more than the standard 4.2 diesel Patrol, causes the splines on the mainshaft and 5th, overdrive gear, to shear. Nissan have denied this, but have a replacement part that is bigger spline wise, to be able to cope with the afore mentioned torque. I have part numbers etc for anyone interested. The third thing, and all this is from from those okes down under who fear our rugby team, is that the chassis can crack over the rear coils. This was the easiest thing to prevent and I had 5mm plates welded in place to prevent that.
I headed back to Addis and removed, well got strong guys to remove, the box and took out the broken bits, cleaned it and carried on my trip North with a 4 speed troll. I was to learn a very important lesson later, one that I am sure you guys already know. When we put the box back, I paid little heed to the fact that the boot on the clutch lever never fitted properly and the helpers lost the little bung at the bottom of the bell housing and I did not bother to block it. On returning much later through Tanzania and travelling about 30 k’s through deep watery mud churned up trucks, my clutch started to slip so badly I had to remove the box again on the side of the road, using strong okes, and remove the mud that had ingressed into the bell housing via all these unsealed rubbers and got behind the fingers of the pressure plate causing it to slip by not allowing it to put pressure on the clutch plate.
I left Addis with my 4 speed and managed to see most of the things I wanted to see in Ethiopia, but the Danikil region was deemed to be dangerous and several tourists had just been shot there so I headed into N. Sudan. The plan was to get a 3 day transit visas for Saudi Arabia, and visas for Jordan and Syria. Choosing this route was because my truck is travelling on a UK Carnet and crossing Egypt for me was going to be too expensive. They want 10% of 8 times the vehicles value as an insurance and at the end you only get half of it back. Or you can leave a deposit of 8 times the cars value, in my case it would have been £32000, but I would get it all back at the end of the Carnet. The AA here in SA are far more reasonable When my bank manager started to laugh at me, I realised Egypt was not going to happen. Bypassing Egypt was still all doable then, but one had to dash through Syria. Then I was told in Khartoum that, depending on the person at the border, I might have to put my Troll on a truck in Saudi and have it transported to Jordan as right hand drive vehicles were prohibited in Saudi.
All this and my in-laws in the UK insisting on my not crossing Syria and not relishing the thought of having to repair a gearbox in Europe made me decide to return to SA. So after visiting the small Meroe pyramids near Atbarah on a camel, I chose to drive back through the desert next to the Atbarah river to Ethiopia and eventually home.
I spent the rest of the year fixing the truck up apart from 4 months when I had to go back to the UK to work to pay for the unexpected expense of the gearbox.
January 2013 I planned to try getting to Europe via the West Coast of Africa. Getting the weather right was my biggest problem. Countries like Cameroon and Guinea should only be done in the dry season. I always wanted to do Van Zyls as well but way back in the old Range Rover days I never seemed to have carried enough petrol and it was a thirsty bugger. Getting the Visas for Angola, DRC, Congo, Cameroon and Ghana was so complicated time wise, that I decided to do Van Zyls on a separate trip before heading N. I am sure that those of you that have done it, found that getting there was harder than Van Zyls itself. After the pass, I stayed at camp Syncro on the Cunene river. The next morning, I was horrified to find the Radiator cowling had cut into most of the tubes in the radiator and spent most of that day fixing it with epoxy. I also packed it so it would not happen again. It turned out that the lugs keeping the cowling in position had worn to half their thickness allowing it to chafe the tubes. Has anyone experienced this and if so what did you do to prevent it happening again?
My cousin in Cape Town who had just had a baby, asked me to come and visit, so I headed there via Rooidrom, Sesfontein, Torra bay to Swakopmund. From there I tried to do the Uri guided Trail by myself and ended up cracking my 140 L diesel tank. After about 30 Ks and getting stuck in the sand twice, the trail runs along the kuiseb river bed, I lost the track on the GPS and as it was 45 C decided I was an old fool and turned around and went back. I would love to hear from anyone who has done this trip. Its on T4A. While under the truck trying to patch the tank with epoxy that only slowed the leak, I noticed one of the OME rear shocks was leaking badly. When I finally got back to Jhb, I replaced the rear coils with 400 KG from the 200KG I had previously put in as 4x4 Mega World let me have them at cost. They also replaced the shock under warranty. Somebody was smiling down on me that day.
From the failed attempt at the Uri trail, I dropped down to Rosh Pinah and took the ferry across the Gariep river into SA. Determined to hug the coast as much as possible I went through the Namaqua national park down to Soutriver, Doring Bay, Elands bay, Langebaan and finally turned into Cape Town at Table View. Later my trip back to Jhb via EL was nothing special except for a pont crossing while hugging the coast again to Cape Agulas, cant remember thename, and Clarence.
So now I was getting all my ducks in a row for the West Coast. Got a second passport in order to apply for 2 visas at the same time. This was to cause problems at the DRC border when they wanted to have the exit stamp and entry Visa in the same document. As I could no longer re enter Angola, I was forced to part with 20 American to continue my journey. I only spent 2 days in the DRC and crossed the Congo river and entered, what they call Congo Brazzaville. Here I applied for my Nigerian Visa as to do it in SA requires a R6000 deposit as a repatriation fee. South Africans do not need a visa for Gabon. This was my first country of huge jungle areas with massive bamboo growing prolifically. I mostly bush camped in Angola, Congo and Gabon as there are no campsites. In fact, the West coast has very little in the way of camping, however hotels often allow you to camp in their grounds for a negotiated price.
Crossing into Cameroon I came up across a ploy at road blocks that was to dog me all the way to Senegal. They tell you that a right hand drive vehicle is illegal and they were going to have to impound it. I cannot begin to tell how stressful this becomes when it happens 5 or 6 times a day. It takes at least 15 minutes before they realise you are not going to bribe them as the Carnet is an agreement between their country and the issuing country, ie. the UK and it gives permission to transit. Phew. In Nigeria I was stopped roughly 10 times a day. There would be a military roadblock, then 100 meters, a national police roadblock, then 100 meters later the local police roadblock. And then sometime there were just raggedy men, with nails in a plank placed across the road to stop and demand a toll. And I was taking back roads to avoid Lagos and be able to cross at small border posts hoping for less hassle. I sped across Nigeria in 5 days going via Abuja.
My timing in crossing Cameroon with regards to the rainy season was out. I had planned to cross much earlier, but on my first attempt at the W. Coast, on my first night bush camping in Angola, I fell over and could not get up for hours. I thought I had had a stoke, but finally I managed to satnd and break camp and head back to Jhb. It turned out just to be my balance centre. Something about the Cochlea in the ear. When I was able, 5 weeks later, I had to re apply for all the Visas again and that whole episode put me right into the middle of the big rains in W. Africa.
Mount Cameroon, apparently, has over 10 meters of rain a year where as London only has half a meter, or so I have read. I can only say that apart from Yaounde, there seemed to be a continual river from the heavens. It was when trying to cross into Nigeria that I bogged down and had to get the people from a nearby village to extricate me.
I was glad when I finally crossed into Benin from Nigeria at Nikki. Once again, we South Africans do not require a Visa but knowing a bit of French would be a help. At this point I would like to just mention that I was only to encounter 5 other overlanders on this West African trip whereas the E. Coast was teeming with them. In Angola, I met a German coming the otherway in a G Wagon, of course, and he could not believe I was the only Overlander crossing Africa he had come across on his trip from Germany. Then in Brazzaville I met an Australian and a Begium couple both going S. from Europe. In Benin, I met another Belgian couple who had been working in Lagos and were going N. and back home and wanted us to travel in convoy through the forests of Ivory Coast and Guinea. However, I went ahead of them, trying to get to Europe before winter, and I only met them again in Labe in Guinea where we also met another German couple going South.
Entering Togo, if its your first time, a South African gets a Visa for free but at least you get it at the border. Ghana was a breath of fresh air as French was not the National language. However, you had to have applied for the Ghanaian Visa in your home country. Fortunately they had given me a year multiple entry in Pretoria. In Accra I applied for Visas for Ivory Coast and Guinea. I thought it better to get multiple entry Visa’s in case I had to return the same way for some reason or other. It turned out to be the right choice. I tried to see the Senegalese consulate about a Visa but when arriving at the gate they refused me entry saying everything was to be done on line.
I was warned about bandits operating in the N. of Ivory coast so decided to go W. along the coast and then up to Man and cross over into Guinea. By now I was using hotels as bush campingwas difficult with extremely high humidity and heavy rains. Rust and mildew were beginning to take over my rig.
I was very nervous the morning I was to cross into Guinea as it had rained all night and I had to ford a river as the bridge was down. The Belgians were warned by their embassy not to take this route. As it turned out, the Troll got through without a problem but I did go at it rather fast as the big trucks had left deep tracks. These deep tracks were a constant problem as I don’t have body lift and the underside of the Troll wants to suck into the mud. Those trucks have 10 wheels and all wheel drive and churn up the road really badly. Quite often too, they would slip and roll onto their side and block the road for hours. Everybody gets out and helps to make a path around for other vehicles to pass.
All this time the SA government web site assured me that South Africans do not need a Visa for Senegal. The Belgians said the rules had changed in July and they only accepted Biometric applications. I did a hateful detour to the capital of Guinea, Conakry and went into the Senegalese embassy to apply there but was assured there was no way I could get a Visa. Still optimistic, I pushed on to Labe, a rather biggish town 300 Ks from the border. The lady that runs a campsite there, seemed to be very well connected and took me to the Director General of the National police. He made out a Laissez Passer, or let him pass, a document that Guineans use to cross into Senegal. He assured me it would work and infact it got me through all the roadblocks in Senegal, but about 40 K’s into Senegal, at passport control, they refused to accept it and sent me back. I was not overly disappointed as I had met the challenge of the W. Coast of Africa, often referred as the real Africa and the road through Senegal was all tar. Infact its almost all tar right up to Morocco. I did however want to do some desert off roading in Mauritania and visit the Atlas mountains in Morocco. Oh well, some other time.
Because of the initial delay in setting off, I would only have reached Europe in late Dec, early Jan and the thought of camping in a roof top tent in their winter was not very appealing. When I got back to Labe bad fuel and a stupid move on my part was to put my truck in limp home mode. Not knowing the fuel was bad, I primed a new fuel filter, filling it up on both sides with this crud. It must have got into the injector pump etc because the Patrol would not start and when it did, it was only on a couple of cylinders with smoke pouring out the pipe. I drained the tank, put in the diesel that I had carried all the way from Angola, replaced the filter, properly this time, but the damage was already done. Just as we were making plans to put it on a lorry and take it to the port in Conakry to ship back to SA, I decided to take it for a drive to see if the problem might clear. It was still in limp mode after the run but at least it started easier albeit still only on a couple of cylinders. I decided to try and drive it back to Conakry, but when I got to the junction to either go to the port, or try continuing to Ivory Coast, I opted to try and get there. I must add here that Guinea had just had elections and the opposition were not happy with the result and were threatening all kinds of things including closing the borders. I just wanted to go home.
By now I must have had at least 50% power from the engine and I felt confident. At this stage I was not sure how I was going to get through the mud in the Forests of Guinea, nor ford that river again. It took three days to get out of Guinea and about 50K’s from the bad mud, the Troll suddenly had more power. Now back at Man Ivory Coast, I once again drained the tank and carefully fitted a new filter but still only had about 70% power although it now started easily.
When I got back to Ghana, I was going to try once again for Europe via, Burkina Faso, Mali, Mauritania, West Sahara and Morocco. The only problems were, the Troll still was not running properly, Mali was deemed a no go zone although I was going to stick S. when crossing it, and I was also pretty ill which turned out to Malaria when I thought I had food poisoning. Next choice was to get Visa’s for Cameroon, Congo, DRC and Angola and drive back. After many attempts at the Angolan Visa and being told the only way would be to fly to Pretoria, get the Visa, fly back and then I could drive the truck. Another problem was that I did not have enough pages on my Carnet to get me Back here. So I threw in the towel and eventually shipped the truck back and flew home.
Over the last 3 years I have been helped with travel information from many overlanders and hope I have been of help to others. I will happily help out with my limited experiences to any member contemplating such a trip. I had always wanted to cross Africa, although I failed twice, but would have always regretted it if I had not tried.
by gupster
28 Jan 2014 18:31
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Big thank you to Tour de France

Hi all I would just like to take this opportunity to thank Tour de France on assisting me when in need. We had booked and paid for our holiday in the Kgalagadi Transfer Park 6 till the 16 Jan. On the afternoon of the 3rd of Jan my diesel pump solenoid started playing up, as it was the Friday just after new year most diesel macs were closed including my regular mac. After consulting with Jaundre from Nissan DTM Strand it was diagnosed as the solenoid on the pump but they could only remove and send in for repairs on Monday the 6th and the parts would probably be ex JHB. On Saturday morning I contacted Frans to see if he knew where I could get one, his reply was he had a second-hand one. With in an hour and a half I had collected the solenoid allowing me to be on my way Monday morning, all on track for an awesome holiday. Please bear in mind that this was the first time I had spoken or even met Frans. Thank a mil Frans.
03 Feb 2014 12:22
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New Nissan Parts (No longer available)

Hi Almal

Ek wil maar net dit daar buite sit as iemand dalk in die sop is met n Nissan part wat baie duur is en nie die prys oor die toonbank kan of wil betaal nie.

Ek het n tannie wat by Nissan in Rosslyn werk en ek kry parte by haar vir rof weg 30% goedkoper as die beste prys by n Nissan dealership, bv n TD42 cylinderhead gaan jou R7,700 kos as ek vir jou een moet kry en ek dink hy is omtrent R11,600 by n dealership as ek dit nie mis het nie. (ek het 2 weke gelede een gekoop)

Ongelukkig het hulle nie die beste sisteem daar nie en ek wag soms n paar dae om n prys te kry en dan nog weer n paar dae om die parte te kry, maar dit is nogsteeds die moetie werd as mens kyk na die besparing.

Hou maar net in gedagte dat my tannie my n guns doen en dat ek haar nie regtig wil misbruik nie, sy koop dit op haar staff account en hulle kan alles sien wat sy doen.
Wat ek prober se is, ek wil nie graag vir haar pryse aanvra vir twee filters en 6 plugs nie, maar net vir duur items waar die Nissan dealerships net belaglik is met hulle pryse.

So indien enige iemand iets nodig het, email my by met die part nommer van die item/items wat jy nodig het en jou voertuig se VIN nommer en ek sal jou so gou moontlik laat weet waarvoor ek dit kan kry.

by Michael
12 Mar 2014 07:44
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What's wrong with this picture?

Hi everyone...

Have not been active for a while, but had to share this with you.
Recently did a 2 500km "zig zag" trip between the West Coast, Upington and back - all via back and farm roads.
Found that my left rear tyre kept on loosing pressure, like less than 500mb per day - so nothing to get anxious about, but still.
I constantly checked for a leak of some sort, even putting some moisture on the valve opening - but nothing obvious.

Until at a "pit stop" about halfway between Pofadder and Niewoudville and some 90km due West of Brandvlei (as the crow flies) I decided that the tyre pressure is just not right - something did not feel right. You know, you "mos" sometimes get that feeling...
Anyway, I hauled out the compressor, connected up the air hose and pulled on the hose to get closer to the power point, when I noticed this continuous hissing.
Thinking it was the normal deflating that you get when you connect the air hose I did not take notice until I got back to the tyre and I was just about to switch on the compressor.

Low and behold, the metal insert of the valve was actually busy coming out of the rubber valve body...
As I touched it, it popped right out - imagine it happened at about 100km/h on one of those dust roads...

Thanks for that little voice inside my head...
Listen to it... you might just live to tell the tale...
by Adamastor
16 Jun 2014 16:26
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Hi Guys

Inner and outer wheel bearings and hub oil seals for both sides for only R476 for my Patrol from bearing connection in JHB :surprised: and to top it all it's the right size as well.
Do anyone or know anyone that ever used this type of bearings on a vehicle ? (FBJ bearings), the sale person says it's good bearings but I'll be the test dummy and let you guys know how I find the bearings.

501349/10-FBJ R57.02 exl vat (Bearing)
33110XJA-FBJ R135.97 exl vat (Bearing)
65X88X9/18TAY R15.78 exl vat (Hub oil seal)

Bearing Connection
14 Roper str, New Centre
011 493 0898
by Oellie
20 Jun 2014 09:45
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Now that's what I call SERVICE!!

About 25 years ago I discovered a 100cp Cadac gas lamp that my dad had bought probably 40 years ago - all brand new, in the box and never used. Well I have been using the lamp for the last 25 years, and it's been superb. A short while ago, (during a period of load shedding) I decided to light up the house with my lamp, only to find that it suddenly would'nt light up much at all and if I turned up the gas a ball of flames engulfed the mantle. Well I began by replacing the mantle, with no luck, I then replaced the jet - still the same. Finally I took the lamp to Cadac to sort out - and guess what - they simply replaced the entire lamp without any question at ZERO COST. That lamp was about 40 years old, and well used!!
Gents, forget all those alternative camping gas options - I say stick to the original BUY CADAC!!!
by Tony
21 Jun 2014 18:54
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My apology, will place some decent photo's in the morning and post to give you a better view. These does not justify the professional job and quality of workmanship.

Also fitted my cover plates that Peter manufactured and they are also werrry cooool - Thanks a mil Peter ! :thumbup:
by HermPatrol
17 Jul 2014 19:46
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Re: Cape Town to Swakopmund

20140718_142214.jpg So I did my 10 day trip up the west coast to Alexander bay then on to Sendlingdrift, Luderitz, Sossuvlei, Mariental and back to Cape Town with my new Conqueror Commander in tow. I lot of people asked me if its heavy to tow but with a 4.8GRS it was a dream. Even in the soft sand of the Namaqu National Park with tires deflated to .8 bar it was a walk in the park. Very impressed :biggrin:
by MarkASmith
25 Jul 2014 15:42
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Why I'm so happy with my decision to own a Patrol

Having recently returned from Moz I'm now happier than ever I own a Patrol. I've done a few trips with the Patrol each towing heavy loads etc. On my Kgalagadi trip in Feb I was able to compare to a Pathfinder. On the open road the Pathy kills me in fuel consumption, doing around 11-12km/l. Whilst there we hitched the trailer on the Pathfinder, it's consumption shot up to around 21-22l/100km. The Patrols consumption barely varied with or without the load. It averaged around 18l/100km open road and on the sand with the trailer. Our trailer takes 40l fuel and 120l water, 80l fridge. What stood out was that during the corrugated sections we were happy to cruise along at 40km/h. The pathfinder would come flying past at 80+ (yes I know illegally, but driver was getting really "upset"), interestingly I saw a park ranger in a hilux doing the same... We heard the corrugations but barely felt them. I was kinda happy with that in seeing that the Patrol when used for overlanding doesn't really stress at all. Still on the highway the Pathfinder blew the Patrol away consumption wise.

Witnessed 6 broken down vehicles in Lesotho (1 Disco Sani Pass, 3 Hilux, 1 Taxi, 1 LC200) all drivetrain related. In fact EVERY time I go I see drivetrain issues.

Enroute to Moz, I was convoy with a LC76 4.2 NA. Both cars were filled up at same station. I had a much heavier load but uphills had to slow down to 60-70km/h as the LC lacked torque. My right leg cramping from barely touching the pedal. When we stopped, the Patrol used about 1.5l less. Driving at night I noticed how the LC's lights would aim at the ground then sky, like a kid playing with a torch. The Patrol by comparison was more like the gradual motion experienced on a large cruise ship. My lights moved slowly. Overall I'm now happier than ever, after seeing around 4 broken vehicles in Moz due to weaker suspensions (all IFS, and all Toyota, Moz is a big Toy dealership ;) ), broken wishbones, cv's, side shafts etc. I'm convinced you NEED double solid axles. Above that I really wanted a LC76 and with respect I love them, but the fact that in this "class" LC / Patrol / Defender the petrol 4.8 patrol used LESS fuel than the diesel handled the dunes easier etc. Means I made the right decision. In this league we all get around 17l. Sealevel is addictive that Patrol um...goes bloody fast! Even my kids were smiling with the engine singing along at 5000 rpm - and SOOOO smooth. No temp issues, nothing.

Swaziland coming soon :blonde:

So VS the Pathy, it won't last (neither will any other IFS / IRS car but I believe the Pathy is physically stronger) doing these type of trips, VS LC I paid 60% the price and feel like I have so much more. Thats ex the sunroof, leather, electric mirrors, autobox, cc and cc, discs all round and 6 airbags and double the power. The Patrol is a 76 and LC200 mixed.

Put simply the Patrol feels the light bumps and irons out the bad ones.

Thanks again to this excellent forum and personally Peter Connan for entertaining me over the years :salute:

I'm one VERY happy Patrol owner. :thumbup:
by dieselfan
27 Jul 2014 23:19
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Another big thankyou to Tour De Frans

I have had a 3.ltr Patrol for several years and recently it went bang, like so many others.
I contacted Peter Du Toit who very kindly gave me all his experience of the same problem and put me in touch with Tour De Frans. My discussion with Frans was immediately successful as he had a low milage 4.2 TD engine available and within several weeks it was fitted and is again up and running. I wish to recommend to anyone who has Patrol issues in the Western Cape to contact Frans, as in my mind, is without question the best person to assist. His service and knowledge of Patrols is top notch.
David Jackson
by David Jackson
13 Aug 2014 15:28
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Re: Bots Zim Zam

Thanks Peter. I looked up Pandamatenga on T4A and it certainly makes sense to use that border post. Will make sure too I have the right reflectors.

Mike has contacted me and given me a lot of useful information and a whole lot of threads to read up on.

Thanks once again for all your help.


by gupster
05 Sep 2014 06:36
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Thanks to the forum

I recently had a trip to Jhb carrying a two ton trailer. Outside Kimberly the car started to shake violently and it took seven additional hours to arrive. I rang Tour De Frans on the Monday morning and he recommended i speak to Tinus in Jhb. I did this , Tinus recommended I contact Graham Cummins of GTech. I took the vehicle to Graham immediately, within an hour the car was fixed (big bubble on the tyre), tightened up my wheel bearings and fixed a switch. Tinus gave me advise as to where I could get good value on tyres. Wow, this forum is something else. What a great bunch of guys, efficient, helpful and eager. I'm proud to be a member !
by David Jackson
26 Sep 2014 14:59
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Re: Kgalagadi Feb 2015

Also got the PC awning fitted over the weekend :blonde:
by offroadbiker
22 Oct 2014 08:58
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my ZD30 had some TLC.

A BIG BIG thanx to Tinus, Graham, G-man, Peter Connan and the people at Voetspore mega world.

I fitted a full OME heavy duty suspension. Caster correction kit, swaybar extention brackets, 17 inch 4.8 GRX mags, 2nd hand KM2 33's. Mags done with Follotec and PC belly plate and pumpkin cover.

This is the results.

2015-03-14 09.47.06.jpg

Thanx for making me a happy man :thumbup:
by JoshJ
14 Mar 2015 10:08
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Re: Ironman Suspension

Upgrade done yesterday, and I gained about 60mm in terms of lift. The distance from the bottom of the rim until the bumper is now 820mm... Truck feels huge. :)

Ride is a little harder (I was expecting this) but fantastic.

A few photographs (as per Tinus request). They're not very good, as the Trol is currently in the garage.

The 'trol as she stands now.


Front coils and shocks.


Back coils and shocks.


Oh - I think I now need to get that set of Khumos... :)
by iandvl
17 Mar 2015 08:43
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Re: Wild dogs in the Kruger

They breed easily in captivity and reintroduction into reserves is also very successful.

So the answer to the riddle, I think, has to do with the pack size:
The behaviour of Wildogs are characterised by their reliance on 'helpers'. This includes cooperative hunting, defence from competitors for their prey (hyenas), pup feeding and baby-sitting. Because of this there is a strong positive correlation between pack size and the production and survival of pups. Consequently, a pack in which membership drops below a critical size may be caught in a positive feedback loop: poor reproduction and low survival further reduce pack size, culminating in failure of the whole pack (source: "Crucial importance of pack size in the African wild dog" - Courchamp & Macdonald, 2000).

I have seen a small group of four, after being reintroduced from breeding in the Madikwe reserve (that was 2001). This is a guided only reserve (no self-drive). The ranger at the time said that particular pack used to be 5 (adults only). Based on the above paper, I would think their chances of successfully increasing in numbers would have been small. So this poses the challenge of only reintroducing them to reserves once a sufficiently large pack size is reached in breeding. I do not know if this is actually being practised though.
by Alex Roux
25 Mar 2015 21:22
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Re: JohnST Introduction

Daarsy. bietjie pics van die lorry en my klein ginger op sy favourite plek! :lol:
by JohnST
08 Apr 2015 18:52
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UAE Al Ghayathi Exploration.

Hi folks,
so we had a group of 7 cars, 2 Patrols (Auto, stock tyres/Rims: Y61 mine, and Y62 V8 trip Leader Will), 2 JEEP Wranglers TJ, 1 Jeep Wrangler JK (all 2 doors, lifted and larger tyres), Stock Nissan Xterra, and Modified LWB Auto Prado V6 petrol. 3 Spaniards, 1 New Zealander, 3 Brits (including me, but of Indian Origin)

Packed 3 20l jerry cans, and I rarely do this, but packed my toolbox, I drive a Patrol Y61, but something told me that it was needed.

We drove on Tarmac for roughly 380kms to 1st night campsite, which was tarmac all the way, refueled around 60 kms before at last petrol station. I was the 2nd last to arrive, and had my dinner, and consumed 2 Weiss Biers and a swig of Whiskey before we bedded down. The route was driving through the remotest desert scape of UAE, not a single track for the first 30kms to escape, 3 of the previous trip members had a bad taste in their mouth from a similar trip attempted 2 months earlier, where one member of that trip, not on this one though, turned up with a broken Auto box, on a LWB Y61 Safari patrol!

Anyhow we set off with enthusiasm, after a good night rest. Within the first 30 minutes, the prado gets bogged to the chassis on talcum powder sand, drivers is reversing for a while, then stops as he is just digging deeper. Luckily he has a winch, the only winch in the group, and I use my Patrol as an anchor. Driver mentions that his reverse is not engaging. After about an hour of trying we let the Prado return home, as their is a serious issue with the transmission, all attempts to understand what is the fault fail, therefore repair is possible. We borrow his extra fuel and escort him to the Tarmac.

Anyhow we move on, and the leader and his Y62 get stuck, and I get stuck, the JEEP vs Patrol rivalry flares into bickering.

I have a tally of perhaps 4 stucks by now, The y62 has around 4 as well, the Jeep boys are all complaining about our buses. Progress is around 6.3km/h!!!!

Now to add spice to the situation, around 10:30 the xterra driver shares his outside temperature reading, 42 C!!!!, we were expecting a max of 36 at mid day. After about 40 degrees, digging, walking in deep sand and generally doing anything other than drinking fluids (not alcohol) will make your mind Numb.

All 3 Jeep drivers are not sitting in cooled cabins, and have opened the roof or windows, which does not help. 1 very vocal and shall we say supercharged jeep driver suffers dehydration, but the leader a Y62 driver rescues him by pulling out a ORS powder pack and my chilled water bottle from my centre console! 1 for the Patrols!

So patrol driver take turns on announcing on the radio channel to drink fluids, the Spaniards are fairly new the UAE and don't stop drinking beer, maybe they didn't pack sensible fluids, ohhh but they can't as they have no space!

Anyhow we make well deserved stop of lunch, and cut the route by 50 kms....after all it is desert, and if you have seen 1 dune, you have seen most of them.

just some photos of our progress to campsite, which now turned to 15km/h as the hardest section was completed, the dunes are spread out with large flat areas, and the talcum powder section was behind us now.

As we reached the camp, the yellow Jeep driver shares that his front left control arm is broken, we all look and see that it failed at the weld and metal fatigue of the control arm bracket on the front diff tube. The damage must have been sustained on a previous trip, but this outing the metal and weld finally gave way. He mentions that he can drive, but hears the control arm rubbing against something underneath, and takes easier lines.

So we reach campsite location after cutting the route again, and setup over some beers, we are all tired and wanting food and drinks. One of the jeep drivers, Antonio brought all that is needed to make a Spanish Paella from scratch, and wow what an effort, I cook some German sausages that go well down well with everyone as a starter. Night discussion are on JEEP vs Patrol, a trip to Iran, Jeep Vs Patrol, Russian vodka, Jeep Vs Patrol, we camped near a camel spider nest and observe around 20 of the buggers, and 2 run into the fire, Jeep Vs Patrol continues, self recovery Vs towing another car etc etc.

Next morning we set off, and here is the campsite, at the top of the dune you will notice a car stuck, this is the leader and Y62 driver....a Jeep TJ goes to rescue him....and gets stuck with both cars attached to a tow rope and jeep is not able to release the tension to free the rope...I am asked to help and progress to tow both of them out.

Anyhow we move along, with out incident, and the dunes are the highest and allow for large vistas of view from this area.

We move along from Campsite, with almost no stucks, 15kms from the end, the Yellow JK wrangler gets caught in a bowl.

He digs himself a path in front, and drives out, a minute later he announces that he has no steering. We all take a look and find that the steering linkage has been caught up with the front stabiliser bar bolts. We all gather round and decide the wrangler needs steering, and no way to tow her out, so we take a look at disconnecting the stabiliser, the Jeep boys look at each other as they have no tools between them, luckily I had calculated that 3 jeeps on a trip is high probability of some repair work required and pull out my tool box.

We proceed to remove the stabiliser bar from the droplinks on both sides and free the steering. below picture is me.

I must admit that the bolts barely had any torque on them at all, and bolts that are so exposed I thought there would be some resistance from corrosion or dirt locked in, but my son's pram has more torque on the bolts than the jeep.

So we proceed out of the dunes through bowl after bowl, picking a line is very difficult for the Y62 leader as the sun is bright, and all the dune angles are not readable anymore.

Anyhow we manage to get to the track to lead us to the tarmac highway, the yellow jeep makes a stop at the police station, to get a accident report, and cautiously drives along.

This has probably claimed the most cars, and drivers of any trip and many of the trip members experience. The Jeep Vs Patrol, yes the jeeps are light and do not sink in the sand as much as a Patrol does, but Patrol's can carry tools, and enough fuel to drive through with the A/C on, and still have enough space to unload a jeeps content into.

Thanks for reading folks.
by vanhack
12 Apr 2015 14:25
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brake pads for Patrols

Just want to start a thread that can make a search a little easier when it comes to brake pads for the Patrol. Please add to this if you have alternate part numbers or part numbers for the 4.8's. Please lets keep this as an INFO page and not for debating which it better or worse.

I know that the 4.8 pads are different to the 4.5 & 4.2 petrol as well as the 3.0 & 4.2 diesel.

So for all Patrols other than 4.8's see below .

For the rear, the cheapest and easiest to fit is a Mazda Etude front brake pad ( I have used both Ferodo Platinum and the ATE brands )
Ferodo FDB1455-PLA
There is a little filing needed on the ears to get it to slide in the slots of the caliper, but nothing that anybody cannot do with ease.

Front pads I again have used Ferodo and ATE.
Ferodo FDB1577)

Some reference posts:
by ricster
04 May 2015 08:49
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Auto Hubs Service

Hi Gents

So as I had some problems with my hubs a while back and went through the whole process of buying a second hand one I discovered that I replaced the wrong one. Not wanting to spend more money I decided to strip the actual "broken" one to see if it is fixable and discovered that it really only needed a service. My hub got some water in at one stage and the whole thing was full of gunk and very rusty.

So here is my post on how to strip and service a auto hub on a Y61, but I think it might be the same or similar to the Y60. The photos I used here is not of my problematic hub, but just one that I serviced for the purpose of this thread.

1. remove the hub from the wheel bearing housing by removing the 6 x 8mm allen key bolts
2. once removed you will already be able to see and feel in what condition your hub is in, on mine you could see that there are problems even before I stripped it.


3. To be able to strip the hub you need to remove the thin ring that is pressed into the hub. I just tightened the hub inside the vice and knocked it out with a hammer and screw driver.


4. Here is how it looks with the ring removed


5. now you can remove the auto locking part of the hub, it basically falls out when the ring is removed


6. Here is a close up photo of how the hub looks after the auto locking mechanism has been removed. This is the actual part that locks the hub when you turn the bolt to "Lock". This hub wasnt in bad shape and was still working.


7. This is the hub housing once the mechanism has been removed


8. Locking mechanism, quite dirty....


9. Now we are half way and all that is left is a bit of elbow grease and some de greaser. I use a very strong cleaning agent called "Klear 4007" and I get it from Farm City.


10. Close up of the housing after it has been cleaned. If you look carefully you can see it has a bit of wear and tear on it, but nothing to worry about in my opinion.


11. Close up of the locking mechanism after it has been cleaned


12. Now you can lubricate everything and start to assemble. I used normal engine oil and will explain later why I used this insted of grease. Make sure when you put the locking mechanism back into the housing that the two little arms on the mechanism line up with the slots in the housing. my finger will point out the parts that need to allign in the next two photos. Once you put it in you can wiggle it a bit and you will feel it click into place


13. Installed locking mechanism


14. Now you install the auto locking mechanism, make sure the copper cir-clip is on the opposite side of the high part of the locking mechanism. (hope this sentence makes sense)


15. Now you just install the thin "locking ring" and thats that in a hat.


16. Now the last thing you can do, (thanks Christo for reminding me about this) is to put a thin layer of silicone where the auto hub bolts onto the wheel bearing housing. This wil make sure that your auto hub will stay dry inside when doing deep water and mud crossings
by Michael
05 May 2015 07:47
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Re: Auto Hubs Service

Pieter, ek dink hy het n seel daar. Ek het dit juis getoets toe ek die hub housing skoongemaak het......hy is water dig en nie n druppel water kom deer na die over-ride knop toe as jy hom vol maak met water. Ek het al drie die bubs wat ek het so getoets en nie een het daar gelek nie.
Ongelukkig kon ek nie daai gedeelte uit strip nie, (wel e het nie probeer nie) maar ek neem maar aan hy moet n seel he.

Ja die olie ipv grease gaan nie almal se keuse wes nie, maar ek het mar gereken dit kan nie skade doen nie en dit is die moeite werd om te toets
by Michael
06 May 2015 07:13
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Re: Auto Hubs Service

Guys on the oil versus grease debate, on the Land Rovers, the problem of the front swivels leaking was more or less perennial (as they are normally oil filled). After a discussion with one of Shell's engineers we swapped to using a thixotropic grease. Essentially it is a grease that turns into an oil when it is placed under pressure and then reverts to a grease when the pressure is removed. The one we used was Shell Alvania GC 00. It worked very well. I am not sure whether this would be the correct application for it but it is worth considering… The only problem being that you can only buy it in 20 L drums – well, when I last checked some years back. It is also used extensively in worn transmissions, for reasons that it is probably not very difficult to understand.
by Clem
07 May 2015 08:39
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