The Nissan Patrol first rolled out of the production line in 1951. Despite appearing late in the 4×4 market it has gained a loyal following. This SUV is available in Australia, New Zealand, Central America, South America, South Africa, United Kingdom, and the Middle East. It is in direct competition with Toyota’s Land Cruiser. The Patrol is typically available in three variants. The two-door (Short Wheel Base or SWB), four-door wagon (LWB, Long Wheel Base), and Utility/Cab Chassis.

The previous Y60 (GQ) platform is still manufactured as a military vehicle for Asian and Mid East nations. Various versions of the Patrol are widely used by United Nations agencies worldwide. The current version of the Nissan Patrol, the Y61 (GQ) has very little in it to differentiate it from its 20 year old predecessor. It is basically the same 4×4 that is respected for its power and durability.

This vehicle was sold in Japan under the name Nissan Safari. The Nissan Patrol was first sold in Australia during the 1960′s, and was the very first vehicle to drive across the Simpson Desert in Australia. This model was designated as the G60 Patrol. In 1994, Ford rebadged the Australian version of the Y60 (GQ) Patrol, as the Maverick. The Nissan Patrol, particularly the Short Wheel Base version or the Utility version, has been a weapon of choice in Australia’s “Winch Challenge” competitions, due to it’s inherent driveline strength, ease in modification, and relative light weight. It is so popular down under that a local automotive journalist described it as the last of the great 4×4 vehicles in the market. Completely ignoring the likes of the pioneering Defender, Land Cruiser, and the Wrangler.

10th Place – 6.26% votes from 4x4ph.com respondents:

Range Rover Classic (First Generation – 1970 – 1995)

• Production: 1970-1995
• Body style(s): 3- and 5-door SUV
• Engine(s):
  • 3.5 L Rover V8
  • 3.9 L Rover V8
  • 4.2 L Rover V8
  • 2.4 L VM Turbo diesel I4
  • 2.5 L VM Turbo diesel I4
  • 2.5 L Land Rover I4
• Transmission(s):
  • 3-speed automatic
  • 4-speed automatic
  • 4-speed manual
  • 5-speed manual
• Wheelbase:
  • 100 in (2540 mm) (SWB)
  • 108 in (2743 mm) (LWB)
  • Length 175 in (4445 mm) (SWB)
  • 183 in (4648 mm) (LWB)
• Width: 71.4 in (1814 mm)
• Height 70.8 in (1798 mm)

Overview

The original Range Rover of 1970 was not designed as a ‘luxury’ 4×4 in the way that U.S. vehicles such as the Wagoneer were. Other luxury-type SUVs, such as the Jeep Wagoneer (1963) were produced before the Range Rover. Early Range Rovers had fairly basic interiors with vinyl seats and plastic dashboards that were designed to be washed down with a hose. Features such as power-assisted steering, carpeted floors, air conditioning, cloth/leather seats and wooden interior trim were only fitted to the Range Rover later, when it was realized that it had a far larger market as a luxury vehicle than merely as a more comfortable alternative to the Land Rover Station Wagon. However, the Range Rover introduced features such as all-coil spring on the original Range Rover series 1 whereas the American vehicles retained leaf springs and drum brakes (although some American SUVs like the Wagoneer also had automatic transmissions and power steering, which the original Range Rover lacked). The Jeep was first to introduce luxurious off-road vehicles to the general public,^[1] the Range Rover was the first to add coil-sprung suspension and four-wheel disc brakes to the mix.

The Range Rover was built on a box section ladder type chassis, much like the contemporary Series Land Rovers, but utilized coil springs as opposed to leaf springs, permanent four-wheel drive, and disc brakes all round. In the latest iteration, it uses a monocoque body structure. It was originally powered by the lightweight Rover V8 engine. Early models of the L322 were powered by a Jaguar V8 of 4.4 liters, until the introduction of a 3.6 TDV8 engine.

Range Rover Classic

The first generation Range Rover was introduced in 1970. Improvements compared to the Land Rover “Series” models included permanent four-wheel-drive with a lockable centre differential, all-coil suspension, disc brakes on all wheels, and a 3.5 L aluminum Rover V8 engine. The vehicle was built on a steel ladder frame, and most body panels were aluminum. However, design weaknesses, such as using steel bolts to fasten aluminum panels and poor anti-corrosion protection of the chassis, resulted in early vehicles suffering from electrolytic corrosion. Whilst in a car with a shorter expected lifespan this may have been of minor importance, in a strong, long-lived vehicle like the Range Rover (which runs well even after 20 years old) it needed to be corrected, by means such as Waxoyling the chassis and using stainless steel bolts.

Originally the car was a three-door design (with the “third door” being a horizontally split tailgate), and it came with a four-speed gearbox. A Fairey overdrive was available ex-works from 1973. A factory-built version with five doors arrived in 1981 due to market pressure; external coachbuilders had already found success with conversions. The gearbox was improved to a five-speed manual transmission with the option of a three-speed Chrysler Torqueflite automatic, subsequently superseded by a ZF four-speed which improved fuel economy and refinement but is generally regarded as not quite as strong as the Chrysler. It was soon after given a BorgWarner viscous coupling transfer box.

The original Rover 3.5-litre engine gave the original so much power and torque that it was popular with the police. Later upgrades enlarged the capacity to 3.9 litres and culminated in the 4.2-litre V8 block in the 1992-95 model. When people began to demand better fuel economy, Land Rover introduced a diesel. Originally, the Turbo D model used a 2.4-litre turbodiesel 4-cylinder engine from Italian manufacturer VM Motori, similar to their engine fitted to the Rover SD1 and later 800-series cars, but this had been intended to be a smooth petrol-like engine for cars, not off-roaders.

Its torque characteristics and Turbo lag combined with the relatively high weight of the Range Rover made it popular only amongst those for whom the fuel saving was the overriding priority. Eventually the Land Rover 2.5-litre Tdi as used in other Land Rovers was fitted, and this gave good on- and off-road performance compromise, combined with acceptable fuel economy for a vehicle as heavy as the Range Rover.

For the full Wikipedia entry click here.

9th Place – 6.46% votes from 4x4ph.com respondents:

Willys MB / Ford GPW

• Manufacturer: Willys, Ford
• Production: 640,000 standardized; 8,690 other (1941-1945)
• Successor: Willys M38
• Body style(s): can be piled for shipping, plastic steering wheel, steel seats, hinged passenger front seat, slitted War-time front parking lights.
  • Gauges: speedo 0 – 60mph, Temp 0 – 220F, Amp +30/-30A, Oil pressure, map light.
  • Fail safe main light switch push button (can’t accidentally pull mainlights on).
• Engine(s) 4-cyl. side valves, 134 CID (2199 cc), 60 hp.
  • Other: Oil Filter; oil filled mesh; 1 throat carburetor, manual choke, exhaust/intake at driver’s side, intake heated via exhaust/bimetal ctrl spring; hand crank. Excellent starting. 6-volt DC-current generator, fail safe automatic fuse.
• Transmission(s):
  • 3-speed + reverse t-84 transmission
  • 2-speed t-18 transfer case
• T case2 selections: 2WD Hi , 4WD Hi, 4WD Lo
• Wheelbase: 80 inches (203 cm) leaf springs, shock absorbers in all 4; full hydraulic brakes in all 4; handbrake assembly at clutch affecting rear axle
• Length: 131 inches (333 cm)
• Width: 62 inches (157.5 cm)
• Height: 72 inches (183 cm) with top up; reducible to 52 inches (132 cm)
• Curb weight: 2,293 lb(1040 kg)
• Fuel capacity 10 U.S. gallons (8.3 imp gal/38 L) (tank under driver seat); (plus strap-on extra fuel canisters)

Introduction

On its illuminating page on the Jeep’s evolution, the offroader.com website states:

From humble origins — a handful of prototypes built by three different manufacturers — the Jeep 1/4-ton utility vehicle has evolved over the years into one of the most popular and versatile vehicles ever made. Named the “Universal Jeep” by Willys-Overland shortly after World War II, it’s been used in combat and for desert racing, for rock crawling or daily driving . . . in short, if there’s a road or trail anywhere in the world, chances are that sometime, somehow, a Jeep has driven over it. [...]
The hero of World War II [...] served in every theater of war, in every conceivable role, and with every Allied army. They were also given modifications including longer wheelbases, skis, armor plating, railway wheels, and weapon mounts of various types. This vehicle changed the way [people,] Americans [and foreigners] looked at the automobile and added a new word to our vocabulary: Jeep.

General Dwight D. Eisenhower himself listed the Jeep as one of the most important tools that won the war.

Post-war

After the war, Willys took its four-wheel drive marvel to the public with its CJ (Civilian Jeep) versions, making these some of the first mass-produced 4×4 civilian vehicles ever.

The first CJs were essentially the same as the MB, except for such alterations as powered windshield wipers, a tailgate (and therefore a side-mounted spare tire), a rear view mirror, and civilian lighting. Also the civilian jeeps had amenities like naugahyde seats, chrome trim, and a variety of colors. Mechanically, a heftier T-90 transmission replaced the Willys’ MB’s T84 in order to appeal to the originally considered rural buyers demographic.

Before Willys-Overland company was absorbed into other companies over the years (currently called Jeep and part of Chrysler LLC), it supplied the War Department as well as friendly nations with military jeeps for several more decades.

Source : Wikipedia – Read the full article here.

8th and 7th Place to be published in the next article. 

Researched and compiled by: Kits Aragon

The owner, Benedict Evangelista, is a good friend of mine and he will tell you he has received a lot of ribbing from me about not taking this ‘Cruiser to the trails. At the time, seeing the pictures posted in the 4x4PH.com forums for the first time, I thought it was a waste of hard-earned money to completely build-up and modify a time-tested, trail-worthy off-road vehicle like the Land Cruiser.

Now, don’t go bashing me up yet. Like I said I have a whole lot of respect for both the man and machine.

Starting the Journey

It took quite a long time for Evangelista to finally step back and say his journey is complete in giving a new life to this ‘Cruiser, but this isn’t new to restorers — it comes with the territory.

After going through his first FJ40 (a wedding gift from his dad who then decided to sell it), then on to an FJ 62, Benedict felt owning a 60-series ‘Cruiser still isn’t the same as owning a 40. At the time his only experience on restoring Land Cruisers was by watching and helping his father, so when Evangelista decided he needed to have his own 40-series again he talked to the senior Evangelista about it who respected his decision and gave his support in his son’s upcoming project.

When Evangelista officially started his search he got help from his friends by informing him of prospective units. Nothing even came close to their standards. It took months and months of searching, even draining him of his hope of finding the right unit. The beginning of the next phase of his journey arrived when a new customer arrived at ABC Motor Parts in Nueva Ecija, his auto supply store. The primary reason this person visited was because he enjoys seeing the variety of Land Cruisers parked often outside the shop. Evangelista mentioned he was looking for 40-series to restore, and the new customer promised to inform him if something comes up.

Later that evening Evangelista received a call from his new customer informing him he had found the perfect unit for this restorer. But there was a slight catch, “If you want one, you better buy two!” was what he was told. As it turns out the importer wasn’t selling the units separately.

The next morning they were on their way to Manila to check out the units. What was offered to him were two Land Cruiser 40 bodies on top of one another crammed into an aluminum trailer van. A BJ41v on top of a BJ40. The chassis were out in the yard.

Seeing the tubs in its condition didn’t impress Evangelista as it was ripped in a lot of areas, plus the rust that was eating away at the metal. The chassis were a different story. From his trained eyes he knew the chassis and under carriage only needed to be cleaned and can be restored easily; and it came with 4×4 Engineering alloy shackles and a 2.5-inch Big Country suspension system which Evangelista later replaced with Rancho RS9000x shock absorbers for the flexibility it provided. With a nod from his mechanic friend he brought along, and a smile, he was told that these are the units he’s been looking for.

The journey started on January of 2004.

Reviving a Legend Starts

Sourcing out the parts didn’t come that easy for Evangelista, but with encouragement and support from his his dad and mechanic friend he pushed on.

While the body was being worked on Evangelista concentrated on looking for the only parts that were missing from his unit: the two rear seats. Having a hard time finding these he decided to move them down his list of things to acquire and shifted his attention to the other details, stocked up on parts that needed replacing like the weather strips, lights, emblems, etc. This took quite some time, too, as his strategy was to save up then buy the parts, though, one of the first things he purchased were the Goodyear Wrangler MT/R 33×12.5×15 on 15×10 AMS chrome alloy wheels.

After 8 months the unit started to look like a Land Cruiser. As soon as they fitted the body onto the chassis the journey became easier.

The Final Stretch

On October of 2004 Evangelista was able to get the 1979 Land Cruiser BJ41v running.

But it wasn’t until January 2007 when he was finally able to say this project is finished, because that’s when he was sold some Land Cruiser spare parts. With these spare parts were two sets of rollbars which are rare in the Land Cruiser world. The owner was able to bring home these rollbars from the U.S. After Evangelista installed the rollbars in January 2007 that’s when he finally closed the book on this project.

1979 Toyota Land Cruiser BJ41v Specifications:

• Engine: 2B
  • Displacement: 3,168 cc
  • Injection: indirect
  • Horsepower: 93 @ 3,600 rpm
  • Torque: 159 ft-lbs @ 2,200 rpm
  • Valves: 8 OHV
  • Compression ratio: 21:1
• Transmission: 4-Speed (1974-83)
• Wheelbase: 90 inches
• Length: 152.4 inches
• Width: 65.6 inches
• Height (stock): 76.8 in.
• Towing Capacity: 3,000 lbs.
• Suspension: Semi-Elliptical Leaf Springs
• Brakes, Front and Rear: Hydraulic 4 Wheel Drums
• Power Front Disc (Nov. 1975-83)
• Curb Weight: 3,263 lbs.

Read and join Evangelista as he discusses his Land Cruiser BJ41v with other 4×4 Philippines forum members. Click here for the discussion: Dick’s BJ41V