COMPILING OUTBACK/OVERLANDING CHECKLIST

[globalgregors]

I am working on a draft checklist with @Rok_Dr when traveling remote or overlanding. Anyone think of more points? Feel free to suggest some.

Some suggested checks to help with preventive maintenance when travelling remote.

1. If you are going on a long trip, a pre-trip inspection by your mechanic is helpful, especially if the mechanic services off-road vehicles. Get the car serviced if needed;
2. Monitor the TEMPERATURE Menu when driving. Keep an eye on oil temps, water temps, and tyre pressures and temps;
3. Manually check the tyre pressure on your spare tyre;
4. Take a close look at any alarms raised by the Grenadier’s warning system;
5. Check wheel nuts, tighten nuts to the correct torque setting (160 NM). Check weekly or after severe corrugations (washboard);
6. Set tyre pressures for the road surface being driven. Pressures should be varied between bitumen, gravel, sand, mud, corrugations and towing (XREF pressures);
7. Each day look for tyre damage like nicks, cuts, screws, spikes, and check for slow air leaks (the Grenadier’s TPMS should show slow leaks);
8. Check your roof-rack/bars are secure (I check during each stop);
9. Check your restraining straps, loads and awnings are secure;
10. Look for oil or water leaks under the car;
11. Check for spinifex/grass build up under the car, remove the buildup;
12. Every morning check under the car for loose nuts, missing bolts, broken gear, leaking hoses, etc A ground mat, safety glasses and a torch come in handy.
13. Check your drinking water containers are not leaking. Take more than one drinking water container.
14. Take a Personal locator beacon (PLB), satellite phone or Starlink for really remote travel. Test your equipment before leaving home. As I often travel alone I take a Spot On tracker (set to leave breadcrumbs) and a PBL.

Do you need extra spares for the trip like fuses, filters (oil, fuel, air), extra oil, coolant, clamps or belts? On long remote trips a spare front and rear shock absorber maybe needed (like in Central Australia or remote Africa). I needed a shock when crossing Australia. I asked for the shocks to be inspected in a service before my return trip, they found a problem and the shock was replaced with the spare I had with me (Nissan Patrol days). That damaged shock would not have survived the return trip through the centre of Australia, disaster avoided. The shocks thread, near the top attachment point, was being stripped by the severe corrugations.

@globalgregors @Logsplitter

Oh, sorry - missed this. I literally have an inventory if anyone is interested.

I need to troubleshoot my notifications. For now I’ve bookmarked the thread.

 

[TheDocAUS]

Oh, sorry - missed this. I literally have an inventory if anyone is interested.

I need to troubleshoot my notifications. For now I’ve bookmarked the thread.

You can DM me the list. I will get back to it. They have worked out what us wrong with me, so I am undergoing intensive rehab, so it may take a while. However, I am no longer slowly turning into Quasimoto.

 

[globalgregors]

You can DM me the list. I will get back to it. They have worked out what us wrong with me, so I am undergoing intensive rehab, so it may take a while. However, I am no longer slowly turning into Quasimoto.

I’m delighted to hear that - best wishes with your rehabilitation!

 

[MattA]

My approach to remote travel is
Less is more, more gear more weight, more weight more failure
No point in an oil filter without oil, change before a big trip
Feel, look listen and smell
Look at tires, feel wheels smell for oil or coolant leaks
You will smell an oil leak on many occasions before you can see it, same for coolant
You will see tire wear and damage, a hot wheel is a good indicator of bearing wear or dragging brake
Also the more mods or the older a car gets the higher the odds for break down

 

[Tazzieman]

 

[DenisM]

Oh, sorry - missed this. I literally have an inventory if anyone is interested.

I need to troubleshoot my notifications. For now I’ve bookmarked the thread.

I'd be most interested ...perhaps it could be uploaded to the "Resources" section "as is"?

 

[Ex-defender driver]

Some things noted from my Simpson Desert and Central Aus trip. Not sure if these have been mentioned. They were repairs and things to watch.

The windscreen washer bottle can bash itself hard against a metal bracket directly under the plastic washer fluid bottle especially on harsh corrugations. Needs a cushion of high density foam between it and the metal bracket to avoid it splitting.

The cables that run over the transfer box wear through unless you cable tie some rubber hose around the wear / contact point.

OEM shocks are not up to heavy corrugations and desert travel - overheat quickly. Need to stop regularly to let them cool down.

 

[Ovrland Bill]

View attachment 7876223

I have seen these devices on large trucks in the UK. Can you expand on what they are called and their purpose?

 

[Tazzieman]

I have seen these devices on large trucks in the UK. Can you expand on what they are called and their purpose?

Wheel nut indicators. You set them to alert you to any change , caused by loosening. A quick visual. Much easier than having to check torque all the time.

 

[TheDocAUS]

I have seen these devices on large trucks in the UK. Can you expand on what they are called and their purpose?

@globalgregors has them fitted to his AU Spec Grenadier currently in the US on its way to Patagonia.

 

[NQ94]

Wheel nut indicators. You set them to alert you to any change , caused by loosening. A quick visual. Much easier than having to check torque all the time.

Ask someone if there is a correct way the indicator should be pointing, and the answers will vary.

 

[bigleonski]

Ask someone if there is a correct way the indicator should be pointing, and the answers will vary.

I suppose it doesn’t really matter as long as they are all the same because you’re looking for change. Mandatory equipment on a mine site. In central Australia you know you’re in mining country because all of a sudden:
The gravel roads are infinitely better
You start seeing white utes with a dayglo yellow strip and bright black/yellow number on the side
Every vehicle has those silly tuppawear pointy things on every wheel.

 

[globalgregors]

@globalgregors has them fitted to his AU Spec Grenadier currently in the US on its way to Patagonia.

Yes, much easier to do a quick walk around/visual inspection. Obviously most helpful in corrugated areas and on the days following a service. Not a lot of washboard in Virginia so far…

The other good idea from the Mining sector on a trip like this (for shipping & security purposes) would be a lockable remote battery/dual isolator.

Thought about it, didn’t bother, then realised how much of a pfaff it is for shippers to access the primary battery (in many cases, you cannot do this yourself when you drop the vehicle as the shipper needs to move it around their storage facility).

Depending on the shipper, any remotely challenging effort (accessing the battery, pulling the delivery fuse) just won’t get done and one will need to deal with the depleted battery and associated error codes on pickup.

 

[Logsplitter]

Yes, much easier to do a quick walk around/visual inspection. Obviously most helpful in corrugated areas and on the days following a service. Not a lot of washboard in Virginia so far…

View attachment 7876256

The other good idea from the Mining sector on a trip like this (for shipping & security purposes) would be a lockable remote battery/dual isolator.

View attachment 7876266

Thought about it, didn’t bother, then realised how much of a pfaff it is for shippers to access the primary battery (in many cases, you cannot do this yourself when you drop the vehicle as the shipper needs to move it around their storage facility).

Depending on the shipper, any remotely challenging effort (accessing the battery, pulling the delivery fuse) just won’t get done and one will need to deal with the depleted battery and associated error codes on pickup.

Absolutely agree on that one. On my outbound shipping from Rotterdam to Cape Town I had to completely re pack my two seater station wagon to allow access to batteries although access on the two seater is easy if no kit on top of the hinged lid. If I could work out how to fit an accessible dual battery isolator or isolators that’s definitely a mod I would have done.

 

[Logsplitter]

Some things noted from my Simpson Desert and Central Aus trip. Not sure if these have been mentioned. They were repairs and things to watch.

The windscreen washer bottle can bash itself hard against a metal bracket directly under the plastic washer fluid bottle especially on harsh corrugations. Needs a cushion of high density foam between it and the metal bracket to avoid it splitting.

The cables that run over the transfer box wear through unless you cable tie some rubber hose around the wear / contact point.

OEM shocks are not up to heavy corrugations and desert travel - overheat quickly. Need to stop regularly to let them cool down.

Good points although I’ve had no problem with the shock absorbers even after many 100s miles on corrugated gravel roads in Namibia. Airing down for corrugations helps.

 

[globalgregors]

Pre trip checks

1. Check fluid levels including coolant, oil, brake fluid and the windscreen water bottle.
2. Set cold tyre pressures, including the spare tyre.
3. Pack your tool kit.

Trailer/caravan/toy hauler checks

1. Set cold tyre pressures on the van or trailer, including the spare tyre.
2. Properly tighten and secure the towing hitch and visually inspect the hitch, towball and wiring. Lubricate the hitch mechanism and towball if required. Cruisemaster DO35 and DO45 couplings are commonly used instead of tow balls in Australia.
3. Fit and adjust your towing mirrors.
4. Set air rpessure on any air suspension on your trialer/van. Check during the trip.
5. Close and lock all door and hatches.
6. Ensure trailer/van lights are working.
7. Test trailer/van brakes. In Australia trailer/vans over 800kg must have their own brakes fitted.
8. Raise and secure van stabiliser legs.
9. Attach and cross the safety chains. Tighten any D shackles.
10. Raise and secure the jockey wheel.
11. Plug in any trailer/van power cables (like a 50 amp Anderson plug).
12. Check the number plate and take registration and insurance papers. Check your registration and insurance is current.
13. Check trailer/van tyre pressures, rim and hub temperatures throughout the trip.
14. Check wheel bearings.
15. Distribute the cargo weight around the trailer/van.
16. Ensure weight limits on the Grenadier and trailer/van are not exceeded. In Australia, there are limits on the car (GVM), the trailer/van (ATM) and the combination of both. Do not exceed rated the tow ball weight. [this area is very complex so this is a a rough draft and varies greater between countries].

These will be added to the list in due course.

Keep the comments coming as it is prompting ideas. This is going to be differences between countries around towing limits, rules and best practice.

Some excellent ideas there already, I wonder if the most helpful contribution one can make is to provide a planning checklist for a transcontinental-type trip.

Environmental and Vehicle Preparation​

1. Evaluate Regions and Climates
   • Identify each region and climate (e.g., desert, mountain, jungle, arctic).
   • List environmental demands (think terrain types: gravel, sand, snow, mud, rocks; climates: hot, cold, dry, wet).
   • Outline necessary modifications for each environment.
   • Consider highway/urban travel requirements: high speed use? vehicle security?
2. Legal Documentation and Permits
   • Check permits needed for travellers and vehicle across each landholding or country.
   • Confirm vehicle entry requirements: Carnet de Passages en Duane (CPD) or Temporary Import Permit (TIP)
   • Secure land access permits, vehicle permits, insurance, visas, and regulatory waivers (e.g., US=EPA)
   • Confirm cross-border regulations and checkpoint requirements. Am I carrying any items that are restricted or prohibited at upcoming entries (e.g., weapons, drugs/alcohol, satellite phones, handheld radios, drones)?
   • Determine any essential logistics at ports of entry/departure.
   • Verify route feasibility and point of exit before proceeding.
3. Resource Availability
   • Plan fuel (vehicle and cooking!), water, and food supply strategies for remote areas.
   • Consider fuel availability, quality, and resupply points.
   • Assess water purification needs and food storage requirements.
   • Identify backup/alternative fuel sources (e.g., from HV operators, farmers, NGOs?).
   • Investigate local rationing schemes and fuel prices; consider carrying extra fuel to save cost.
4. Safety Measures and Emergency Communication
   • Evaluate safety requirements for each country or terrain (security, vehicle breakdown risks).
   • Identify necessary tools: satellite phones, emergency beacons, first aid supplies.
   • Develop backup plans for remote area issues.
5. Vehicle and Gear Preparation
   • Prepare for various terrain types and extreme weather conditions.
   • Plan for upgrades, spares, and repairs specific to terrains (e.g., tires, suspension).
   • Consider climate-specific gear and scheduled maintenance checkpoints.
   • Be aware that each additional climate zone adds weight.
6. Navigation Preparation (could be a whole list in itself)
   • Expedition research and route planning
   • GPS vs Phone/managing power sources in extreme climates
   • Useful apps
   • Traditional navigation tools and methods
   • Understanding and anticipating weather & terrain conditions

Local Knowledge and Support Network​

1. Identify Local Contacts
   • Establish contacts in each location: local fixers, communities, NGOs, or overlanding groups.
   • Use these contacts for real-time advice on road conditions, resource availabilty, security, and support.
2. Emergency Communication Contacts (aka ‘Phone-a-Friend’)
   • Designate primary contacts for mechanical, legal, or safety emergencies. Talk to Ineos!
   • Plan scenarios and ensure reliable communication (e.g., Starlink, satellite comms).
   • Equip a person to handle worst-case scenarios (e.g., in the event of critical injury or fatality)
3. Gather Local Knowledge
   • Learn safe routes, potential hazards, and local emergency services.
   • Talk to locals about areas to avoid, security conditions, and seasonal hazards.
   • Engage with locals at service stations, local pubs for up to the minute info.
4. Respect Local Communities
   • Understand local customs, basic language, and ettiquette/respectful behaviors.
   • Engage locals respectfully to foster goodwill and avoid misunderstandings.
   • Maintain neutrality towards local politics and disputes.
5. Enlisting Local Services
   • Research local mechanics, recovery, and legal services.
   • Be prepared to equip these contacts with the information they will need to assist you.
   • Network through off-roading or travel forums for reputable services.
   • Coordinate with Ineos or an agent for support on anything that might involve potential warranty claims.
6. Language and Communication Preparation
   • Learn key phrases or use a translation app; prepare for offline communication.
   • Attempt basic language skills to improve rapport with locals.
   • Avoid relying solely on electronic devices for communication.

The devil is in the detail obviously but there are forum members with knowledge and experience around just about any expedition or region that one might be tempted to take on.

 

[Ex-defender driver]

Good points although I’ve had no problem with the shock absorbers even after many 100s miles on corrugated gravel roads in Namibia. Airing down for corrugations helps.

Yes airing down helps. Always air down.
Maybe corrugations are a bit more fierce in Australia.
Stopping and checking shock temp was informative. Too hot to handle after 30mins on the first 80km into the Hay River Track.

I notice Ronny Dahl had the same issue.
I definitely noticed fade after long periods of corrugations.

 

[TheDocAUS]

Some excellent ideas there already, I wonder if the most helpful contribution one can make is to provide a planning checklist for a transcontinental-type trip.

Environmental and Vehicle Preparation​

1. Evaluate Regions and Climates
   • Identify each region and climate (e.g., desert, mountain, jungle, arctic).
   • List environmental demands (think terrain types: gravel, sand, snow, mud, rocks; climates: hot, cold, dry, wet).
   • Outline necessary modifications for each environment.
   • Consider highway/urban travel requirements: high speed use? vehicle security?
2. Legal Documentation and Permits
   • Check permits needed for travelers and vehicle across each landholding or country.
   • Secure land access permits, vehicle permits, insurance, visas, and regulatory waivers (e.g., US=EPA)
   • Confirm cross-border regulations and checkpoint requirements.
   • Determine any essential logistics at ports of entry/departure.
   • Verify route feasibility and point of exit before proceeding.
3. Resource Availability
   • Plan fuel (vehicle and cooking!), water, and food supply strategies for remote areas.
   • Consider fuel availability, quality, and resupply points.
   • Assess water purification needs and food storage requirements.
   • Identify backup/alternative fuel sources (e.g., from HV operators, farmers, NGOs?).
   • Investigate local rationing schemes and fuel prices; consider carrying extra fuel to save cost.
4. Safety Measures and Emergency Communication
   • Evaluate safety requirements for each country or terrain (security, vehicle breakdown risks).
   • Identify necessary tools: satellite phones, emergency beacons, first aid supplies.
   • Develop backup plans for remote area issues.
5. Vehicle and Gear Preparation
   • Prepare for various terrain types and extreme weather conditions.
   • Plan for upgrades, spares, and repairs specific to terrains (e.g., tires, suspension).
   • Consider climate-specific gear and scheduled maintenance checkpoints.
   • Be aware that each additional climate zone adds weight.
6. Navigation Preparation (could be a whole list in itself)
   • Expedition research and route planning
   • GPS vs Phone/managing power sources in extreme climates
   • Useful apps
   • Traditional navigation tools and methods
   • Understanding and anticipating weather & terrain conditions

Local Knowledge and Support Network​

1. Identify Local Contacts
   • Establish contacts in each location: local fixers, communities, NGOs, or overlanding groups.
   • Use these contacts for real-time advice on road conditions, resource availabilty, security, and support.
2. Emergency Communication Contacts (aka ‘Phone-a-Friend’)
   • Designate primary contacts for mechanical, legal, or safety emergencies. Talk to Ineos!
   • Plan scenarios and ensure reliable communication (e.g., Starlink, satellite comms).
   • Equip a person to handle worst-case scenarios (e.g., in the event of critical injury or fatality)
3. Gather Local Knowledge
   • Learn safe routes, potential hazards, and local emergency services.
   • Talk to locals about areas to avoid, security conditions, and seasonal hazards.
   • Engage with locals at service stations, local pubs for up to the minute info.
4. Respect Local Communities
   • Understand local customs, basic language, and ettiquette/respectful behaviors.
   • Engage locals respectfully to foster goodwill and avoid misunderstandings.
   • Maintain neutrality towards local politics and disputes.
5. Enlisting Local Services
   • Research local mechanics, recovery, and legal services.
   • Be prepared to equip these contacts with the information they will need to assist you.
   • Network through off-roading or travel forums for reputable services.
   • Coordinate with Ineos or an agent for support on anything that might involve potential warranty claims.
6. Language and Communication Preparation
   • Learn key phrases or use a translation app; prepare for offline communication.
   • Attempt basic language skills to improve rapport with locals.
   • Avoid relying solely on electronic devices for communication.

The devil is in the detail obviously but there are forum members with knowledge and experience around just about any expedition or region that one might be tempted to take on.

Thanks, two more headings in the Guide.

 

[Logsplitter]

Yes airing down helps. Always air down.
Maybe corrugations are a bit more fierce in Australia.
Stopping and checking shock temp was informative. Too hot to handle after 30mins on the first 80km into the Hay River Track.

I notice Ronny Dahl had the same issue.
I definitely noticed fade after long periods of corrugations.

Ok noted. It’s good to bring these issues up as some on the forum who have never done this sort of travel and planning on doing it wouldn’t know about different tyre pressures for different situations or indeed that the standard shocks overheat. I learn information all the time on this forum

 

[OGrid]

On an overlanding trip I got an overheating warning. Stopped and checked the two reservoirs. The cold side was full (and cool, I could put my finger in the liquid after a half a day of hard driving) and the high pressure (blue cap) side was below the minimum. I had no coolant (it was full when I left at basically sea level 5 days before and the wagon only has 6k miles) or cell service at the top of a mountain so I had to add bottled water. Windows down, heater on full, the usual (heater never blew hot, other high altitude issue). When I got back to cell service dealer said water was ok for a quick fix but to bring in. Temp staid right with the water. 1k+ miles home and I had to add water again until I finally reached a town big enough to carry 'Blue Euro coolant' as the dealer recommended. So lesson - bring coolant. I had an extra quart of oil but of course that was not my issue.

Did you find out what the issue was?