Holden Overlander was proudly built in Tasmania. Note how big the island state is shown on the door!

The rare and uniquely Australian Holden Overlander 4×4 was created by Tasmanian engineer Arthur Hayward in the late 1970s, purely because he couldn’t buy an affordable new Chevy Blazer SUV or Silverado pickup in right hand drive.

During what was an unprecedented boom in the sales of recreational vehicles, Hayward was unimpressed with the rough-riding, spartan 4×4 trucks being offered to local buyers at the time, like the Toyota Land Cruiser, Nissan Patrol and Land Rover.

He was hankering for the more luxurious V8-powered trucks that were proving to be popular sellers in the USA’s booming RV market, like the Chevrolet Blazer and Silverado, Ford F series pickups, Dodge Ramcharger, International Scout and Jeep Cherokee.

These 4×4 vehicles offered not only smooth and plentiful V8 power, but also came loaded with all the fruit you’d expect to see in a luxury car including automatic transmission, air-conditioning, power windows, bucket seats and full carpeting.

Arthur Hayward hard at work on his Overlander prototype, based on an HJ Holden ute.

Only trouble was, Hayward worked out that by the time he had imported one of these jiggers from the US and covered all the costs associated with shipping, import duties, dealer margins and sales taxes, plus the cost of converting the vehicle from LHD to RHD, he would have been up for the modern day equivalent of around $120,000!

The only thing available in Australia that came close to what he wanted was the British-built Range Rover, but that was still the equivalent of $80,000-plus in today’s money and with serious local supply shortages and a 12-month waiting list, it wasn’t a viable option either.

So, fed up with waiting and armed with that typical Aussie ‘can do’ attitude, Hayward decided to build his own interpretation of what an Australian V8-powered luxury 4×4 should be. And what he thought like-minded Aussies would like to own.

In his home town of Launceston, Tasmania he established a well-equipped factory that operated under the name Vehicle Engineering and Modifications P/L with full ‘second manufacturer’ government certification and ADR compliance.

And it was in this workshop that “a luxurious, tough, up-market 4×4 truly deserving a place alongside the best available from overseas manufacturers” (according to Off Road Australia magazine) was born.

Hayward thoroughly tested his Overlander prototype in the Outback with a full load on board to try and find any weaknesses in his engineering package. After 8000 kms it came through without a hitch.

Being a General Motors fan, it didn’t take Hayward long to figure out the best starting point. He chose the then latest model HJ Holden ute, but not only because it was available with a 5.0 litre (308 cid) V8 engine and Turbo 400 automatic transmission.

A critical consideration was also that the HJ ute and panel van (and the longer wheelbase One Tonner) featured a traditional body-on-frame construction, with a very strong steel box-section perimeter chassis and front cross-members ideal positioned to adapt a leaf-sprung live axle assembly.

These were the two major differences between the Holden Overlander and its Ford-based predecessor, the XY Falcon 4×4 ute (see separate story at Truck Jungle). The factory-built Ford was only available with a six cylinder engine and three-speed manual gearbox and the strength of its lighter unibody construction was considered marginal for serious off-road work.

The Holden ute, though, was a natural for this type of conversion, with another bonus being that the deepest section of the V8’s sump was located at the rear of the engine and well clear of the new front diff. By comparison, the deepest section of the XY Falcon’s sump was at the front of the engine, which had created all sorts of diff clearance headaches for Ford engineers to overcome.

In the early days of Australia’s RV boom, people had an obsession with driving cars in the surf like this! It was only when they started to discover the severe damage caused by salt water that it went out of fashion. We doubt this Overlander would have survived for too long after this sort of treatment.

It must be said that the Overlander ute’s design and build quality was outstanding. With a background in heavy industrial engineering, Hayward’s chassis modifications and choice of robust mechanical components ensured generous margins in strength and durability. These vehicles were over-engineered for their task and built to last.

Hayward took no chances with chassis strength, welding 6.5mm-thick strips of steel plate along the tops of both front chassis rails, with an equally robust 63mm-square hollow-section steel cross-member welded across the front, to rigidly tie the two chassis rails together and provide solid anchorage points for the new front leaf springs.

He also re-profiled the engine cross-member for additional front axle clearance and replaced the original Holden gearbox cross-member with a much stronger one of his own design.

This was made from sturdy 100 x 50mm-square hollow-section steel with 6.5mm wall thickness, to comfortably support the additional weight of the big Dana transfer case attached to the back of the Turbo 400 transmission.

Suspension consisted of four-leaf, semi-elliptical springs front and rear. For additional load carrying capacity, the rear spring packs each had an extra progressive-overload leaf added plus a second strap around the main leaf pack for greater stability.

Interestingly, the front axle was mounted above the springs on the front and beneath the springs on the rear. The 4×4 conversion resulted in a total body lift of only 90mm, but with the much larger wheels and tyres and big fiberglass flares it appeared to be much higher than that.

Hayward’s Overlander prototype was not fitted with the wheel arch flares during its initial 8000 km Outback test. Note also the huge fuel tanks in the back to provide a decent fuel range for the big V8 engine.

The drivetrain consisted of Holden’s 308 cid (5.0 litre) L31 V8, specified with the factory’s heavy-duty radiator option with integral engine and transmission cooling.  Factory rated at 161kW @ 4800rpm and a very torquey 400Nm at 3100 rpm, it was ideally suited to the rigours of off-road work and a multitude of towing jobs.

The Turbo 400 auto with standard torque converter was the only transmission offered, as Hayward did his sums early in the piece and figured out that the gearing of GM’s four-speed manual transmission was too high in the lower cogs for this application.

The TH400 was also very robust and delivered great smoothness in power delivery, which proved beneficial in off road driving and a breeze for heavy towing. It was also available as either a T-bar floorshift or with a column-mounted shifter, depending on the donor Holden model chosen.

Transfer case was a two-speed Dana M20 unit, with manual shifting between high and low range and 4×2 and 4×4 using floor-mounted levers.

Hayward didn’t compromise on axle strength either, opting for a big Dana 44 front axle assembly with a 3000 lb (4050Nm) peak load rating and a set of free-wheeling hubs. Under the rear was an even stronger Dana 60, with a higher 3500 lb (4725Nm) load rating. Front and rear tail-shafts were also supplied by Dana.

These immensely strong drivetrain assemblies were used in many of the US off-road vehicles at the time which Hayward was emulating with the Overlander and represented a whopping 75 per cent increase in axle strength over the Holden ute’s standard Borg Warner diff.

Hayward could not fault the performance of his Overlander prototype, which gave him the confidence to proceed with full production of the vehicles for sale through a select group of Holden dealers.

The Dana assemblies were also supplied with big power-assisted disc brakes on the front and heavy-duty drums on the rear, that were both larger and more powerful than the standard 2WD Holden hardware.

Hayward also specified the Dana 60 at the back due its equal-length axles and central diff location, which provided an ideal straight line of power delivery through engine, transmission, transfer case, tail-shaft and diff.

Hayward credited this design for the Overlander’s remarkably quiet operation on the highway, with an internal decibel reading only marginally above the standard 2WD ute figure.

This was because when driven in 2WD mode, the drive went directly from the transmission to the tail-shaft which allowed the transfer case gears to sit idle, as opposed to many other 4WD vehicles with unequal-length axles and offset diffs that had to be driven through the noisy offset transfer case gears.

15 x 8-inch white powder-coated steel spoke wheels came standard with a set of 15 x 10 National XT Commando tyres, shrouded in hefty fiberglass wheel arch flares which attached to the body with a series of exposed hex-head screws.

It may have looked pretty crude, but in Hayward’s typically pragmatic assessment, it made removing and replacing these vulnerable items an easy task if they were damaged.

A rare beast. Hayward produced only six Overlanders based on the HZ One Tonner.

The standard equipment list was huge and way beyond what was being offered in rival 4x4s at the time. Hayward’s claim that the Overlander was “the 4WD with the options built-in” was certainly credible.

Combined with all the creature comforts that came with the Holden donor vehicle like V8 engine, T-bar auto shift, power steering/brakes/windows, carpets, full instrumentation, bucket seats etc, each Overlander was also equipped with a generous package of VEM-supplied equipment.

In addition to the white-spoke wheels, off-road tyres and wheel flares mentioned earlier, the Overlander buyer also got a front nudge bar, roll bar (only on utes), tow bar, mud flaps and a spare set of Dana axles and front and rear diff assemblies – as if you’d ever need them.

Each genuine Overlander produced by Hayward was also fitted with its own ID plate mounted on the passenger side firewall right next to Holden’s factory ID plate. These hand-engraved plates displayed the manufacturer’s name, ADR compliance details and the vehicle’s production number.

GM-H was so impressed with the quality of Hayward’s work, the company agreed to honour its new car factory warranty (12 months/20,000 kms) on all new Overlanders sold, if Hayward took responsibility for any components he had changed or modified.

It was, in effect, a split new car warranty between GM-H and VEM and according to Hayward they never had one customer claim made between them.

Overlander panel vans were a popular and practical choice, particularly for tradesmen wanting rugged off road capability and good towing power combined with lockable storage space for their tools and equipment. This shot was taken during a Modern Motor magazine test in 1977.

The first ‘production’ Holden Overlander utes and panel vans went on sale in early 1977, available brand new through selected Holden dealers or as a conversion performed on a new customer vehicle personally supplied to VEM.

They were produced in a variety of models including utes (HJ/HX/HZ), panel vans (HJ/HX/HZ), One Tonners (HZ only) and later on a station wagon variant (HZ only) which proved so  popular Hayward could not keep up with demand.

Conversion of a station wagon was more time consuming, as it lacked the full length perimeter frame and leaf-sprung rear end of the commercial models. Instead, the wagon shared the sedan’s coil spring/semi-trailing arm rear suspension arrangement, with a shortened perimeter frame which finished at a point beneath the wagon’s rear seat.

To overcome this hurdle, Hayward produced a typically robust solution using welded 6.5mm thick steel plate and square hollow-section steel tube to create a complete new square-shaped sub-frame that was fully MIG welded underneath the rear of the Holden body shell.

This arrangement was tank-tough and more than strong enough to support the leaf-sprung Dana rear end and heavy-duty tow bar. The wagon proved to be a very capable and comfortable off roader particularly for family buyers and the most versatile of all the Overlander models.

In US terms, the Overlander wagon perhaps mirrored the gargantuan Chevrolet Suburban large SUV available at the time and was arguably a more practical vehicle given its more compact dimensions.

HZ Overlander station wagon was an instant hit with buyers, creating huge demand. It featured on the cover of the long-out-of-print Off Road Australia magazine. The end of the HZ model line in early 1980 also caused the premature death of the Overlander wagon.

So what happened to the Holden Overlander? It was killed off by a combination of government red tape, crippling delays in shipments of Dana components from the US (as Ford experienced with the XY 4×4) and ultimately the end of HZ model production in early 1980.

The end of the HZ model line of course meant the end of the station wagon, which had become Hayward’s biggest seller.

He could have continued producing Overlanders based on the new WB commercial line, but could not see a big future for the brand with only utes, panel vans and One Tonners available against the growing popularity of much cheaper one-tonne trucks from Japan.

Only 120 Holden Overlanders were built by Arthur Hayward, 80 of which were produced at his VEM factory from 1977 to 1980. These comprised 20 utes (HJ/HX/HZ including his HJ prototype), 30 panel vans (HJ/HX/HZ), 24 station wagons (HZ only) and only six One Tonners (HZ only).

After Hayward shut up shop in 1980, he returned to the business of building Holden Overlanders from 1982 to 1989 using a large workshop beneath his home.

Although no formal production records were kept, Hayward was confident (during an interview conducted in 2007) that his estimate of another 40 vehicles being produced during this time was accurate.

Hence the figure we’ve quoted here of 120 vehicles produced by Arthur Hayward, which makes them an extremely rare Holden model and a very collectible Australian classic. TJ

*Images and technical/production information courtesy Arthur Hayward

41 Responses to Aussie Classic: Holden Overlander 4×4 Ute

  • Karen Vadasz (Hayward) says:

    Thank you for your very good article on the Holden Overlander. These vehicles were built by my father. Sadly, he passed away last week on 23 September 2012 but would have been very humbled to see this story. My husband and I still supply parts for the Overlanders, including the original fibreglass flares. Thanks again for keeping the legend alive. We can be contacted via email at: [email protected]
    Karen & Alex Vadasz

    • Mark Oastler says:

      So sorry to hear of the passing of your father Arthur Hayward. We extend our sincere condolences to you, his family and friends. It was a great honour to meet Arthur in person when I interviewed him about the Holden Overlanders. He was a true pioneer and innovator, who made product quality and customer service his top priorities when he was building these remarkable vehicles in Tasmania. He leaves behind a great legacy. Arthur Hayward and his mighty Holden Overlanders will never be forgotten.

    • Jim and Sharon Kempnich Perth Tas. says:

      Karen, sorry to hear about the loss of your father. I have fond memories of Arthur who I first met in 1993 whilst chasing parts for our wagon. Since then I had random visits with your parents, sourcing parts on different occasions for a Sandman ute and my One Tonner Overlander. My regret is I wish I had met your father years earlier. He was a true gentleman.
      Jim & Sharon Kempnich.

  • Dhru says:

    What a great story about a great Australian story! Arthur Hayward is the sort of bloke I can relate to. Couldn’t find just what he wanted out there in the market…so he built it himself. Thanks for delving so deeply into the background of the Overlander, Mark – true Ozzy ingenuity at its best!Condolences to you and your family, Karen, on the passing of your father. The world could do with more people like him.

  • Howard Domsalla says:

    Good and accurate story. I met Arthur many times since 1978 and he was the smartest and most knowledgeable gentleman I would ever wish to meet. When I bought my (Opaline Blue) Overlander he shouted me a trip to Tassie to view the build. I didn’t ask, he just wanted me to see my car being modified. Then he took me to some beach in the white ute which I bogged. We got it out OK and he never said a thing and I bet he had better things to do. I still have my Overlander and it is in mint condition, few dents and scratches, never been restored, 220,000km mostly off-road and has never let met down.

  • Joe Henry says:

    Thank you for writing this story. I am the owner of the green ute shown in the article driving in the water at the beach (If this is the same photo I saw published in a magazine article back then). It was built in May 1977 and now has over 450,000 kms on the clock. It also appears in the first “Bute Ute Book”.

    I met Arthur a number of times. One of the stories I often tell about Arthur and my Overlander is this. The Ute was originally a demo in WA. Arthur sold it to me sight unseen as it was on its way back from WA at the time. Arthur said take it home, try it on the farm, if anything is wrong with it I will fix it. If it is not as good as I say, give it back and pay me when you are happy.

    With nearly 8,000 kms on the clock the only things I could find were tyre wear, rust on the tail pipe, a bit of slop in one rear wheel and some paint marks from a canopy being fitted. Arthur replaced everything and fixed the paint without question. I find it funny that I have never had a problem getting the custom Overlander parts but I have had problems getting Holden parts!

    I am sorry to read of Arthur’s passing. The Overlander is a great vehicle and he was a pleasure to deal with. He will always have a good place in my memory.

    Castlemaine, Victoria

    • Mark Oastler says:

      Great to hear about another Overlander still going strong with hundreds of thousands of kms on the clock – particularly after being driven in the surf all those years ago! Just goes to show how well built they were.

  • Corey says:

    So happy I stumbled onto this page! It is a dream come true to know that there is still a few of the Most Amazing Cars ever put together! I love mine, almost more than my partner ;-)

    From what I’ve read and found out about the Overlander has been an eye opener to the car itself, and to a man who will impress many people for many years to come. To the Hayward family, I am sorry to hear about your loss. I’m sure Arthur was a great man, with great visions of positivity. A man I would have loved to have met.

    I am at the last stages of totally rebuilding my full body ute Overlander and it is almost ready for the spray booth. This has taken me about 5 years of precision and patience, to make it right and to keep it clean for many years to come.

    It was bought from a very close friend who passed away and this project is for him. So I need to make it as perfect as possible. It will be looking brand new before too long :-)

    But I am looking for some help. Does anyone out there know where I can get replacement flare guards or a rear left guard, to fit a WB ute? I would forever be in your debt if you could lead me to the right people.

    Thank you so much and I can’t wait to do another road trip, listen to the immaculate 350 Chev and maybe get to see some of Arthur’s amazing creations.

    Finest regards,

    • Gary Taylor says:

      Hi Corey

      You can get replacement flares on E-Bay

      Here: http://www.ebay.com.au/itm/hz-hq-hx-hj-holden-overlander-flares-/130578949529?pt=AU_Car_Parts_Accessories&hash=item1e671ca599&_uhb=1


  • Craig Moffitt says:

    I just stumbled across this page looking for some detail and discovered to my sadness that Arthur had passed away. I had the privilege of meeting Arthur and Mrs Hayward at their home in Tasmania last year when touring in my Overlander Station Wagon. I enjoyed a long conversation with Arthur. Even though he was not well at the time we talked a lot about his achievements with the Overlander. He was modest about the vehicles and I hope pleased that I was able to assure him that they are still bringing a lot of pleasure to the lucky few who cherish them. To you Karen, whom I met in Hobart on the same trip, I give our condolences. Arthur was a great fellow who I am disappointed not to have met much earlier and shared his stories.
    Best regards, Craig.
    PS: To Corey, Arthur’s daughter Karen Vadesz (Hayward) is able to supply new wheel arch flares from the original moulds. (see Karen’s email at the top of this Comments section)

  • Gary Taylor says:

    Hi Mark

    Of the first 20 Utes built, can you tell me how many were Sandmans?


    • Mark Oastler says:

      Hi Gary. I wish I could tell you that, but Arthur’s hand-written production records only mentioned either HJ/HX/HZ Ute, One-Tonner, Panel Van or Wagon without any reference to some of the Utes and Vans being special models like Sandmans. It’s interesting to note that the One-Tonner and Van sequential chassis ID numbers started at 0001 for each model line, but the Utes started at 0002 because Arthur considered his personal HJ prototype Ute to be 0001. The Wagon production started with ID No.1001. Judging by those four-digit numbers, it would appear that Arthur was planning to build a lot more than 120 Overlanders!

  • Gary Taylor says:

    Thanks Mark. Did you ever get anywhere with an Overlander register?

    • Mark Oastler says:

      No Garry. The reason why I didn’t proceed was because I started getting letters from owners who were adamant their vehicles were genuine Overlanders even though they didn’t have any VEM chassis ID or sales records, ownerships histories etc to prove their authenticity. That was when I started thinking about the ‘kits’ that Arthur Hayward sold to people (after he closed VEM) that wanted to build their own Overlanders (again with no records kept) and it all started to become too hard. However, I think there is still potential for such a register, but it would have to be established and administered by a passionate Overlander owner that could set their own criteria for what qualifies as a genuine Overlander and what doesn’t.

  • jeff bush says:

    Hi guys. I have a Holden FB panel van that I am looking at converting to a golden 4WD. I live in Perth if any one knows a good place to start.

    • Mark Oastler says:

      An FB panel van? That’s one rare and classic Holden commercial you’ve got there Jeff. Keep in mind it would be worth a lot more to a collector if restored to factory original trim than modified into a custom 4×4 but that’s your call of course. Best advice would be to firstly contact a certified vehicle engineer through the WA Department of Transport to discuss your plans. You’ll find a list of approved engineers on the Department’s website. Let us know how you get on.

  • Gary Taylor says:

    Thanks again Mark. I can guess that it all became too hard in the end. Would love to do something like that but I’m probably not the right person as I’m currently trying to sell my Overlander that I’ve owned for the last 29 years. Only reason for the sale is I’m financially challenged at the moment. Need the money for another project. Boo Hoo Hoo. Very sad to have to sell. But that’s the way it goes.

    • Mark Oastler says:

      Yeah, parting with your Overlander would be like losing a good mate after all that time together. Sorry to hear you have to sell. Hopefully you’ll find her a good home.

    • Corey says:

      Hi Gary, just wondering what you want for your Overlander, and what state it’s in. Pretty interested in getting another Beast :-) What body type is it and is it possible to see some images? Cheers

  • Gary Taylor says:

    Can only hope Mark, can only hope.

  • Bob says:

    Hi all. I own (Overlander) Number 3. It is a ute. This is one great 4×4 built 40 years ahead of its time. Just love it. Just a question maybe to Karen – any chance of putting a web page or database together of the history of each one built? I have the total history of mine, so it would be like a Holden Overlander get together page for info. A great person Arthur Hayward and a damn great 4×4. Well done.

  • Gary Taylor says:

    Hi Bob & others there is a new Facebook site for owners of Overlanders. Search for “Holden Overlander”
    It was also good to meet you Bob, even though we didn’t have long to chat. I was in my Range Rover.
    Regards all Gary

  • Gary Taylor says:

    New facebook sight. Search ” Holden Overlanders” Come & join.

  • peter owen says:

    Hi. What a great read of history. These vehicles are so great in Aussie motoring history. I was lucky this year and found one in a shed not too far from home so I purchased it and repaired it to its former glory. My mate purchased it from me and when I delivered it found another HZ Premier wagon with the VEM ID plate No.1020. Any chance of build history? Hoping to restore this. Has been sitting for a while. Regards, Pete

    • Mark Oastler says:

      Nice find Pete. The only build info we have is that VEM ID plate No.1020 was for an HZ Overlander wagon, so it sounds like your numbers match. We would like to see some pics of the restored vehicle when completed.

  • nerida loconte says:

    Hi there. I’m interested in buying some HJ front flairs. Do you have any available?

    • Mark Oastler says:

      Truck Jungle doesn’t stock vehicle parts. If you’re wanting replacement flares for your Overlander, suggest you contact Karen Vadasz (Arthur Hayward’s daughter) who has left her contact details at the start of this comment section.

  • Gerard Martin says:

    I was wondering if anyone has plans, or list of spares, any info or can I have a look at one of these great cars as i have a HZ One Tonner and a ute that I would love to convert. Also would be interested in purchasing one in not so good condition. My Ph 07 49504252 Mob 0427136389. Thanks Gerard Martin.

  • Reno Marchesi says:

    I never got to meet your father Arthur Hayward. However I spoke to him on numerous occasions on the phone concerning the Holden Overlander. I was in those days the Manager of the Department of Transport’s technical section in Western Australia. We had a guy over here by the name of Mike Tuana, who built numerous Holden Overlanders. I was regularly on the phone discussing issues related to the Overlander with him. He was always very helpful and always willing to assist. A true gentleman. My sincere condolences to the family and God Bless.

  • Dave Piotrowski says:

    I have been a huge fan of all the vehicles Arthur has built. Have seen a few in car shows and magazines that I have kept over the years. I am saddened to hear of Arthur’s passing. What an amazing concept and a true Aussie idea. I wish I could afford one of these beastly machines. My condolences to Karen and family.
    Kind Regards, David Piotrowski, Cairns, Qld

  • sharyn priestley says:

    Hi guys. Just a short note to all that after many years of dreaming I have finally purchased HZ wagon No.1001, the white one, and its now found a new home here in Gawler,SA. Condolences to the Hayward family, your dad was a genius. I have all the memories as a 14-year-old girl when they first came out and always wanted one. Great editorial. I hope one day there will be a gathering of all genuine Overlanders – it will be a sight to behold.

    • Mark Oastler says:

      Thanks Sharyn and great to hear you finally turned such a long-held dream into reality! Wagon #1001 would have to be the most famous Holden Overlander built, along with Arthur’s prototype HJ ute of course. When I last saw your wagon it was owned by Robert Smiley in Queensland and at the time he was raving about how great it was. I doubted that he’d ever sell it, so you’ve done well. It’s an excellent original example of the VEM-produced Overlander wagons and I’m sure you’ll get great joy out of your ownership. Thanks for letting us know.

  • Will Officer says:

    Hi Sharyn.I have stumbled across this website looking for suspension mods for HQ station wagons.I do the Variety Bash every year in a HQ wagon and we have trouble with rear coil suspension mainly because of the weight we carry and very rough roads.The leaf spring suspension in the wagon you have would solve our problems.Just wondering were to get some pics or drawings of how this was done.Any help would be greatly appreciated.

  • Paul Hansen says:

    Hi. My HZ Sandman Overlander Panel Van VEM #0029 is for sale in Unique Cars for those interested. It featured recently under the black Monaro on the front cover of January 2015 edition of Unique Cars. It has attracted a lot of attention and I am hoping to raise the profile and value of all original VEM-built Overlanders, as there are very few left on the road today. They are seriously undervalued for such a rare and officially endorsed Holden 4×4. Arthur Hayward was a mechanical genius and his legacy lives on in each and every Overlander. The Facebook group of Holden Overlander owners is hoping to have a gathering towards the end of this year (2015 October long weekend) for any interested VEM Overlander owners. Hopefully in front of Holden’s SA Elizabeth plant before it closes down! Regards, Paul.

  • Ian says:

    Is it still possible to purchase these components and specs to turn my one tonne into one of these Overlanders?

    • Mark Oastler says:

      Ian, I’m sure with a bit of patience and persistence that could be achieved. Best you make contact with the good folks on the Overlander Facebook page, as I’m sure they’d be willing to assist you.

  • Greg sweetman says:

    Hi all. Can anyone assist with the ID of my car? It has all the correct ID plates, however there is some corrosion on some lettering. It is an HZ wagon, was red now painted green and has had a Chev fitted. Where exactly should the VEM number be on the ID tag? A photo of an ID tag would suffice.

    • Corey Oliver says:

      Have you seen the Facebook page for the Overlanders? You’ll definitely get what you’re looking for :-)

  • Lance says:

    Can anybody tell me if you can still buy the Overlander kit for the conversion?

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