The budget GQ Patrol is back, this time for a shiny new lift kit.

My 1988 GQ is a cheap wagon I bought back in late-2020 to get into the world of four wheelin’, found on Facebook marketplace for just $4500 with a roadworthy certificate. Steal!

One thing it has been in need of for quite some time is a fresh lift kit, as the supposed two-inch lift it came with was sagged and worn out. I’d also added a full set of Mickey Thompson 33×12.5 M/T tyres, which run into clearance issues on the rear at full flex with the sagged springs.

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To remedy this, we got in touch with Fulcrum Suspensions to sort a new two-inch lift for the GQ, querying what was available on a modest budget. They recommended a two-inch/50mm Formula 4×4 Big Bore lift kit. At $1229 it’s about as cheap as you’ll get for a full two-inch lift for a GQ, which includes shocks, springs and the often overlooked castor correction bushes.

The Formula 4×4 Big Bore shocks are about the biggest you can fit in a GQ without any cutting. Fulcrum helps spec the right springs to suit the vehicle’s load-carrying needs, which in our case accounted for a bullbar and winch in the front, and a set of 100-250kg rated springs in the rear to suit all the gear we throw in the back for camping trips.

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The final part of the kit is the castor correction bushes, which can be overlooked for GQ lift kits. When you bolt taller springs and shocks in your GQ, the front diff/axle will rotate incorrectly, causing castor issues and making the vehicle very difficult to drive on the black stuff.

The cheapest way around that is to fit the offset bushes Fulcrum includes with its kit, which are pressed into the factory radius arms that go under the front diff. The offset bushes rotate the diff back to the correct position, correcting the castor to suit the taller ride height.

In terms of an install, you can either have the kit sent to your house and DIY it like we did, or pay a bit extra and get it done professionally through Fulcrum’s Click & Fit option. Given this is a budget project, I opted to do the install myself, bargaining my way onto a mates hoist with some frosty beverages.

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We installed the whole lot on a Sunday afternoon, and as soon as we dropped the GQ off the hoist it was clear it had picked up significantly in ride height. Rather than measure the heights right off the bat, I figured I should drive it for a bit to let it settle, which is exactly what we did the following weekend.

I hit up some tracks in my local area to test the Patrol’s capabilities, and I was beyond impressed. The lift well and truly fixed the rear tyre clearance issues, gave it more presence and capability off road and didn’t compromise its on-road capability.

After letting the springs settle, we found the kit had raised the GQs height by 55mm in the front and 50mm in the rear, showing just how sagged the old springs were.

There are still a few more upgrades to fit to compliment the lift kit, like extended brake lines and a steering damper, but we’ll save that for another issue and then give this lift kit a full work out.

Fulcrum Suspension 50mm Formula 4×4 Big Bore lift kit

A budget-price lift kit including springs, shocks and castor correction bushes that does everything it says on the box and gives this GQ a new lease on life.

RRP: $1229

More info

Patrol vs LandCruiser: it’s one of the fiercest rivalries in Aussie motoring and also one that has huge, loyal followings around the country.

But while this battle of large 4X4 wagons stretches back 70 years — both Japanese brands starting making their own ‘Jeeps’ in the second half of the 1950s — there could soon be a new player in the segment that promises to blow both out of the water, at least when it comes to performance.

Chinese brand GWM is in the midst of securing a foothold in Australia and details of its largest, most-powerful model to date are slowly beginning the emerge. GWM’s new off-roader is called the Tank 700 and like the LandCruiser and Patrol, it’s a large body-on-frame 4X4 SUV that is just over five metres long.

UPDATE: Now we know even more about the Tank 700

We already knew the wild-looking GWM Tank 700 was hugely powerful but now the brand has confirmed it actually has more torque than we first thought.

STORY CONTINUES

Unlike the V6 turbo-diesel Toyota and petrol V8 Patrol, however, the Tank 700 is powered by a plug-in hybrid powertrain that produces a whopping 386kW/750Nm — figures that easily trump what’s on offer from its more established rivals.

So could the Tank 700 be a genuine contender in the large off-road segment? Will it even come to Australia? And how much will it cost? Here’s how it stacks up for spec against two of Australia’s off-road heavyweights.

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JUMP AHEAD

• Dimensions & seating
• Powertrain & performance
• Off-road ability
• On-road ride & handling
• Pricing, availability and servicing
• Specifications

Dimensions & seating

The Tank 700 Launch Edition was officially shown at the Guangzhou motor show earlier this week, with that reveal also confirming details around its size.

Measuring 5113mm long, 2061mm wide and 1952mm tall, the Tank 700 sits smack bang in the middle of the LandCruiser and Patrol for dimensions.

Length wise it’s 98mm longer than a LandCruiser but 62mm shorter than a Patrol. The Tank’s two metre width trumps both, however, and is 81mm wider than the Toyota and 66mm broader than the Patrol, although it’s unclear if the GWM’s measurement includes the wings mirrors or not. If it does, then all three should be line-ball for sheer breadth and the sense of space/shoulder room that comes with it.

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All three off-roaders are within a few mm of each other for height, but one measurement that differs is wheelbase.

The distance between the LandCruiser’s axles is the shortest at 2850mm, while the Tank has a 3000mm wheelbase. The Patrol’s wheelbase is the largest at 3075mm.

GWM is yet to provide an official figure for the Tank 700’s ground clearance, but the Nissan offers 273mm which is superior to the Toyota’s 235mm.

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Seating capacity is one area where the Tank 700 falls short of its established rivals. While we’re yet to see an official spec sheet from GWM, details out of China suggest it will be a five-seater only.

Nissan offers buyers the choice of either seven or eight seats in the Patrol, while the LandCruiser range has a mix of five and seven-seat options depending on the model grade.

The high-spec Sahara we’ve chosen for this comparison is a seven seater, for example, but five seats are available in the entry-level GX and higher-spec Sahara ZX and GR Sport.

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Powertrain & performance

If it’s outright performance you’re chasing, then the Tank 700 will undoubtedly pique your interest.

GWM is investing heavily in plug-in hybrid powertrains — it calls them Hi4 for Hybrid Intelligent 4WD — and the Tank 700 is the first to combine a six-cylinder petrol engine with a battery and e-motor.

The 3.0-litre twin-turbo petrol engine makes 268kW and 500Nm on its own but those outputs jump to 386kW and 750Nm when paired with a single electric motor. Drive is reportedly sent through a nine-speed automatic to an on-demand four-wheel-drive system.

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Details around battery size for the Tank’s plug-in hybrid system are yet to be confirmed, although GWM’s other Hi4 powertrains are available with either a 19.94kWh or 27.5kWh battery pack.

The Tank 700 should offer 100km+ of EV range and it should also trump both the LandCruiser and Patrol when it comes to 0-100km/h acceleration.

The Tank 700’s plug-in powertrain will also offer better efficiency. An official fuel consumption figure is yet to be released, though it’s almost guaranteed that the GWM’s on-paper fuel figure will be less than the LandCruiser’s 8.9L and well down on the V8 Patrol’s 14.4L.

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Of course, all three 4X4s will return higher readings in real-world driving. Our previous testing of the Toyota and Nissan has returned 12.1L and 17.0L/100km respectively.

A quick word on cruising range: the fuel tanks in the 300 Series LadCruiser have dropped to 110L, which is less than the 140L capacity you get in the thirstier Patrol.

One downside to a plug-in hybrid powertrain in GWM, however, is additional weight and it’d be fair to assume the Tank 700’s kerb mass will be higher than the Toyota (2610kg) and Nissan (2861kg). Another PHEV downside is powertrain complexity, which can be a crucial factor for owners looking to travel big distances in remote locations.

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Proven reliability is one area the Nissan has a clear advantage. While its 5.6L V8 might be older than the V6TT diesel in the LandCruiser, it’s a well-known powertrain.

And a fine one at that. Pumping out 298kW and 560Nm, Nissan’s naturally aspirated V8 is a cracker and lends the Patrol a sporty feel. It pairs well with a seven-speed auto, with our only complaint being the gearbox’s reluctance to manually shift down when off road.

There’s no denying that diesel dominates the off-road market in Australia, though, and the LandCruiser’s 3.3L unit is smooth, powerful and offers greater efficiency than the Patrol. It’s a torquey unit and despite losing two cylinders compared with the 200 Series’ old V8 diesel, it trumps it for performance thanks to outputs of 227kW and 700Nm.

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Off-road ability

While we’re yet to drive the Tank 700, its on-paper off-road credentials stack up well.

The Launch Edition spec shown at the Guangzhou motor show offers air suspension, disconnecting stabiliser bars and electromagnetic shock absorbers. It also has a full-size spare mounted to the side-hinged tailgate. Wheel sizes are 22-inch rims wrapped in road-biased 275/50 Michelin Pilot Sport 4 SUV tyres.

It’s the LandCruiser that’s our pick for off-road ability, however. In previous testing, the Toyota’s impressive wheel travel and expertly calibrated traction control system and useful Crawl Control feature saw it hold an advantage over the Patrol.

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The Toyota smoothly and effortlessly tackles heavy ruts and steep inclines, although its lower ground clearance compared to the Nissan can see its front end scrape occasionally.

The Nissan is impressively capable off-road, too, thanks to a lockable rear limited-slip differential and superior ground clearance. But it can’t match the rear wheel travel of the Cruiser and its older electronics aren’t as sophisticated.

The top-spec Patrol Ti-L rolls on 18-inch alloys shod with 265/70 rubber. The LandCruiser Sahara also has 18-inch wheels with similar-sized tyres at 265/65, although larger 20-inch alloys are available on higher model grades.

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On-road ride & handling

The advantage swings back in favour of the Nissan when it comes to on-road dynamics.

The Patrol has independent suspension front and rear and while that may deter some off-road buyers (the Toyota has an independent front/live rear axle set-up), it means it’s a superior wagon to drive on tarmac.

The Toyota feels more softly spring during on-road driving than the Nissan and it delivers a smooth and comfortable ride. However it can’t match the Nissan’s impressive body control and can feel big and wallowy on tight roads or tracks.

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An assessment on how the Tank 700 performs on-road will have to wait, although we can make some educated assumptions. Its plug-in powertrain, for example, should provide impressive low-down response.

It will also be smooth and quiet in EV mode and its wide, road-biased Michelin tyres should offer plenty of grip on twisty tarmac roads.

No word yet on how much the Tank 700 can tow but both the LandCruiser and Patrol have 3500kg braked towing capacities.

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Pricing, availability and servicing

GWM Australia is yet to provide any official word on whether the Tank 700 is coming to Australia, although we’d wager it’s likely.

The brand trademarked the Tank 700 name in Australia in 2021 and it’s quickly expanding Down Under with plans to expand its model range beyond its current offering in the smaller Tank 300.

As it’s yet to be officially confirmed, speculation about an Australian price is just that — speculation. Chinese reports state the Tank 700 Hi4-T is available to order for 700,000 yuan, which is around USD 96,000. Those amounts translate roughly to AUD $152,300.

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That pricing is for the aggressive-looking Limited Launch Edition pictured in this story, which includes carbon fibre body panels, light bars and large 22-inch alloys.

Only 70 examples of the Launch Edition will be produced so you can expect lower-spec models to cost considerably less.

As for how that measures up against LandCruiser and Patrol, well both are six figure machines. The top-spec Patrol Ti-L currently carries a drive-away price of $108,473 which is significantly less than our similarly specified LandCruiser Sahara which is $145,256 drive-away.

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The Nissan is an older vehicle, of course, and its cabin is simpler than the Toyota’s (you can see that as a positive or a negative) and it lacks some useful tech features like Apple CarPlay.

The Patrol’s tri-zone climate control is also inferior to the LandCruiser’s four-zone.

As for servicing costs, the LandCruiser requires a trip to the dealer every six months or 10,000km and is $400 per visit. The Patrol has longer time intervals at every 12 months, but still needs a service every 10,000km with pricing ranging from $452 to $916.

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Here’s everything we know about the 2024 Mitsubishi Triton.

JUMP AHEAD

• November 24: Pricing and features confirmed
• July 26: Triton ute revealed!
• July 10: New teasers released
• July 3: 2024 Triton to debut with a ‘new’ diesel
• June 14: New Triton rendered!
• June: First 2024 Triton teasers released

November 24: 2024 Mitsubishi Triton pricing & features

The new Mitsubishi Triton has been priced for Australia. Running from $43,690-$63,840 before on-road costs, prices have increased between $3250 and $7600 for the dual-cab heavy range.

More variants will arrive post-launch. Sales are expected to start in February 2024 – hit the link below for all the details.

July 26: The 2024 Mitsubishi Triton has been unveiled in Thailand

Mitsubishi has uncovered the sixth-generation Triton, detailing its new wider and stronger ladder frame chassis, uprated twin-turbo diesel engine, and fresh cabin design.

Make sure to hit the link below to read all the details of Mitsubishi’s latest Triton.

July 10: New 2024 Mitsubishi Triton teaser image released

As we edge closer to its big unveiling, Mitsubishi has handed down another revealing image of its new-generation Triton ute.

Although still camouflaged, the image offers another clear look at the upcoming new ute.

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Set to be unveiled in Thailand on July 26, the 2024 Triton will debut as an all-new offering, some nine years since the current model launched.

To that end, the company promises an all-new ladder-frame chassis with a double wishbone design up front and leaf-spring suspension at the rear.

Likewise, a new “clean diesel” engine is on board, first teased last week in a social media post. See our detailed story on that here.

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“We have interviewed various customers about their usages and needs, and have repeatedly conducted development tests to meet the demands of a vehicle that works in a harsh environment,” said Yoshiki Masuda, Mitsubishi’s chief product specialist.

“We are confident that this model will satisfy all customers around the world, from leisure use to commercial use. Please look forward to the unveiling of the all-new Triton.”

See the new image above, and catch up on all the latest news further down.

Mike Stevens

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July 3: 2024 Triton to launch with a ‘new’ engine

A social media post by Mitsubishi Motors Thailand reveals the new Triton’s engine, which is said to be “new” and “more impressive than ever” – but the changes aren’t believed to be revolutionary, according to overseas reports.

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June 14: Here’s how the new Triton will look!

Thanks to Mitsubishi’s flood of revealing spy photos, we’ve produced a set of renders that offer a clear look at the new-generation ute. Get the full story at the link below.

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June: First 2024 Triton teasers released

The “fully redesigned” 2024 Mitsubishi Triton ute will debut next month, the brand has confirmed.

It will be unveiled at an event in Thailand on July 26, with further details for the all-new Triton – including local timing – due soon.

“Australia is a core market globally for Mitsubishi Motors, and we have been a key stakeholder in the next-generation Triton’s development process,” said a Mitsubishi Australia spokesperson.

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“The light commercial utility segment is more competitive than ever, and we are confident that next-generation Triton will take Mitsubishi’s enduring presence in this market to the next level.”

Mitsubishi has showcased its first promotional material for the next-gen Triton, providing a glimpse at the new model and a behind-the-scenes look at its development.

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The images – enhanced by 4X4 Australia for better clarity – reveal a squared-off look with a prominent shoulder line, slimmer daytime running lamps, three-element Y-shaped headlights, bolder wheel arches, a rear sailplane, and modern tail-lights.

Mitsubishi’s design chief, Seiji Watanabe, said the new Triton was designed under its ‘Beast Mode’ concept, with “audacious and daring” styling.

“While expressing the toughness and powerfulness expected of a pickup truck, the all-new Triton combines agility with the brand’s robust design to create an imposing look. Tough and reliable, the all-new Triton will make customers want to go on any adventure,” he said.

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A video published by Mitsubishi confirms the new Triton’s cabin will be inspired by the latest Outlander, with a freestanding infotainment system – likely an eight- to nine-inch unit, up from seven – and toggle-like climate controls.

The brand’s Super Select II four-wheel-drive system appears to be retained, with a newly-designed, more-premium control switch.

The new Triton was previewed by the camouflaged XRT Concept in March, which features Ralliart decals, additional spare tyres, and a beefy roll bar.

Overseas reports suggest the new Triton will retain its 2.4-litre four-cylinder turbo-diesel engine, as found in the current Triton and Pajero Sport.

It is unknown if Mitsubishi will upgrade the engine and transmission to better match other four-cylinder rivals, which have outputs closer to 150kW and 500Nm, a 3500-kilogram towing capacity, and a 10-speed automatic transmission for the latest Ford Ranger and Volkswagen Amarok.

The current Triton produces 133kW and 430Nm, with a 3.1-tonne braked towing capacity and six-speed manual or automatic transmission options.

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“We look forward to sharing more details of the development process, and of the new Triton’s Australian range, specification, timings and pricing as we move towards delivering this next-generation utility vehicle to Australian customers,” said the Mitsubishi Australia spokesperson.

While an off-road ‘Ralliart’ flagship variant to rival the Ford Ranger Wildtrak X, Toyota HiLux GR Sport, and Nissan Navara Pro-4X Warrior has yet to be confirmed, Mitsubishi vice president Hiroshi Masuoka said he would love to see a Ralliart variant at the top of every line-up.

“We know what Ralliart can do to the brand, and how it will elevate the brand… I’m not saying Ralliart is going to be what it was in the past – I think it’ll be very different,” he said.

As depicted in our speculative renderings, we hope to see chunkier off-road tyres, lifted suspension, a beefier front bumper, and pumped guards.

A potential Triton Ralliart could even go as far as adding power – in the vicinity of 10kW/20Nm, like the AXCR racer. If it comes to fruition, the variant would likely be developed in-house by Mitsubishi, rather than an Australian second-stage manufacturer like Walkinshaw, as we’ve seen with the Triton Xtreme swansong.

The new Triton will be twinned with the next-gen Nissan Navara ute, due in 2025, with development led by Mitsubishi.

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Mitsubishi Australia has confirmed full local details for the sixth-generation Triton ute ahead of its February 2024 launch.

First unveiled in July, the 2024 Mitsubishi Triton will launch with four familiar variants: GLX, GLX+, GLS, and GSR. The initial range has a 4×4 and dual-cab focus with a six-speed automatic standard across the board.

The GLX 4×2 dual-cab pick-up opens the range priced from $43,690 before on-road costs – similar to base Ford Ranger XL, Toyota HiLux WorkMate and Isuzu D-Max SX 4×2 dual-cab pick-up models.

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As before, the blacked-out GSR 4×4 dual-cab pick-up tops the Triton range, now up $6900 to $63,840 before on-road costs.

It plays in the same circa-$60K range as a four-cylinder Ranger XLT, HiLux SR5, D-Max LS-U+, Mazda BT-50 GT, and Volkswagen Amarok Life.

Overall, prices have increased between $3250 and $7600 compared to equivalent versions of the outgoing Triton, but the brand said it is “confident that once people drive the vehicle, they will appreciate the major step forward this vehicle presents”.

The entry price has climbed $12,950, though additional variants – including more affordable ‘tradie-spec’ two-wheel-drive and single-cab models – are available overseas and could arrive in Australia later in 2024.

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”A six-speed manual will also be offered on some variants, post-launch,” said Mitsubishi Australia when it confirmed cab-chassis variants will be added post-launch.

“Being a core market for the Mitsubishi Motors brand, and with Triton being a core model for Australia, the importance of this vehicle cannot be overstated, and we are very proud to have played a key role in its development,” said Mitsubishi Australia CEO Shaun Westcott.

As reported, Australia-bound versions of the new Triton feature a bespoke suspension tune, while local engineers assisted Japan in the development of a global electronic power steering tune.

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Along with the more powerful and efficient 150kW/470Nm twin-turbo four-cylinder diesel engine (up 17kW and 40Nm) there’s plenty of new standard equipment, including a full suite of active safety equipment, a larger 9-inch infotainment system, 7-inch semi-digital instrument cluster, wireless Apple CarPlay, built-in sat-nav, and front and rear parking sensors.

Full pricing and equipment tables are available below, along with everything else you need to know about the new-generation Mitsubishi Triton.

JUMP AHEAD

• 2024 Mitsubishi Triton pricing
• 2024 Mitsubishi Triton features
• 2024 Mitsubishi Triton colours
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing
• Availability

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2024 Mitsubishi Triton pricing

Prices exclude on-road costs.

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2024 Mitsubishi Triton features

2024 Mitsubishi Triton GLX+ features

2024 Mitsubishi Triton GLS features

2024 Mitsubishi Triton GLS Leather Option Pack – $1500

2024 Mitsubishi Triton GSR features

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2024 Mitsubishi Triton colours

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Engine, drivetrain, and fuel economy

Under the bonnet, the Triton has a 150kW/470Nm twin-turbo ‘4N16’ 2.4-litre turbo-diesel four-cylinder engine.

It may not challenge the Ford Ranger’s 600Nm V6 – or the 500Nm Ranger bi-turbo and HiLux – but bumping the old car’s outputs by 17kW and 40Nm allows it to surpass the D-Max and BT-50’s 450Nm.

The new Triton will come with a six-speed torque converter automatic transmission, and its braked towing capacity increases 400kg to the industry-standard 3500kg.

It’s also more efficient, improving by 0.9L/100km in ADR combined testing with 4×4 versions recording 7.7L/100km.

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A ​​six-speed manual – with a new cable linkage to improve NVH suppression and lighten the shift – is due here later in 2024.

GLX and GLX+ models continue to feature the basic Easy Select 4WD system, while the GLS and GSR have the Super Select II system that allows the vehicle to be driven in 4H on all surfaces.

It also adds ‘active yaw control’ to assist in reading traction loss in low-speed slippery conditions.

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Safety

The 2024 Mitsubishi Triton is yet to be assessed by independent safety testing bodies such as ANCAP.

Eight airbags (dual front, side and curtain, as well as driver’s knee and Triton-first front-centre) are fitted as standard.

GLX+ trims and above add reverse autonomous emergency braking and a 360-degree camera system.

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Dimensions

The dual-cab Triton is 15mm longer and 50mm wider, resulting in a larger overall profile.

In addition, the wheelbase – previously unchanged since 2005 – is longer, now extending beyond 3000mm to 3130mm, improving occupant space.

A new rear axle location should improve its load-lugging ability while the tray has grown by 35mm in length to 1555mm and measures 1545mm at its widest point.

The load height is now 45mm lower at 820mm, and the bumper has a flattened grip-taped area atop the bumper to stand on when loading objects.

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Warranty and servicing

As with the rest of Mitsubishi’s model range, the Triton is covered by the brand’s base five-year/100,000-kilometre warranty.

Owners may be eligible for its extended 10-year/200,000-kilometre warranty if all scheduled services have been completed through an authorised dealer.

In addition to this, 10-year capped price servicing is also included as well as one year of roadside assistance as standard, extending to four years when the service schedule is adhered to.

“Pricing for the capped price servicing program will be confirmed closer to the launch date,” said Mitsubishi Australia.

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Availability

The 2024 Mitsubishi Triton ute is due in Australian showrooms in February.

Manual transmission and additional body style variants will arrive here at a later date.

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Black Friday is here, and BLUETTI, a leader in the portable power industry, is offering great discounts of up to $5000 on portable solar generators and home back-up solutions starting November 20. Check out these exceptional deals and save big.

Power up off-grid living

EP760+2*B500

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AC300+B300

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AC500+B300S

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BLUETTI Black Friday Bonuses

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After building up a Jeep Gladiator for a lap of Australia, it was time to hit the hills for a shakedown run to make sure everything was in order and ready for the great escape.

What better place to do this than the Victorian High Country, where there are some of the steepest and most challenging tracks in Australia, as well as some of the most spectacular country. Here are our Top 5 High Country takeouts that you simply shouldn’t miss on a trip to the mountains.

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Mount Sterling

At 1749 meters, Mount Sterling isn’t setting any world records for the tallest mountain, though we’ve been told repeatedly the views from the top are absolutely stunning, and anyway, driving to the top of a mountain seems like the perfect first challenge to cut our teeth in the mighty High Country.

The narrow summit track climbs steeply over dirt, gravel and loose rock, and it doesn’t take long to experience first-hand the much talked about Achilles heel of the Gladiator, the break-over angle.

While straddling an endless series of short and steep erosion moundsthat have been built into the track, the belly of the Gladiator smashes and scrapes on their peaks numerous times.

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The extra long wheelbase is great for storing a huge amount of gear, but of course that ability comes with a downside: the front and rear wheels are so far apart that each short and tall hump scrapes the underside of the vehicle while the tyres lose traction with the ground on either side.

I never once scraped the belly of my previous Jeeps while driving across four continents, and now with the brand new Gladiator it happens 10 times in five minutes. A series of endless shipping delays defined the build of this Gladiator, and unfortunately the much-needed suspension upgrade did not arrive from the US before this shakedown run. Suddenly I wish it had.

I try to console myself each time I hear and feel the belly scraping over another rise – this is a Rubicon after all, and the underside is entirely covered with steel bash plates designed for exactly this kind of use and abuse.

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All in good time, another 50mm of added ground clearance will soon put an end to this problem, or at least alleviate it to some degree.

Ground clearance aside, exploring the High Country is every bit as stunning as I dreamed it would be. We have lunch at the iconic Craig’s Hut of The Man from Snowy River fame, before moving onto King Basin Road, which is basically a series of small river crossings.

This track provides the perfect opportunity to train Katie as a stunt driver. She’s never driven a big 4×4 like this before, so I have her carefully pick her way across each stream while I run back and forth with cameras to document our trip.

Katie does an excellent job putting the Gladiator through its paces, slowly wading into each crossing before climbing up and out of the slippery mud and rock banks.

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Billy Goat Bluff

No visit to the High Country would be complete without tackling the infamous Billy Goat Bluff Track, famous for having extremely steep cliff edges on both sides.

Descending from the mountain top to the valley bottom, the track drops a thousand metres in just 10 klicks. It quickly becomes clear that whoever built this track didn’t care for standard road grades or regulations and, as far as I can tell, they just rolled a dozer directly down the rocky ridge line, come what may.

After a very brief section in thick trees we quickly find ourselves descending the knife-edge of a steep and rocky ridge, using low range to hold back the Gladiator’s sizeable bulk. It becomes apparent this track is not for those who suffer from vertigo, or who don’t trust their brakes.

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We tackle Billy Goat going down, which is clearly the easier and more straightforward option. Driving down also has the advantage of spectacular views out to the surrounding mountains.

Aside from a couple of ground-clearance issues, the Gladiator doesn’t break a sweat, and I’m confident it would easily climb the trail too, though maybe with a little wheel slip here and there in the loose rock.

I’m happy we don’t encounter any vehicles climbing the narrow track– opportunities to pass are few and far between, and I the prospect of reversing for hundreds of metres isn’t exactly inviting.

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The Dargo Hotel

A longstanding tradition when exploring the Victorian High Country is a visit to the Dargo Hotel for dinner and cold drinks.

This iconic watering hole is a must visit for any four-wheel driver, and I couldn’t help noticing the shocked looks as I parked the shiny Gladiator in amongst a long lineup of well-worn Hiluxes, Patrols and LandCruisers, all sporting multiple CB antennas and oversize mudflaps, and a couple with bull horns on their bonnets.

Inside the pub the sheer number of trinkets plastered on the walls and the ceiling boggles the mind, and the 4×4 wall of shame soon catches my attention.

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Photos snapped over the years show all manner of destroyed and abandoned vehicles including rollovers and those lost to the numerous river crossings in the area.

It’s a sober reminder of the consequences of poor decision making, and I’m happy to have a visual guide of what not to do in these mountains.

When my chicken parma arrives I’m convinced Dargo breeds Australia’s biggest chickens, which is absolutely not a complaint from me. As you might expect for a remote Aussie pub, the beer is cold and plentiful, and doesn’t stop flowing until the wee hours. Camping in the grass field out the back means it’s only a short stroll down to our swag on the riverbank.

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Visitor in the night

For our final track we move north on the Great Alpine Road to take on the iconic Blue Rag Range Track.

This track also climbs a narrow and rocky ridgeline well up into the alpine country, and from the top we can easily see nearby Mount Hotham, as well as Mount Sterling far in the distance. Once again the views are spectacular, and we find it difficult to tear ourselves away until late in the afternoon.

The sun has well and truly set by the time we near the end of the trail, so we decide to call it a night on the side of the track. It’s pitch black by the time we crawl into the swag, and just after our heads hit the pillow we hear the strangest animal noise I have ever heard in the wilderness.

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At first I think it’s an injured cow, but after hearing it over and over I think maybe it’s wild dog howling at the now full moon.

The sound is eerie and makes it difficult to fall asleep, though thankfully it stops after a couple of hours and we’re able to drift off.

In the morning we wind down into the picturesque mountain town of Bright to research our nocturnal camp visitor.

I’m shocked to learn of the endangered alpine dingo, and a quick google confirms the sound we heard was in fact a dingo howling at the moon, something I wasn’t expecting to cross paths with before we venture much further north.

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Shakedown Success

Starting from scratch on a new touring vehicle has been an exciting and challenging process.

I built so many little features and creature comforts into my old Wrangler I had actually forgotten I would need to make those same improvements on a new vehicle. I’ve never owned a ute before, and it’s taken a long time to wrap my head around the feeling that the cab and the bed are essentially two separate vehicles.

I can’t reach gear stored in the bed from the driver’s seat, forcing me to re-think how and where I pack each piece of equipment. Without a doubt, storage has been the biggest challenge so far for me, which is ironic given how much there is.

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All the major systems performed flawlessly, and overall I’m happy with how the individual pieces have come together to create a functional and capable house on wheels.

The solar panel, charge controller and lithium battery power everything with ease, cooking meals on the spacious kitchen is a pleasure, and sleeping under the stars in the swag puts a smile on my facefor its sheer simplicity.With a much-need suspension upgrade on the horizon I’m confident the Gladiator will be ready to take on the challenges that lie ahead of us as we explore far and wide right around Australia.

You can follow Dan’s ongoing adventures on YouTube and Instagram @TheRoadChoseMe

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The Button Man

You never know who you’re going to meet while having adventures in the wilderness, and while I often look forward to meeting the strangest of people, I should be careful what I wish for.

Late in the afternoon while crawling along the rocky Bluff Track, climbing a narrow ridge with commanding views of distant peaks, I’m starting to look for a suitable place to make camp when I hear a rattly diesel engine coming our way.

It’s the first vehicle we’ve seen since breakfast, and it just happens to be at a wider spot in the trail where I pull to the side to wait.

In due course an extremely beat up 60 Series LandCruiser rumbles around the corner, trailing a plume of black smoke. I can’t help but notice the rusty Cruiser is virtually riding on the bump stops, which is probably explained by the severely overloaded roof rack, and crammed-to-the-brim back seat and cargo area.

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The bloke driving rumbles to a stop, and I’m struck by his appearance. Tall and thin with long wispy grey hair, his eyes beaming with mischief.

He must be in his late 60s, though he looks ready to climb a mountain at a moment’s notice. I can’t help but notice his enormous stretched out earlobes sporting jewelry like I’ve never seen before.

We chat back and forward for five minutes, and it quickly becomes clear this fellow has been in the bush for a long time by himself. On this topic, I’m not one to judge, and I’ve even been known to turn into a wild man of the wilderness myself from time to time.

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I’m not surprised in the least when he mentions he’s been out for four or five months. When he starts talking about the recent snowfall I realise he doesn’t care much for dates and times – the last snowstorm up here was seven weeks ago.

He explains that due to unforeseen circumstances he was held up and forced to stay in the area longer than planned, but doesn’t elaborate on that. He doesn’t seem upset in the least, and we bid each other a cheery farewell before moving off in opposite directions.

He’s obviously a bit quirky, and likely hasn’t spent much time around people lately, but that’s no crime, and to be honest I’m a bit jealous he can just spend four or five months alone in the mountains.

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I didn’t know it at the time, but we just met the infamous Button Man, who two days prior was the prime suspect in a double murder committed just a stone’s throw away.

A couple of days later we met a young couple who filled us in with all the details. The Button Man has been living in these mountains for decades, living off deer he hunts with spears he makes himself. From the deer bones he makes buttons and intricate jewelry, including the huge items stretching out his ears.

This guy is actually a local legend, though I have to wonder if some of the stories we’re told are overblown urban legends.

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One tale has him sneaking into campsites to take photos of sleeping people with their own cameras. Obviously they get quite the fright when they discover the unexpected photos.

The police have recently discovered two bodies nearby, and short on leads they immediately investigate the “crazy guy” living wild in the mountains. A SWAT team paid him a visit by helicopter to detain and question him, though they came up with nothing and turned him loose only a day or two before we met.

Of course, he had nothing to do with it.

1. Mount Stirling
2. Billy Goat Bluff Track
3. Craig’s Hut
4. The Dargo Hotel
5. Blue Rag

Full-size American pick-up trucks are becoming much more prevalent on Australian bush tracks, as third-party remanufacturers bring more models to Australia with factory backing.

Rambler has seen this growth as well and caters to those wanting a US-built truck. A Chevrolet Silverado Trail Boss was recently given the Rambler treatment to rectify the deficiencies of the standard truck.

You can no longer get the Trail Boss model in Australia, which is unfortunate, as it was the most affordable in the line-up and, as we said at the time, the best model in the local range. At $105,000 it represented a better buy than the more luxurious LTZ, and now you’ll need closer to $120k to get into a Silverado LTZ from GMSV, and more again for the ZR2.

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The Silverado 1500 is already a big rig and its 3745mm standard wheelbase ensures it’s a comfortable and stable tourer able to carry big loads over long distances.

Where the Silverado 1500 falls short is in its standard GVM but Rambler has fixed this for its Chev builds.

The standard GVM is 3210kg leaving just a 752kg payload for the LT Trail Boss; hardly enough for a full-on touring setup with all the fruit. And if you were to put a full weight 4500kg trailer on the back with around 450kg on the tow ball you’re not left with much GVM at all.

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Rambler’s fix was to team up with Touring Solutions Australia to develop a suitable GVM and GCM upgrade kit, and they have succeeded with this vehicle now approved with a GVM of 4499kg, and a GCM of 8999kg.

That’s right, the Silverado, even in standard trim, can tow up to 4500kg when using a 70mm tow ball or other suitably rated hitch. Full-size American pickup trucks really are the kings when it comes to towing and this upgrade allows owners to make the most of what’s on offer.

To achieve the higher GVM a heavier duty suspension package was developed for the 1500 using a kit from Rough Country. Featuring Rough Country’s premium Vertex 2.5-inch adjustable remote reservoir shocks, struts and upper control arms at the front, with a rear leaf pack from EFS and airbags for load management, the new suspension was enough to get the rating up to what Rambler wanted.

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After driving it we reckon the company has nailed it with the suspension package, as the Chev rides and handles like you’d never expect of an American truck. The springs more than manage the weight while shocks do a stellar job of controlling it all.

Driving it around a farm property in Queensland’s Scenic Rim region, the Chev feels soft and compliant in its suspension but it is always controlled and well managed. This makes it comfortable and capable on rougher tracks.

Where it really excels is on more open tracks where you can open up the performance on offer from that 6.2-litre V8 and have some fun. The suspension package really comes into its own when you push it on the tracks as well, controlling the size and mass very well allowing you to enjoy the drive.

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There’s a lot to like about the V8 and 10-speed auto driveline in the Chev. It might suck petrol instead of diesel but with 623Nm of torque in standard trim it’s never wanting for grunt, and 313kW of power is nothing to be sneezed at either.

Speaking of petrol, the Chev likes a bit of it so there’s a 185-litre Brown Davis fuel tank tucked underneath, where you’ll also find a full Manta exhaust system that sounds beautiful, and never annoying like that on the 79.

This Silverado belongs to Kris from Rambler, so with the suspension and GVM requirements sorted out he was able to set the Chev up just the way he likes it, and for towing his van.

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There’s a Spinifex Manufacturing Midi Canopy and underside storage boxes on the back, and inside you’ll find a Bushman 130L fridge and a comprehensive 12-volt system featuring Redarc Redvision products and a 240Ah lithium battery.

Also in the canopy is a full Spinifex slide-out pantry with a sink, oven, induction cooktop, 70-litre water tank, coffee machine and sound system on one side, and RV Storage drawers on the other side, with plenty of open space for storage.

A Rhino-Rack Pioneer Platform on the canopy mounts an awning while on the back wall there’s the spare wheel and a Pro Eagle trolley jack mounted out of the way, while still being easy to access when needed.

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Another Pioneer Platform holds a solar panel, a shovel and some MAXTRAX atop the cabin, with six Lightforce Striker lights across the front.

There’s a quartet of Rok lights mounted in the Fab Fours front bar as well as a 20-inch Viper lightbar. Kris obviously likes his Australian-made Lightforce gear!

As the Silverado is Kris’s personal car, and is set up to tow his caravan, it was no surprise that it did it so well when we hooked a 3.5-tonne van up behind it. Effortless performance from the V8 engine and 10-speed transmission, exemplary behaviour from the cleverly developed suspension package, and big comfy seats make this a top tow rig.

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The Silverado is beast in every regard and if you’re going to be travelling with the family on board, you can’t beat a full-size truck for interior space, comfort and features; trust us, your kids riding in the back with thank you.

The modifications to this Silverado, including the all important GVM/GCM increase, allow it to be built up to a formidable on- and off-road tourer. There’s a lot to love about the big red Chev!

While GMSV has changed the Silverado 1500 line-up it offers in Australia, with the Trail Boss gone and the ZR2 joining the LTZ model, the Rambler/Touring Solutions Australia GVM/GCM upgrade package remains applicable to the 2023-24 models.

If you were considering Silverado 1500 for your next touring and towing rig, but were put off by the poor factory weight ratings, give Kris a holler and have a yarn about the Rambler solution. You won’t regret it!

The distant thunder rolled on as I found a flat site high on the southern bank of the Roper River; the bush campsite within earshot of the fresh rainwater, now gently flooding the old causeway.

Overland explorers have been crossing the river at this natural rock bar for nearly 180 years, most famously Ludwig Leichhardt in 1845 (Roper was one of Leichhardt’s crew) on his epic journey from Brisbane to Port Essington, and Augustus Gregory a decade later in 1856, from Victoria River to Brisbane.

By morning, the gentle rain had cooled the late dry season temperature, and the morning air was calm and heavy. Freshwater crocs combed the causeway for their morning meal.

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The nearby Yurlhbunji Bridge (opened in February 2018) now virtually flood-proofs the new Roper River crossing on the road east to Ngukurr.

I had stopped by Gregory’s Tree a day earlier and 800km to the west, having just left the Kimberley amidst a two-inch downpour and on my way home to Brisbane. I was on a similar-length journey to Gregory and Leichhardt, but nowhere near as epic.

I came this way for some respite from the blacktop monotony and hoped to catch a fish or two before the pending wet season closed the road.

A few hundred metres up from the crossing and adjacent to Leichhardt’s marker is the old Roper Bar Police Station which operated here in various forms for over 100 years from 1885 to 1990.

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Things moved quickly in the early 1870s with the drive to connect this vast country with the construction of an Overland Telegraph Line

The Coast Track, as it was later named, followed sections of the original indigenous trading route parallel to the coast and soon became a significant stock route, and the station played a key role in keeping this trading route secure.

Things moved quickly in the early 1870s with the drive to connect this vast country with the construction of an Overland Telegraph Line, and Port Roper was established to support this effort.

Whilst the project was soon abandoned in favour of the Central Australia and Cape York lines, the trickle of trade soon became a flood. By the end of 1885, drovers had led more than 200,000 cattle from Queensland into the Top End and Kimberley.

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Natural protection

Protecting over 9000 sq km of wild river floodplain, estuary and range country, Limmen National Park is in the western Gulf of Carpentaria between Roper Bar and Borroloola.

Nathan River Road is the only access in and out of the park and is subject to seasonal closure during the wet season (November to March). The park is very remote and now that Roper Bar store is closed there is no fuel or supplies available for more than 550km between Mataranka and Cape Crawford.

However Limmen NP is still relatively new, having been gazetted in 2012, and the campgrounds have modern facilities that cater to all types of campers.

Clear information boards throughout the park detail campground layouts, and natural and cultural history, while the information centre at the Nathan River Ranger station has a comprehensive summary of everything you need or may want to know about the park.

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The national park and adjacent marine park are managed with the support of several indigenous owner groups but the region will take decades to recover from the impacts of a century of grazing, recent mining and a host of feral pests.

Sadly, most of the mammals seen in the park are either feral or a legacy of the former cattle stations (or both).

These include wild horses, cattle, water buffalo, pigs, dogs and cats, as well as the smaller but more populous cane toads and European honeybees. At least the bees seem somewhat useful, but the rest in my view should be open to seasonal hunting.

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Fishing the wild rivers

There are hundreds of kilometres of slow-flowing, winding, mangrove-lined and nutrient-rich rivers and estuaries to explore and fish, but you’ll need a boat with a decent trailer that can handle the rough and dusty roads.

The three main access ramps on the Roper River are at Roper Bar, Munbililla (Tomato Island) campsite and 80km downstream at Port Roper.

Fishing from the banks is both limited and risky with plenty of saltwater crocodiles lurking in the murky shallows. Limmen Bight Fishing Camp provides easy access to the Limmen Bight River with many boats leaving at first light to head down to the open river mouth and beyond.

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There are low-cost campsites with basic facilities and you can buy unleaded fuel here.

Again, be mindful of just how remote you are and self-sufficient you’ll need to be. Take plenty of fuel, water, emergency food, as well as offline topo maps, an EPIRB and all the right safety gear. There’s no volunteer coastguard out here to rescue you.

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Best campsites

With a boat ramp to the Roper River and green grass throughout the dry season, the pick of the campsites is Munbililla (Tomato Island).

It has a day use area with electric barbecues, drinking water, a large toilet block, boat trailer parking and a wide selection of campsite options including for groups and trailers.

Mountain Creek and Didi Baba camping areas are spacious with large trailer sites, and with only five to seven sites in each are private enough for a multi-night stay.

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Further south, the Towns River campsite has only four sites, but is just near the boat ramp, so is perfect for vehicles with a rooftop tent and small boat trailer.

Butterfly Falls and Southern Lost City campsites are better suited to a one- to two-night stay for those wanting to enjoy the swimming (April to July) or explore the area.

Campsites are cheap but must be booked online.

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Explore the Lost Cities

The best 4×4 adventure in the park is the 62km return trip to the Western Lost City.

The narrow bush track wanders through the open forest of the Limmen Bight River floodplain before passing through a narrow gap in a siliceous ridge. Beyond here, there’s a sense of anticipation as the vegetation thickens and you eagerly search for the Lost City through the trees.

Then suddenly, the towering blood-stained sentinels arrest your progress. “Halt! Who goes there?” you hear them call as you search for more stone-armoured warriors in the shadows of this ancient fortress. Some balance giant boulders aloft, ready to hurl them down with lethal fury.

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It’s a privilege to drive through this natural sandstone city, the trail ending at a magnificent arch, which stands as the doorway to an inner sanctum.

These ‘lost cities’ are sandstone remnants of the Arnhem Land Plateau, found in several places throughout the park and usually trend in a north-south direction.

The narrow track is not overly technical but low range may be needed in some soft sandy sections. Allow four to five hours return, and you’ll need a key code for the gate from the information centre at the Nathan River Ranger Station.

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I’d recommend the afternoon for the best light and photography.

Further south a 2.5km meander amongst the towers of the Southern Lost City is a special way to start the day, with a third lost city to the west visible from the outlook, midway.

The walk starts and ends at the adjacent campsite and ducks and weaves its way through the sandstone monuments, guided by blue markers.

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Lorella Springs Wilderness Park

With a million acres to explore, it’s a real shame that the spectacular family-owned Lorella Springs wilderness sanctuary has not been open to the general public in 2023, and seems unlikely at this stage to reopen in 2024.

For the time being, it is only open to visitors who are part of pre-booked tour groups.

When open, the homestead at Lorella Springs featured a licensed bush bar and pet-friendly campground set against the backdrop of the Tawallah Range. There are hot showers, heaps of space and shade, plus a natural thermal spring for a refreshing swim.

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The bush bar is usually a hub of social activities including feeding the freshwater croc, star-lit meals and cold beer. Basic cabin accommodation was also available for those who booked well ahead.

There are more than a dozen gorges, thermal springs and secluded waterholes here. The pick of the swimming holes are Nudie Springs, Teardrop Falls, Nanny’s Retreat and the deep clear waters of Helicopter Falls. The access tracks can be rough, rocky, and sandy so only take a trailer if it and your tow vehicle are up for the challenge.

Further east, you could explore the magnificent range country and lookout at Walker’s Rock and there is some wonderful riverside camping along Rosie Creek – but no swimming here as the creek is home to several saltwater crocs.

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There’s some great fishing and crabbing amongst the many coastal tributaries but it’s wild and remote and there’s no fresh water, fuel or help, but plenty of big crocs, sharks and sandflies.

Up-river the numerous rock bars can be fatal for your outboard on a low tide so best to travel with a mate in a second boat, or at least take a backup motor.

The rewards are rich for the well-prepared with all the tropical favourites including queenfish, barra, mangrove jack, cod, trevally and the ever-tasty mud crabs, but with a tag-and-release policy it’s all about the fun.

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Lorella Springs was always closed during the wet season, from October to March, but in the dry season it was a must-visit destination for those travelling through this area.

Hopefully it will reopen to the general public soon, and in due course we have been assured an announcement on the wilderness park’s future will be made on the Lorella Springs Facebook page. Keep an eye out…

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It’s a long drive between drinks

Whether your thirst is for water, beer or fuel it’s a long way between ‘drinks’. At best it is 550km between Borroloola and Mataranka but allowing for side trips plan for 700-800km without a resupply of fuel, water, or food.

There is water available at the Nathan River Ranger Station but only take what you need. Roper Bar store looks to be closed indefinitely so the only reliable option is Lorella Springs Station between April and September.

Like any gulf road, the access road can get very dusty and corrugated, especially later in the dry season. The park is closed for much of the wet season and there’s little or no mobile phone reception.

What are the odds of finding a stray pushrod in the middle of the desert? Pretty thin, right? And the odds of it laying in such a position to pierce a hole in your tyre?

Well, you probably have a better shot at finding a Bitcoin in your backyard, but there we were pulling the offending metal shaft from my mate’s tread block. Back then (the late 80s) we didn’t carry tyre plugs or patches, so we swapped in his spare and continued… now spareless.

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But times they are a changin’, and with the tools now available to repair a tyre in the field, running spareless should be a thing of the past.

This month we review a few high-quality tyre repair kits, then dive into everything from simply plugging a nail hole to performing major surgery.

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The Gear

In 1964, Alec W. Niconchuk developed the first self-vulcanising tyre-repair system.

His company was called Safety Seal, and his plug method became the model for which countless others have emulated. While there are many companies boasting a better or cheaper mousetrap, I would strongly avoid the el cheapo $10 units found at discount stores, as you may spend more coin at the ER when the plastic handle breaks and you shish kebab your hand.

The kits I carry (for my multiple rigs) are from ARB, Power Tank, Extreme Outback Products and Safety Seal. GlueTread is the new kid on the block, and is now included in my tyre repair kit. Let’s take a look.

Safety Seal and ARB

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Power Tank

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Extreme Outback Products

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The Plug

Plugging a tyre is the simplest of trail repairs and can usually be done without removing the wheel.

If you notice a low tyre and don’t hear a hiss, first ensure that the valve core is not leaking. Put a little saliva on your finger, lightly place it on the opening, and look for bubbling.

Also look for any debris that might be jammed between the bead and the wheel. If the cause is a nail, you’ll need to roll the vehicle until the offending object is accessible.

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Valve Stem Woes

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The R & R

That broken stem or a puncture that requires more than plugs to fix will necessitate dismounting the tyre from the rim.

Tools needed are a set of Tyrepliers or a Hi-Lift jack, and tyre irons, also called tyre spoons. You can get by with just the spoons and a Hi-Lift jack, but Tyrepliers makes the job much easier. Before you start, be sure the tyre is fully deflated and put a chalk mark on the tyre where the valve stem is.

Matching these marks when remounting will help to keep it semi-balanced. Also, have a squirt bottle of water or Campsuds on-hand to keep tyre/bead contact surfaces lubricated.

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We Don’t Need No Stinking Patches?

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Life Support

If welding with batteries is the Holy Grail of backcountry repairs, stitching a torn sidewall is a close second.

The Extreme Outback and Power Tank kits come with thread and stainless-steel wire respectively, but surgery can be accomplished with bailing wire, plugs and silicon. For this exercise we cut a 75mm slice in the sidewall, and the repair process is akin to suturing a laceration in the skin… but with a little less finesse.

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Whichever method you use (wire or thread) sidewall flex can be detrimental to this repair.

Reinflated to the point that flex under a load is limited, but not the point that the repair area bulges too much (pressure will depend on tyre, wheel diameter, vehicle weight, etc.).

So it holds air under a load (it will probably have slow leaks), great, now swap it out for your spare. This Frankenstein fix will not be pretty, but at least you will have a usable spare if things go pear-shaped… again.

If you must use the repaired tyre, avoid rubbing it against rocks, tree branches or anything.

Super Glue?

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Practice makes perfect

Next time you head bush, make sure you are prepared for the most common of all track fixes.

I suggest getting the gear, grab an old tyre from behind the shed, punch a few holes in it and practice. You may never run into a renegade pushrod in the middle of the desert, but if one bushwhacks one of your tyres, at least you’ll know what to do.

It was a chance discovery and one I was surprised by; while Porcupine Gorge is well-known to many four-wheeling adventurers, its Pyramid camping area is usually very busy, so for those after some solitude in this part of Far North Queensland, setting up camp at Blackbraes National Park, just 120km north of Hughenden, can be a much better option.

Busy Porcupine

The vast Porcupine Gorge itself is only 74km north of Hughenden and it runs through dry savannah country for its 27km length.

Formed over 200 million years ago it has been eroded by the waters of Porcupine Creek, an important tributary of Queensland’s longest river, the Flinders. The creek is an important life-giver, providing a permanent water source for wildlife.

The Porcupine Gorge lookout offers impressive views of the sandstone and basalt cliffs both upstream and downstream, as well as the creek 120m below. You can easily see the different layers of sedimentary rocks in the gorge walls, where geologists say two separate river systems deposited the dull-brown Blantyre Sandstone about 170 million years ago, and the red-brown Gilbert River Formation about 145 to 120 million years ago.

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The white Wallumbilla Formation was deposited from a shallow sea about 115 to 110 million years ago upon which the current lookout sits.

The Pyramid camping area is situated 11km north of the lookout via the Gregory Development Road. There are several dispersed campsites to choose from and the camping area is also the starting point for the 2.4km return Pyramid walking track.

The track is steep with unstable surfaces and a moderate level of fitness is recommended to complete the walk. I’ll use the excuse that it was too late in the day for me to tackle the 1.5 hour walk, but a lack of fitness is probably the real reason.

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The campground was busy while we were there, with lots of chatter and laughter filling the air, matched by the whistling kite and squawking galahs.

The smell of smoke wafted through my camp throughout the night, and that is one of the disadvantages of my setup; I can’t carry wood, and I do love cooking on a campfire.

I had a rufous bettong visit me while I was cleaning up after dinner; these curious and cheeky marsupials are nocturnal creatures that rest during the day in small caves or amongst grass tussocks.

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Off to Blackbraes

The next morning, the drive to reach Blackbraes NPk was a quick one.

The previous day the ‘QLD Traffic’ website, and a sign placed in the middle of the road, suggested the northern section of the Kennedy Development Road was closed, but when I phoned the Flinders Discovery Centre in Hughenden, I was assured the road was now open, albeit to take care due to roadworks.

The section of roadworks in question was a detour along the side of the road construction with a speed limit of 60km. That wasn’t a problem for me, nor for any of the caravanners who were travelling this section of the Kennedy Development Road up to Undara Lava Caves.

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Rather than join them, I turned left at the park sign and crossed the cattle grid before entering Blackbraes.

This national park was gazetted in 1998 and it overlaps two bioregions, the Einasleigh Uplands and Gulf Plains, and features undulating hills and ranges that surround basalt outcrops, black soil plains and seasonal swamps. Situated at an elevation of more than 850m, the park enjoys a wetter and cooler climate than the surrounding country.

The first point of interest is a short 1km drive up a track to the Blackbraes Lookout that offers views across the basalt plains that are covered tall Mitchell grass and ironbark woodlands.

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The lookout faces to the east and it would be a great place to watch the sunrise.

From here it is 4km further on to the rangers station on Dulthara Road, where I had a quick chat with one of the resident rangers.

Having only been on site for a couple of weeks, he couldn’t offer me much of an insight into the park, but it concerned me that he said that he’d like to close a couple of sections within the park down, without offering any reason.

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Camping serenity

Emu Swamp Campground is a 17.5km drive from the ranger station. The speed limit in the park is 40km/h and there are plenty of speed humps to help regulate your speed.

There is so much to enjoy as you drive through the woodlands and past the basalt rocks and large termite mounds that 40km/h might be too fast; it is a beautiful drive.

Rogue cattle roam the park as evidenced by the hoofprints and patties they leave on the track. With plenty of feed about it’s unsurprising that they’d want to be here. Piles of black volcanic rocks appear along various sections of the drive to the campground, and I’m not sure how these came to be.

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When I reached the Copperfield River there was still water in it, and the exit of the crossing was washed out, so slow going was the order of the day.

There are certainly some tall termite mounds out amongst the ironbark woodlands. It would be nice to get out and check them out more closely but the thought of being bitten by a snake while being so remote and on my own had me deciding it wasn’t worth the risk.

One of the recommendations for entering the park is that you carry a satphone or personal locator beacon because it is extremely remote and there’s no guarantee that a Ranger will be on hand; it’s always better to be safe than sorry, that’s for sure.

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Plenty to see

There is plenty of evidence of pastoralism throughout Blackbraes, with old fence lines and water tanks to be seen throughout the park.

At 52,000ha this would have been a small cattle station before becoming a national park. Keep an eye out for western grey kangaroos and spectacled hare-wallabies as you pass by the grasslands and rocky outcrops.

At the Emu Swamp Bore, the track takes a hard right and heads directly to the campground that is located 1.4km from the turnoff. This bush campground is nothing more than a section of an old paddock that has been slashed so you can make camp for day or two. There are no facilities at all, so take out what you bring and tread lightly.

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A short walk from the camping area is Emu Swamp, which looks like a creek has been dammed to create this large body of water.

There is a track that circumnavigates the lake but driving it is not permitted. If you have a mountain bike though, that is a different story. Expect to see swans, a variety of ducks, egrets, herons and other water birds seeking refuge in the reeds and searching for food below the water.

Sending the drone up at sunset produced some epic images; it was just magic. Another thing I enjoyed about camping at Emu Swamp was the serenity – besides the bird calls, it was very peaceful, and I had one of the best night’s sleep I’d enjoyed in ages.

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Looking on my Hema HX2, I noticed a track that I thought might lead to a volcanic crater.

After packing up camp, I headed back out on the Emu Swamp track to the junction with Dulthara Road, spotting a big black bullock on the way. Turning right, I followed this road to the western border of the park, and along the fenceline was a signed track that led to another less-travelled track to the right.

Following the wheel tracks, I ended up almost at the lip of the extinct volcano. The scrub is fairly thick through here making it difficult to determine the size of the crater, so I sent up the drone enabling me to see where one edge of the crater had collapsed during an eruption, thus explaining how the piles of rhyolite came to be scattered around the park.

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Moonstone fossicking

Retracing my route, I ended up back at the rangers station before reaching the Kennedy Development Road.

Heading north, access to the Moonstone Hill Resources Reserve and camping area is well signposted. Still part of Blackbraes, this reserve is an old volcanic vent that is popular for fossicking gem-quality feldspar, known as moonstone.

Moonstone radiates a silvery-white to blue colour when viewed in the correct light. If you want to look for some, Moonstone Hill is a general-permission fossicking area and a licence is required to fossick in the reserve.

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There is a large campsite close to the reserve entrance and a couple of smaller ones on the side of the hill.

For a small national park, I was pleasantly surprised by how enjoyable it was to visit, and how much there was to see and do at Blackbraes. And being the sole traveller in the park, the camping experience was exceptional.

Sure, the slashed grass at the camping area could have been a bit shorter, and a pit toilet less challenging, but the basic camping facilities only added to the experience.

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And for those heading further north to the Undara Volcanic NP, Blackbraes is also a good camping option.

If you’re heading to Porcupine Gorge or travelling anywhere near Hughenden, and you love a bit of solitude, make sure you add Blackbraes National Park to your bucket list.

1. Explore Porcupine Gorge
2. Camp at Emu Swamp
3. Check out the volcanic crater
4. Watch the sun set over Emu Swamp
5. Check out the views from the lookout