I WAS checking out the Hema Maps website the other day and found an article listing the toughest tracks in Australia.

I have to say, it was pretty close to being on the money from my experience. The first one listed – the route to Geosurveys Hill in the heart of the Simpson Desert, normally reached via first heading along the Madigan Line – is sadly now closed to the general touring public.

Still, if you can wrangle a permit, you’ll need desert experience, good navigational skills and a well-sorted vehicle to get there. Old Coach Road, which runs from the deserted township of Maytown to Laura, would have to be one of the toughest tracks on Cape York.

I’m not totally convinced it’s as challenging as the Old Telegraph Track, but Old Coach Road doesn’t have any ‘chicken’ or bypass tracks on it either. The Ingeegoodbee Track in the Victoria High Country also gets a mention on the Hema list. This would have to be one of the most challenging tracks in the Australian Alps.

While there are shorter tough tracks in the Vic High Country – some of the ones north of Walhalla that plunge into the Aberfeldy River valley – none are as long or as consistently demanding as the Ingeegoodbee route. Fourth on Hema’s list is Talawana Track and, while it’s corrugated and subject to a few washaways, we don’t think it rates in the top 10.

There are many tracks across the Outback worse than the Talawana route. One that is right up there with the most challenging paths in the country is the remote Carson River Track, which cuts across the Northern Kimberley from Home Valley in the east to Kalumburu Road in the west.

Not only are there some impressively difficult jump-ups to climb and descend, there are also tidal-wracked rivers to cross – while in the low-lying areas, the route often vanishes under a thick veil of three-metre-tall grass. I’ve only ever driven this route once and it was a classic adventure, where punctures and navigation (even with a GPS) were issues.

Staying in the Kimberley, the track out to Walcott Inlet from Mt Elizabeth is probably the toughest route in the region that is also easily accessible to the general public.

Jump-ups and boggy flats are all part of the adventure, especially early in the season. Further south in WA’s Pilbara region, the short but steep, rocky climb to the crest of Mount Meharry – the highest peak in Western Australia – is a beauty, meant for low range, tough tyres and good ground clearance.

One route that deserves a mention is Balfour Track in western Tasmania. Heading inland from the coast south of Temma to the old mining town of Balfour, the route crosses boggy, often flooded heathlands, which is a huge challenge for anyone. Of course, just a little further south and reached by the same track is the beach run to Sandy Cape.

There won’t be as much mud, but getting bogged is extremely likely. It’s been a while since I’ve pointed a bullbar down a really tough track in NSW, even though I’ve been to many of the classic 4WD destinations in the south and central coasts and their hinterlands. One route that stands out on the north coast and in the nearby mountains is Cells Jeep Trail, inland from Wauchope.

We were in there one year and the rain caught us, which made for a very challenging drive out indeed. However, all is well that ends well. In South Australia you have to head for the Flinders Ranges to find a challenging trail, and all of these are on private land where you need to shell out a few dollars for access.

Beach driving is different, though, and the state has some great offerings, with the beaches south of Robe being classics. The beach run from Beachport to Carpenters Rocks can be quite difficult and tough, with deep, soft sand to challenge the most experienced and best-equipped. So, what are you waiting for?

LDV’s all-new T60 ute will land in Australian showrooms on October 1.

The dual-cab, four-door, budget-priced pick-up will be available in two trim levels, Pro and Luxe, with each powered by a 2.8-litre turbo-diesel four-cylinder capable of generating 110kW and 360Nm. The engine can be mated to either a six-speed manual or six-speed automatic transmission, and each variant in the line-up has four-wheel drive with high and low range.

The Pro is set up as a working ute, with a heavy duty suspension set-up (front and rear); the Luxe is aimed at the recreational market, with softer suspension to suit.

The T60 has a payload capacity of 1025kg (manual Pro), 995kg (auto Pro), 875kg (manual Luxe) and 815kg (auto Luxe), and each model is rated to tow up to 3000kg. Each model in the range also has 215mm of ground clearance and approach and departure angles of 27 and 24.2 degrees respectively.

In addition to the suspension tune, the Luxe differs from the Pro thanks to the addition of various niceties including leather trim, climate control air-con and keyless entry.

Standard equipment across the range includes a tyre pressure warning system, alloy wheels, side steps and roof rails, as well as a host of electronic safety features and in-cabin luxuries.

“The LDV T60 will transform the position of LDV in the Australian market, not just in terms of sales volume, but also geographically,” Dinesh Chinnappa, General Manager of LDV Automotive, said. “As a van brand, our business was largely limited to metropolitan areas, where the vast majority of vans are sold and used, and while we have secured 5 per cent of the van sector since our launch in 2015, this sector is comparatively small.”

“With the LDV T60 we are moving into the fastest-growing sector in the market and one that covers the whole country, as well as a sector that now routinely provides the number one bestselling vehicle in Australia. If we are able to match that market share with in the Ute sector, LDV’s van sales will be dwarfed by the T60 and LDV will be on the road right across Australia.”

PRICING

FORD has tweaked its Everest range, with flagship Titanium models now available with 18-inch wheels and tyres in response to customer feedback.

In short, it seems not everyone is sold on the sizeable 20-inch Goodyears fitted as standard to Titanium models.

While the 20-inch rubber wrapped around stylish six-spoke alloys are still part of the Titanium package, those planning to tackle more serious off-road adventures can opt for the 18-inch wheels and tyres formerly reserved for the mid-spec Trend.

The tyres used are Bridgestone Duelers in a highway terrain construction.

“It enables them more confidence in the harsh, challenging conditions the Everest is capable of traversing,” Ford spokesman Damion Smy said of the 18-inch wheels fitted to the Titanium. “While allowing them the higher specs of the Titanium, such as the heated seats, panoramic sunroof and, of course, the leather seating.”

Another option many owners have no doubt considered is to buy a Titanium model shod with 20s, grab a set of 18s and bolt them on for when they go off-road. However, engineers point to the fact that handling and off-road electronics aren’t tailored to the unique rubber.

If you tick the box for the 18-inch wheel and tyre package from the factory you get a slightly different suspension set-up (again, it’s the one shared with the Trend) and a stability control tune matched to the package.

Hard components such as the lower control arms are also unique to the different wheel sizes. And, importantly, the Terrain Management System that includes programs for various conditions – such as sand, mud and rocks – is calibrated to the different grip and handling characteristics of the 18-inch tyres.

We’ve put the Everest Titanium on 18s through its paces across a fair chunk of Western Australia. While the tyres are only highway terrains, the extra sidewall height worked beautifully for sand driving and allowed extra give over sharp rocks. There’s also more compliance to the ride, something that comes into its own on gravel roads.

Combined with the nicely tuned Terrain Management System, it makes the Titanium all the more capable for those planning to head off-road.

Negatives? The 18s don’t look as good, but when you’re off-road that’s not a major consideration for most people. There’s also the price; larger wheels and tyres typically cost more, so it’d be good to see some coin shaved off the $74,701+ ask for the Titanium.

The 18-inch wheel package is a no-cost option.

WASHINGTON, USA-based Amabilis is a brand we’d been following since its early Kickstarter phase.

With a military heritage from a time when founder Brian Abrams designed and supplied specialised gear to US Special Forces, and a mission to bring that design skill to the recreational gear sector, the brand promised great things.

Amabilis’s first product was the Dave Duffle, named after Brian’s friend and US Marine Dave Ruiz. It’s a 46-litre, 63cm-tall duffle bag made of military-spec, 18-ounce waterproof tarpaulin, reinforced in key areas with SuperFabric – a hybrid slash-, stain- and abrasion-resistant material.

The mil-spec hardware continues with metal fasteners and heavy duty YKK zippers used throughout to make this one tough bag. If you find the idea of carrying clothes and kit in a tall duffle bag annoying – as you have to pull everything out to get something from the bottom – fear not.

The Dave Duffle features a lengthwise-running zipper to provide easy access to the fully lined interior. Add to this the reinforced handle and adjustable shoulder strap and the Dave becomes a functional, go-anywhere kit bag. I’ve been using the Dave Duffle for about six months now and it’s become my go-to bag for trips away.

It handles a week’s worth of clothes, it’s easy to access the insides, and it is rugged enough to be tossed in the back of a ute or on a roof rack. However, it’s not totally waterproof, as the top of the bag uses a traditional duffle-bag-style opening that isn’t sealed.

This isn’t a dry bag, but it stacks up perfectly well for regular use. Amabilis recently released the smaller Dave JR 2.0 Duffle, a 23-litre, 46cm-tall bag that carries over the same rugged qualities to a day-size, carry-on-friendly bag. There’s also a range of T-shirts and warm apparel to complement the duffles.

Amabilis means lovable, but Brian actually took the name from Amabilis Mountain located near Seattle, Washington. The mountain is known for its cross-country skiing and snow-shoeing trails, and it’s this harsh climate and environment that are reflected in the bag’s design and construction.

The bags are fully made in the USA using all US materials, and they are backed by a lifetime warranty. That sort of quality doesn’t come cheap, but these bags should last you a lifetime. With more products to come to the range, this is a brand worth watching and supporting. Only available online.

AVAILABLE FROM: www.amabilis-gear.com RRP: US$189.00 WE SAY: A tough, good-looking and durable kit bag for everyday use.

With a new Jimny expected to be revealed at the Tokyo Motor Show this year, Suzuki will also reveal this funky little concept it is calling the e-Survivor.

The full-electric off-roader is a stripped back pure vehicle with individual electric motors at each wheel allowing plenty of ground clearance and soft-top styling that harks back to the early LJ models.

While we love the look of the concept, an electric-powered Suzuki 4×4 is nothing new to Australians. The Aussie Outback Solar Challenge only recently completed their crossing of the Simpson Desert in a pair of electric-converted Suzis using nothing but the power of the sun to charge the battery banks.

Aussie ingenuity or quirky Japanese concepts, which would you choose?

BIGGER, faster, tougher and more capable – it’s not just a questionable sounding advertisement for adult products, but it’s the goal almost all of us apply to building the perfect 4×4.

Vote for the Toyota TRD Tundra to win the 2017 Custom 4×4 of the Year

We want them more capable to get us farther down the track; we want them faster to make the long stretches of tracks go by easier; we want them bigger for more storage space and easier towing; we want them tougher to handle the harsh conditions of the outback without crumbling to bits; and we want them more capable to get us off the beaten track and away from the hustle and bustle.

But while we’re here slaving away trying to make something it’s not, on the other side of the world a bunch of clever Yanks are screwing together the perfect 4×4. Well… almost.

The beast you’re looking at is a special one-off project some good friends of ours at American Vehicle Specialists down in Victoria have painstakingly pieced together. For those in the know, they’re the go-to guys if you want the keys to your very own right-hook Toyota Tundra, the biggest, baddest ute Toyota makes. However, that wasn’t enough for one customer.

Think of the Tundra a little like a wildly modified ute-chopped LC200 with a stonking 5.7L V8 petrol under the bonnet and you’re on the right path. At 5814mm long it’s a whopping 824mm longer than a normal LC200 and closer to the stretched versions that are becoming more and more popular.

The 284kW big petrol engine punches out 22 per cent more power than the Cruiser’s 4.7L V8, and it has 100Nm on top again with 543Nm from 3600rpm. Plus, it’ll tow 4000kg without breaking a sweat.

Now let’s get one thing clear right from the get-go: the Tundra in standard form is no ugly duckling and packs a hell of a punch, but they don’t come looking like this off the showroom floor. It’s sporting an additional 230mm of width across the shoulders thanks to a full set of replacement ’guards from FiberwerX.

If you haven’t heard of them before they’re one of the biggest names in lightweight fibreglass panels for everything from street-legal pre-runners to full-blown Baja-spec Trophy Trucks. The replacement front fenders and new bed sides were installed at American Vehicle Specialists, but the final paintwork was outsourced to Rob at RK Restorations.

It might look like Rob forgot the clear coat, but, after again getting the paint looking brand-new, a full matte black wrap was laid over the top by Exotic Graphics to protect it from pinstripes and wayward drool. The new wheel arches aren’t just there to look pretty, either.

They open up the somewhat small stock offerings, allowing the Tundra to swallow the 35-inch Toyo Open Country mud terrains. The wheel package is just as extreme: XD Monster 20×9 alloys up front with offset 20×10 units in the rear.

Now there’s no point installing desert race-spec fenders if you’re not planning on hucking your 4×4 off every erosion mound and wayward Prius in your path. To let the new owner do his best, AVS ditched the stock suspension and got to work.

Up front, a long-travel arrangement replaces almost every factory component and kicks the wheel track out by a huge 120mm overall. The heart of the system is Pro Comp’s 2.75-inch body internal bypass coilover, which gives ride height a vertical bump by four inches.

The internal bypass system allows the shock to be tuned for different dampening levels, depending on where it is in the suspension cycle. They’re also sporting external reservoirs for increased oil capacity and improving resistance to shock fade.

From here, replacement cast alloy upper and lower control arms push the wheel farther out, with beefier ball-joints allowing a huge 14 inches of wheel travel in the front end alone. Extended CV shafts and tie-rod extensions also went into the front arrangement.

The Pro Comp kit kicks the rear up another four inches with additional leaf springs, longer shackles and a matching 2.5-inch shock – for a total of 12 inches of rear suspension travel.

If the story ended here you’d be forgiven for thinking it was your typical all-show and no-go kind of build, but that’s far from the truth. Under the bonnet, nestled into the mechanical bosom of V8 fury, is a huge Magnuson Supercharger from local distributors VCM Performance.

The cast alloy offering sports Eaton internals and force-feeds 8psi of compressed air down the bent-eight’s snout, pushing power figures far beyond any showroom 4×4 you’ll find in Australia. Horsepower itself is bumped up by a mind-melting 44 per cent to 410kW, with torque skyrocketing 37 per cent to 745Nm. A sneaky TRD twin stainless steel exhaust system also got the nod to give the Tundra the bark to match its bite.

Now you can’t go building one of the meanest trucks on the track then go hide its pretty face behind a whole bunch of pressed steel. To add some vital protection to the Tundra’s nose without making it look like every other 4×4 on the tracks, the guys ordered a whole heap of bar work from US manufacturer Rock Slide Engineering.

The heavy-duty plate aluminium offering houses a locally sourced Ironman 4×4 12,000lb winch with provisions for LED lighting in the centre and at either wing. Not that the Tundra would ever need it, mind you. The front end copped an overhaul of the Lumen variety, with a replacement Rigid Industries grille taking pole position.

It sports a 20-inch Rigid Industries E-Series bar in the centre and D-Series LEDs in either wing, as well as replacement headlights from Spyder Auto. The rear end copped similar treatment, with Spyder Auto tail-lights finding a home above a matching Rock Slide rear bar.

Now, I know what you’re saying, “it’s over the top, it’s still too big, I can’t afford one so it must be bad.” Hell yeah it is, but that’s kind of the point. Sure, the length will see it struggle a little in tight tracks and winding switchbacks, but it’s going to perform a hell of a lot better than a Suzuki Vitara towing a camper trailer.

If you’re doing serious touring and aiming to pound out hour after hour of corrugations or beach driving, you’d be hard-pressed to find a more suitable vehicle. It’s everything you’d want in a serious 4×4; we just can’t help but wonder how it’d look with a swag in the back and the keys in our hands.

Right Hook

WHENEVER the topic of American pick-ups gets brought up, the first complaint is how much more expensive they are here compared to new prices in the States. To get the low-down on how the numbers add up, we spoke to Ryan Waterman from American Vehicle Specialists to find out what goes into getting a LHD 4×4 right-hook.

“After getting the Tundra over here, we completely gut the interior and engine bay,” he told us. “We attempt to mirror the stock set-up so it’s an OEM level finish.” This involves swapping out the steering rack for an OEM-style offering with the input on the right-hand side.

The firewall and dash frame are both extensively worked or completely replaced to get the pedal box, steering wheel and brake booster all on the right-hand side of the truck. Inside, the dash is reverse-engineered with a brand-new mirror-image unit going in its place.

Once the heavy lifting is done, there are loads of details to get that factory-fresh feeling, like new switches, seat electronics and plenty of small components and dash pieces. Once it’s all buttoned up, AVS jumps through a million bureaucratic hoops before registering it as a brand-new vehicle complete with an Australian VIN.

WE’RE on the hunt for some of the best 4x4s that are out wandering the treks and trails of this great red country.

If you’re loud and proud of your fourbie, simply upload a photo of it – preferably with red dirt beneath the rubber in some remote, far-reaching corner of Australia – and fill in the details below.

If we really like it, you might even see it on the cover of 4X4 Australia one day!

*For privacy reasons we recommend you blur out your number plates. Check out more readers rigs here!

Situated in the Granite Belt, a food and wine location surrounded by fantastic scenery, this park is so close to Warwick that if you forget anything it’s only a short drive to town.

The Springs 4×4 Adventure Park is well-known for hosting the annual Ironman 4×4 Adventure Challenge, and drivers from all over come to compete here because of the amount of terrain available.

There are so many different trails ranging from easy to extreme that can be used – rocky, shaley and rutted tracks with steep inclines and declines, as well as creeks, waterfalls and natural rock formations – making it a four-wheeler’s haven.

Many campers also head to The Springs for a weekend of wheeling and to have a go at Beer O’Clock Hill, which can only be attempted at 4pm each Saturday (and only with the park owners present) due to safety reasons.

This track is located within the main camping area, making it a centrepiece for campers who are chilling for the afternoon. If you can make it to the top of the hill, you’ll be awarded a sticker as proof to brag to all your friends.

The main camp has toilets and hot showers available, so you can wash off the dust and dirt from earlier and get ready to sit around the fire and share stories of the day.

As mentioned, the park has a variety of tracks and terrain, but two in particular are worth mentioning: Love Hill and Bald Hill. The 360-degree views afforded atop these hills are breathtaking, very picturesque and easy to get to. For those just starting out, there’s a playground at the entrance of the park near the office where you can hone your skills.

If you haven’t been to The Springs before, mark it down on your to-do bucket list – it’s the whole box and dice. Make sure you contact Carolyn or Neil to arrange your next booking, and we guarantee you’ll enjoy yourself. It’s not often you get paradise in the bush, but this place sure does feel like it.

TRAVEL PLANNER

Where The Springs 4×4 Adventure Park is situated just south of Warwick on the New England Highway in the Granite Belt region of South East Queensland.

Camping The main campsite is open and flat with a lot of shade available. The toilet and shower block is located in the centre of this camping area, and there are other campsites dotted all over the park and marked out on the map.

What’s on offer Dogs allowed. Take on the Beer O’Clock Hill challenge, 4pm every Saturday. A small kiosk with basic items. Swap ’n’ Go gas cylinders available at the office. Firewood for sale. EFTPOS available. Designated driver training areas. There is a vehicle recovery service available at the park should you become stranded: $95/hr normal tracks; $140/hr extreme tracks; $500 flat rate for vehicles stranded in Carnage Canyon. Toilets and showers.

Trip Standard The tracks wind over 700 acres of various terrain, ranging from easy to extreme.

How much? 4WD only (day trip): $25 Camping per night (2WD only): $25 One night camping, one day 4WD: $40 One night camping, plus two days 4WD: $65

Contacts THE SPRINGS 4X4 PARK 21153 New England Highway, The Glen, QLD, 4370 PHONE: 0448 948 608 EMAIL: [email protected]

The other day I had the opportunity to drive a bog-standard GQ Patrol.

This was first published in 4X4 Australia’s September 2015 issue.

It was a mid-spec wagon, built in December 1990, and powered by the legendary TD42 4.2-litre naturally aspirated, indirect-injection, six-cylinder diesel donk. And it was a real eye-opener!

Other than worn shocks, saggy rear springs and a few minor dings in the body, this Patrol was in remarkably good shape for a 25-year-old vehicle with 338,000km showing on the odo.

As I walked around its perimeter, I was astounded that a vehicle I once considered to be somewhat of a behemoth looked so small by today’s standards. Park a standard GQ Patrol next to a current-generation Ford Ranger and the old girl looks positively tiny.

When I plonked my rear into the driver’s seat, the square-edge 1980s-styling was an affront to my senses (as was the lack of a cup holder for my soy latte) but all of the controls were in familiar places and it didn’t take long before I felt right at home seated in the GQ.

The view through the upright windscreen and across the flat bonnet was much better than I remembered, and the low waistline and deep windows ensured great visibility to the sides, certainly much better than many of today’s curvy, stylised 4×4 wagons.

I fired up the big oil-burning six and set the hand throttle out a few millimetres to help it settle into a nice idle. Imagine that! No electronic injection to look after fuelling, but a plastic knob the vehicle operator has to set. After letting it warm up for a couple of minutes, I slipped it into gear and was away.

First gear proved remarkably short and I soon remembered that second-gear starts were the order of the day, unless of course on an incline. And you have to be slow and deliberate with the gear lever if you want to avoid any graunching when shifting.

I was soon on the freeway, heading west out of town and, while anything but powerful, the Patrol certainly had enough on tap to cruise comfortably at 110km/h. But then I got caught behind some slower-moving traffic in the centre lane and, as I pulled out into the right lane to overtake, I put my foot down on the go-pedal and waited patiently for the response.

‘Lethargic’ was the word that first came to mind. And I recalled using this word many times in the many vehicle tests I had written in the 1990s as a queue developed behind me. When new, the TD42 GQ Patrol made a claimed 85kW at 4000rpm and 264Nm at 2000rpm.

So even if this quarter-of-a-century old GQ Patrol was mustering those power and torque figures, it wouldn’t help the cause much when trying to accelerate quickly from 90km/h back up to 110km/h. It’s little wonder that engine conversions and aftermarket turbo and intercooler kits were so popular back in the day, and why all modern diesel engines are now turbocharged and intercooled.

As I continued on my way and the surface changed from freeway to bumpy secondary roads, another term that I hadn’t used since the ’90s came to mind: ‘scuttle shake’.

This term refers to body vibrations, or shudders, as a vehicle drives over bumpy surfaces, and was coined to describe the phenomenon exhibited by convertibles due to a lack of lower structural rigidity. It could also be applied to four-wheel drives, including the GQ Patrol, that had significant chassis flex.

Despite the lack of performance on the road, and the elevated NVH (noise, vibration and harshness) levels, the GQ Patrol was truly amazing once off the blacktop.

With loads of wheel travel from its coil-sprung live-axle suspension, decent low-range reduction and ample low-rpm torque, the GQ calmly idled over off-road obstacles that would have modern 4×4 wagons desperately calling on their arsenal of electronic traction aids and clever computer-controlled off-road programs. And bear in mind that this standard vehicle I was driving had pretty-worn highway tyres on it.

My recent GQ Patrol experience confirmed a theory I’ve had for some time; modern four-wheel drives have gone soft. Sure, they are very capable off-road thanks to their clever electronics, but their basic underpinnings are designed more for on-road ride and comfort than off-road capability.

The next time I do the Madigan Line or the Gibson Desert, I’ll be taking a ‘traditional’ 4×4, one with live axles at both ends and loads of ground clearance, although I fear that vehicles like this are not long for this world.

Two parks in one! Situated on the Great Dividing Range and at an altitude of 720m, Rover Park isn’t the biggest, but it features a 4WD and motorbike park in one, with the two separated by a boundary.

The family-friendly park has an abundance of accommodation options for those who love to camp or appreciate a little bit more luxury. There’s an entertainment shed with a barbecue, a TV, tables and chairs, and a games room with arcade games for the kids (or like-minded adults) if the weather turns nasty.

For those who want to enjoy four-wheel driving, the tracks are well-signposted and each is graded accordingly. However, in the event of rain, the grading can change dramatically, so common sense prevails here. A small playground near the kiosk will test your flex and tuck.

The bush campsites are cleared and maintained, with long drop toilets available. Fires are allowed and you can collect firewood anywhere on the property. A separate camping area and a motorbike track is positioned away from the 4WDers, for safety reasons. Other activities on offer include fishing, bushwalking, swimming and a 76m waterslide!

There is a heap to do here, but remember it is a smaller park compared to the others, and some of the tracks don’t take long to complete. However, it is a family-friendly 4WD park that ticks all the boxes for everything you’d want, and it’s definitely worth a weekend if you’ve never been.

TRAVEL PLANNER

Where Located between Casino and Tenterfield in northern NSW, and situated on the eastern fall of the Great Dividing Range.

Camping Accommodation options include river camping, bush camping, caravan and various cabin options.

What’s on offer? Dogs allowed TG Rocks Series and Battle of the States comps each year Fires allowed and you can chop your own wood Huge 76m waterslide into the dam Entertainment shed Farm yard Marked bushwalking tracks Toilet and shower facilities

Trip Standard Tracks are rated accordingly, 2WD and 4WD access, and a park map is supplied.

How much?

4WD CAMPING Per night per vehicle (max two adults and three children): $45; $10 additional adult; $5 additional child

MOTORBIKE PARK CAMPING Adult (16 and over): $10; child (5 to 16) $5; child (under 5) free

MOTORBIKE RIDING Adult (16 and over): $25; child (8 to 16) $20; child (5 to 8) $15; child (under 5) $10; spectator $5

Contacts ROVER PARK Rover Park Road, Tenterfield, NSW, 2372 PHONE: (02) 6737 6862 MOBILE: 0427 376 862 EMAIL: [email protected] WEB: roverpark.com.au