Dual-cab 4×4 utes continue to dominate the Australian new car market, and when you look at their versatility you can understand why. Here is a vehicle that can ferry the family around town, carry your trade tools to the worksite, tow your boat or horse float and take you on the four-wheel drive adventure of a lifetime.
If you’re looking to set off on such a 4×4 adventure you’ll want to upgrade your 4×4 ute to better handle the conditions, as the Aussie outback can throw up some of the toughest challenges. Thankfully, Australia is also home to the best aftermarket 4×4 accessories brands in the world, so we are spoilt for choices when it comes to top quality equipment.
Last year we purchased a new Ford Ranger 4×4 with the intention of transforming it into the ultimate adventure-touring dual-cab ute. With the help of some of the leading aftermarket 4×4 accessories companies in the country we’ve achieved the goal and have taken the rig to Central Australia, the Simpson Desert, the Flinders Ranges, Vic High Country and Tasmania.
From the ground up
We started the build by replacing the stock wheels and tyres and upgrading the suspension. Wanting tough tyres, we fitted a set of mud terrains to a set of bronze KMC Addict 2 alloy wheels. Initially we fitted Maxxis RAZR muddies and had a great run with them over the first 15,000km of use, covering all sorts of terrain. Recently, we swapped them out to give a set of Goodyear MT/Rs in the same 285/70-17 size a run.
To improve ground clearance, we raised the Ranger using a suspension upgrade from Ironman 4×4. This is a comprehensive kit from Ironman that includes the brand’s Foam Cell Pro front struts and uprated coil springs, its new forged aluminium upper control arms, and constant-load rear leaf spring mated to another set of Foam Cell Pro shocks. Combined with the bigger tyres we’ve achieved close to 75mm in extra clearance while the superior suspension components improve ride quality, handling and the Ranger’s ability to carry a load.
Adding to the improved clearance up front is a replacement bumper bar. We didn’t want to fit a full-size bulbar on this car but wanted a steel replacement that would allow us to mount our winch, spotlights and UHF aerial. So we went with a loopless style bar from AFN 4×4 as it ticks all the boxes for what we wanted. You can clearly see the improved clearance up front and our Warn winch, Narva lights and aerials are all securely mounted.
AFN4x4 also made the aluminium plate underbody protection for the inevitable scrapes and bumps you get off-road no matter how big your 4×4 is. These heavy-duty plates run from just below the bumper at the front, under the engine to protect the sump, and back under the transmission and transfer case.
The bigger aerial on the bar is for our Cel-Fi Go cellular phone booster from Powertec, which improves our mobile phone reception in remote areas; while the slim aerial is for the GME UHF radio, which we use for essential car-to-car comms when out on the road.
For the first six months of using the Ranger we ran a pair of Bushranger NightHawk driving lights on it. They proved to be amazing with their bright LED beam, featuring a unique variable power output. Just recently we’ve fitted a quartet of Narva Ultima 180 lights for a slimmer look. While the Narvas don’t offer the variable beam of the Highthawks, we can control the output by switching between the centre pair, the outer pair, or all four at once.
Another recent addition to the Ranger is the adjustable towing mirrors from MSA 4×4 Accessories. Gone are the days of having huge elephant ear-like towing mirrors strapped to the side of your car. The MSA units are compact and have a factory look to them but they can be rotated to a horizontal position to increase rearward view and slid outward for maximum view beyond your trailer – or in our case, our AMVE canopy body.
Body surgery
A replacement body for the rear of the Ranger was an integral part of our plans for the car from the outset. We wanted to retain the versatility of a ute that allows us to carry and store all sorts of equipment in the back, while keeping it all secure and protected from the elements.
Queensland’s Allsafe Mine Vehicle Equipment stepped up to the plate to build the body to our specifications. With a growing business in building such bodies for mining and industry, plus an awesome Ford F250 with a similar body but on a larger scale, we knew AMVE was the team for us.
The AMVE body is beautifully custom-made from powdercoated aluminium and is bolted directly to the Ranger’s chassis – it doesn’t sit on a tray as some others do. This design makes the body lighter and allows us to maximise the usable space.
Inside the body we have mounted an MSA fridge slide to access a myCOOLMAN 60L fridge, some adjustable tie-down points to secure luggage and storage boxes, internal and external lighting, and lockable external toolboxes. Plus, we’ve integrated a water tank with powered pump for vital water supplies. The AMVE body really is the complete package that makes life on the road so much more practical – and thus easier.
To power things like fridges, lights, water pumps and other accessories, the Ranger is fitted with a comprehensive Redarc system incorporating the Manager 30 DC-DC charger to charge and maintain a bank of lithium batteries from Revolution Power Solutions. This allows charging via the Ranger’s alternator, directly from an external 240-volt source or via solar panels.
We’ve also fitted a Redarc 2000-watt pure sine wave inverter to allow us to power and charge appliances using 240V power when we are out on the road. The whole Redarc system is controlled by a RedVision Total Vehicle Management System that monitors and switches all the inputs, outputs and accessories via this control panel or the Redarc app on a smartphone.
The Redarc system is integrated into the AMVE body and, using it and the lithium batteries, we can power our fridge and accessories for up to a week in camp or indefinitely using a solar panel input, giving us the independence we’re after for self-sufficient remote area travel.
On the outside, looking in
At the back of the Ranger we have fitted an X-Bar from Aussie towbar specialists, Hayman Reese. Utes without the factory tub are often left without a rear bar and the X-Bar provides us with a tow bar, plus it has integrated rated recovery points for pulling other vehicles out of a bog. With its three red recovery points, it has a solution for any sticky situation.
A ladder provides access to the Rola Titan Tray rack system. The beauty of the Rola Titan system is that low-fitting slimline design when not in use and the multitude of accessories available to secure all of your adventure gear. In our case, up here we’ve stored MaxTrax Extreme recovery tracks, a shovel and a gas bottle, but there are options for a wheel mount, driving and camps lights, awnings, jerry cars and cargo. Speaking of MaxTrax, if the tracks themselves can’t get us out of trouble we have a full MaxTrax recovery kit on board to help with safe winching and kinetic vehicle recoveries.
There’s a second Titan Tray on the roof of the Ranger itself and it mounts Narva LED work lights, controlled via the RedVision system. The second tray also give us more capacity to carry more gear if needed.
We’ve kept things simple on the inside; the handpiece for the GME XRS UHF radio is close at hand for the driver, while the main body of the unit is concealed out of sight behind the dash. Plus, the extra switches for our driving lights are mounted in a panel from Lightforce. Essential protection for the carpet comes from a set of form-fitting 3D Mats.
Under the bonnet
The mechanical package remains pretty much as Ford intended with the 3.2L diesel and 6-speed manual. We did fit a free-flowing King Brown exhaust system from South Aussie specialists Pacemaker Exhausts, and this gives the Ranger’s diesel engine a bit more ability to breathe and a slight growl from its exhaust tip.
Protection for the fuel system comes via a Water Watch unit which removes any water, grit and other contaminants from the fuel system before it reaches the OE fuel filter. It also has a warning light and chime to warn the driver of any contaminants in the system before they can do expensive damage to the engine.
There’s also a Provent oil separator catch-can from Direction Plus, which reduces the amount of oil that would otherwise go back into the engine’s intake and result in performance-robbing carbon build-up. Like the Water Watch unit, an oil catch-can provides a preventative measure to ensure the performance and longevity of the engine.
We’ve logged 18,000km on the Ranger in the eight months we’ve had it and it’s living up to our aim of being the ultimate bush tourer. It isn’t used as a town car, so its mileage has all been out on off-road adventures or the highways to get us to those remote places.
From the deserts of Central Australia to the highlands of Tasmania, the Ranger, and the equipment we’ve fitted to it, has done everything we’ve asked of it and never let us down.
THANKS TO
www.redarc.com.au www.club4x4.com.au www.amve.com.au www.atecoequipment.com.au www.goodyear.com.au www.wheelprosaustralia.com.au www.ironman4x4.com www.pxwholesales.com.au www.afn4x4.com.au www.narva.com.au www.ontrack4x4.com.au www.titantray.com www.maxtrax.com.au www.powertec.com.au www.gme.net.au www.msa4x4.com.au www.pacemaker.com.au www.3dmats.com.au www.x-bar.com.au www.mycoolman.com.au
- All-new Bronco.
- Two-door, Four-door and Bronco Sport models.
- Removable roof and doors.
- Class-leading off-road specs.
- Up to 35-inch tyres available.
- Front and rear locking diffs.
- Bronco Base, Big Bend, Black Diamond, Outer Banks, Badlands, Wildtrak and First Edition models offered.
- Off road-focused ‘Sasquatch’ package.
- No right-hand drive, so not for Australia.
- SIDE BY SIDE: 20210 Bronco vs Wrangler Rubicon
- PHOTO GALLERY: Plenty of Bronco shots
Revealed in three variants, the initial Bronco line-up includes two- and four-door off-roaders built on the Ford Ranger/Everest T6 platform with removable roofs and doors, and a light-duty SUV which is built on the Ford Escape platform.
It is expected the Bronco family will grow to possibly include a pick-up truck at some time in the future. There’s also room for some Ford Performance-tweaked models at some time.
Bronco returns after 24 years
The new Bronco, expected to go on sale in the USA later this year, marks the first time the nameplate has been applied to a production model since it was shelved back in 1996.
It debuted as a compact 4×4 back in 1966 to create a vehicle that had the capabilities of the WW2 Jeep in a more everyday practical and comfortable package. The Bronco soon grew to a full-size SUV and went through five generations of models before being discontinued.
Bronco’s Australian roots
The third-gen Bronco was even built and sold in Australia between 1981 to 1987, when it was assembled in Ford’s Brisbane plant.
The Australian connection is there again in this new generation of Bronco, which is built on the Australian-developed T6 platform that underpins PX Ranger and Everest. Bronco test ‘Mules’ have been spotted undergoing development in Australia, which is nothing unusual for Ford US products.
Those T6 underpinnings mean it’s riding on a separate ladder frame using a coil-sprung line rear axle and coil IFS. It also means it could be made in right-hand drive; although, Ford says there are no plans for that or the Bronco or Bronco Sport to come to Australia. Bummer!
Ford Bronco targets Jeep Wrangler
The new Bronco makes no secret of the fact that Ford is going after the Jeep Wrangler in the off-road segment. Despite lacking the off-road benefits of a live front axle, the Bronco brings in many Jeep traits such as a removable hardtop roof and doors, and a boxy, functional silhouette.
The two- and four-door models also mimic the Wrangler line-up; although, rather than have an off road-focused variant like the Wrangler Rubicon, any of the Bronco two- and four-doors can be optioned up with the best off-road hardware.
Power will come from a choice of turbocharged petrol engines starting with the 2.3-litre EcoBoost four-cylinder engine that makes 201kW and 420Nm, while the main engine for the two- and four-door Broncos will be the 2.7-litre EcoBoost V6 engine putting out 231kW and 542Nm.
Exciting news is that the Bronco will be available with a seven-speed manual gearbox as well as the 10-speed auto that has become the default Ford transmission these days.
Bronco’s impressive off-road specs
The manual is basically a 6+1 ratio ‘box with six regular gears plus a crawler ratio. With this transmission, the optional 4.7: final drive and the two-speed transfer case in low range, the Bronco has an astounding 94.75:1 overall crawl ratio. With the auto it’s only 67.8:1, but compare that to a Wrangler Rubicon which has a 70.3:1 crawl ratio.
The Bronco is also promising class-leading off-road specs including the option of 35-inch tyres that will give it 850mm water-fording capability and up to 295mm of ground clearance, as well as 29° rampover, 43.2° approach, and 37.2° departure angles.
Ford has gone with Bilstein position-sensitive shock absorbers for its premium off-road packages on the Bronco and not the Fox shocks you’ll find under Raptor models. This leads us to believe we will see a Ford Performance-tuned Bronco Raptor at some stage.
The Raptor’s ‘Baja mode’ is available on the Terrain Management System on some Bronco variants, while a disconnecting front sway bar comes on the Bronco Badlands model.
The differentials are Dana units and both front and rear lockers are available, as is a 4.7:1 final drive ratio on the Sasquatch package.
That Sasquatch package also adds 17-inch beadlock-capable alloy wheels with 35-inch mud terrain tyres; front and rear lockers; high-clearance suspension with position-sensitive Bilstein shock absorbers; and high-clearance fender flares. It’s the package off-roaders will want, but we love it for the name alone.
Bronco not riding into Australia
Love it as we might the new Bronco is not for us, with the model designed for the US and Chinese markets only. The official word from Ford is that there is no plan for right-hand drive production, so we can only hope the local converters get on to importing them on a small scale.
SHELVE THE singlets and clip the mullets, as the 2020 Deni Ute Muster has been called off due to the current COVID-19 pandemic.
The Deni Ute Muster joins a long list of canned outback events this year, including the iconic Big Red Bash and the Birdsville Races.
“Despite our very best efforts to continue with planning for our 22nd event, we are saddened to announce the cancellation of the 2020 Deni Ute Muster,” said Vicky Lowry, the GM of Deni Play on the Plains Festival Ltd.
“Due to the current COVID-19 outbreaks and the evolving situation, and after consultation with government and health officials, it is not possible to predict what will happen in the coming months and we must make the health and safety of our patrons and staff our top priority,” she said.
Tickets purchased for the 2020 event – as well as reserved camping tickets – will automatically be valid for the 2021 event.
However, if you’ve purchased tickets and you’re unable to make the 2021 Muster – scheduled for October 1 and 2 – a refund request is available from Oztix until September 30, 2020.
With its origins dating back to 1999, the Deni Ute Muster typically brings close to 20,000 people to the small town of Deniliquin each year to celebrate all things Australiana, including the iconic “ute”. With trade stalls and plenty of entertainment (including night concerts with top-line talent) the event is a quintessential outback experience.
“We would like to take this opportunity to thank everyone for their patience and support and will continue to respond to questions on our social media accounts as we begin to move forward and plan for 2021,” said Lowry. “We look forward to seeing you on 1 and 2 October 2021, when we will be back bigger and stronger.”
OUR TRIP had not started well. We were on top of Jacobs Ladder … or at least that was what the sign said … when we were close enough to see it!
We could have been anywhere, I guess, as the thick cloud that swirled around us limited visibility to just a few metres. Occasionally a wind gust would blow in a thinner patch of heavenly moisture and we would catch a glimpse of craggy rock faces above us, or the beginnings of a rugged valley below.
Then all would vanish in another billow of grey matter and we were back to wondering where the vehicle was that we had just walked away from. We waited for some time for the view to improve before we gave up and headed back down through the switchbacks that the ‘Ladder’ is so well-known for.
Originally the only access to the top of the Ben Lomond Plateau was via a rough walking trail from the south and while other walking routes followed, the one and only road to the top of the mountain was cut up the near sheer cliffs in 1963.
Today the route remains narrow, unsealed and with a speed limit of just 30km/h. It also rates on the ‘Dangerous Roads’ website, but they do beat it up quite a bit! Still it is reportedly a pretty impressive drive and from the photos on Instagram and Facebook it looked pretty good – I guess, if nothing else, we have an excuse to go back once again.
While there is a small camping area up on the plateau, we drove off the mountain and descended to a lower level amongst the rolling verdant plains of NE Tassie where we could see more than 50 metres. With such visibility we cruised effortlessly towards Bridport.
Located on the northern coast of Tasmania, Bridport was first settled by Europeans in the 1830s with the town being established 30 years later. Gold and tin discoveries farther inland in the 1870s had the town booming, but when the Scottsdale-Launceston railway bypassed the town in 1889 its economy slumped.
Still by the 1920s and the advent of the affordable motor car, the Ford Model T, Bridport became a tourist resort. That continues today and with a couple of world-class classic links golf courses, its popularity seems assured.
TO THE BEACH
WE HAD COME though, for the beach drive that stretches along the sands and across the headlands between Bridport and Bellingham – just one of the many such drives on this northern coast of Tassie.
The following morning, with light showers of rain and a strong wind, we set off. We dropped tyre pressure and slipped on to the first beach before climbing a dune that had a nasty off-camber turn close to a cliff edge that had us all puckering up in the nether regions and breathing a sigh of relief as soon as we passed the obstacle.
The sand though was pretty benign as the rain had dampened the fine stuff into a firmer base than normal and we cruised through the dunes of East Sandy Point to drop onto the beach of St Albans Bay. The route is marked by orange markers and there are a few no-go areas along the way, designed to protect important seabird and wader-bird habitat, so please stick to the marked route.
At the far end of the beach there’s a small camping area close to the sea, while the major through-route climbs up onto the sand expanse of West Sandy Point. This large area of tall dunes has long been a playground for 4WD vehicles, buggies and bikes and for those who can’t resist the challenge there’s plenty to test you and your vehicle.
We settled for finding a high, big bare expanse of dune to prop and take a few pics before pushing on, the track dropping onto the beach for the 10km run to the small village of Bellingham.
The Little Pipers River, which can be a real trap for the unwary, was nothing more than a trickle and we splashed across it without a care. At high tide or after recent heavy rain the crossing can be very tricky and we got told of a LandCruiser being buried in the sand somewhere nearby, although we saw absolutely no sign of it.
As we climbed on to firm sand we were waved down by a fellow four-wheeler who was stranded nearby – with just a flat battery. In no time we had him started and we were all on our way again.
TRAIL OF THE TIN DRAGON
WITH OUR MORNING warm-up drive behind us we inflated tyres and headed inland, through Derby along what has now been called, ‘The Trail of the Tin Dragon’. This trail runs between Launceston and St Helens and tells the story of the near one thousand Chinese who came to Tasmania in the 1870s to find their fortune in the rich tin mining areas of the north-east.
After stopping in Derby for coffee and lunch – it was again raining – we headed to the historic Moorina cemetery where in one section a Chinese ‘Burning tower’, for the sending of paper prayer scripts to the heavens, had been erected for their customary burial services.
Still, there’s little to remind you these days on how important the township of Moorina was back in the 1880s when it was the main town in the region and an important distribution centre. First named Krushkas Bridge, after the brothers who were the first miners in the region, it later became known as Moorina, after the sister of Truganini, who is often considered to be the last full-blood Tasmanian Aboriginal.
Pushing on, we passed through the small village of Weldborough, passing the local pub somewhat reluctantly, which was crowded with locals. Still on the blacktop we passed through the Weldborough Pass Scenic Reserve, notable for its impressive tree ferns which are interspersed with myrtle, sassafras and blackwood, all of which crowd the road in luxurious verdancy.
We took to the dirt soon afterwards and found our way to the Blue Tiers, which from 1870 till 1996 produced more than 11,000 tonnes of tin. First proclaimed a Forest Reserve in 1958 the area now protects soje 5000ha of open grasslands, heathland and cool temperate rainforest, dotted with waterfalls and cut by a number of walking and mountain bike trails.
Poimena, where there is now a carpark and info shelter (the road continues a short distance but comes to a dead-end at the start of a walking trail), was once the main town in this rich mining area. However, it wasn’t your normally rip-roaring mining settlement as the one and only pub selling grog was outnumbered by two tea-totaller temperance hotels, plus the normal buildings you’d find in such a spot: a butchery, blacksmith shop and a number of stores and cottages.
Today it’s a picturesque spot and well worth a visit, even if it was cold and windy, like when we were there. From this point a couple of mountain bike trails head off through the bush and across the plains while walking trails, varying in length from 400m to more than 10km, one way, lead through a variety of forest and wildlife habitat. We took the short Goblin Forest Walk which wanders through delightful forest, albeit one that has regrown since the tin mining days.
Just down the hill a few kilometres from Poimena is the walking trail to the historic and impressive Anchor Stamper. In 1880 a vast tin reserve saw the Anchor Mine Company install a 40-head stamper, which increased in size to a 100-head mill, initially driven by a water wheel some 20m in diameter.
It must have been an incredible operation and a noisy one when it was thumping away crushing the rock into fine powder to extract the semi-precious metal. Today, just a few heads of the stamper can be seen, the walk to them taking you through delightful forest dotted here and there with tall tree ferns that help cover the man-made scars that can still be seen by the observant walker.
From there we headed downhill to lower, warmer altitudes to the small spread-out hamlet of Pyengana, the first European settlement, known as St Columba, having been established here in 1875. Today that name is perpetuated in the nearby spectacular 90m high St Columba Falls, that some consider to be Tasmania’s finest waterfall. While the town began in this lush valley as a place to service the mines in the region, it was the rich grass that helps produce high-quality milk and cheese that the place is now famous for.
Among other attractions, the community is home to the famous ‘Pub in the Paddock’ and a beer swigging pig or two. Trouble was, when we got there on a Sunday evening the pub was shut, as it does on most Sunday evenings. But this is country and when the owner who was driving past saw us wandering around checking out the pub (and the pig) he came in, opened up and served us a beer or three amongst a chattering of rich repartee.
We didn’t drive far that evening, just a couple of hundred metres to the free camping area set around the footy ground … and it’s a cracker with lots of room, hot showers and all.
That’s what I really enjoy about Tasmania. Distances are generally short and you can be on a challenging beach drive in the morning, have a good coffee in a trendy town like Derby (now the mountain bike capital of Tassie), soak up a bit of history, have a mountain forest drive in the afternoon and be at a great country pub in the evening, all with time to spare.
Next day we headed through the forest on Argonaut Road, dodging a few logging trucks in the process to get to St Helens and a coffee before heading to the Peron Dunes and the beach for a bit more sand-driving fun. The weather had cleared too which made the beach, sand and water even more enjoyable. With a set of Maxtrax we rescued another four-wheeler who had bogged down in the soft sand before departing and heading to places farther south.
FRIENDLY BEACHES
STOPPING AT THE info centre in Freycinet NP we obtained our permit and headed to the Cape Tourville Lighthouse, set on a dramatic bluff above a normally wind-churned sea. The lighthouse though is not a real oldie, only being built in 1971, and replacing an older light on Cape Forestier, nearby. There’s some amazing coastal views around here, but we struggled to stay upright on the boardwalk, the wind threatening to blow us off towards a very distant New Zealand.
With the long summer twilight of Tassie well advanced, we headed for a bush camp at the southern shores of the Friendly Beaches. Trouble was we never quite made it with one of the vehicles in our group developing a mechanical issue, so we camped in the forest on a clearing beside the main 4WD track for the night before getting the problem sorted in the morning.
We then headed to the very popular Friendly Beaches carpark and camping area where you could not move, everything being full to the brim. After a quick look around and an envious glance at the white sand and blue water, which the area is famous for, we headed off; the start of another adventure farther south was calling.
TRAVEL PLANNER
There are plenty of opportunities for camping and exploring Tasmania’s East Coast and hinterland. If you’ve got a camper trailer or van, for most of the beach drives I’d leave the camper behind at a suitable spot while for mountain trails I’d be doing the same.
The best guide to 4WD touring/camping in Tassie is, 4WD Tracks in Tasmania, by Chris Boden.
Ben Lomond NP (Jacobs Ladder) Blue Tiers Forest Reserve Pub in a Paddock – Pyengana: Phone: (03) 6373 6121 Peron Dunes Freycinet National Park
Isuzu Ute Australia today released a teaser of its new D-MAX mid-size ute, which it has announced will officially be revealed on August 13. However, the look of the all-new ute is no secret, as it has been on sale overseas for a while now.
Nor is the spec, and the good news is that the Aussie model will get an updated version of the trusty 3.0-litre turbo-diesel engine and be available with automatic or manual gearboxes. And, for the first time in D-MAX, a rear differential lock will be offered.
International photos reveal a more up-spec and well-equipped interior that is a bit bigger than the previous model and should really make the Isuzu a serious contender in Australian 4×4 ute sales.
The press release says to expect, “premium-levels of refinement, technology and practical enhancements, yet retain reputed durability and ruggedness”.
The 2020 D-MAX will be revealed on August 13, before arriving at dealerships on September 1, 2020.
AS SUMMER came to a close and the cooler touring months were approaching, we were packing the Ranger for a trip to the inaugural ARB 4×4 Culture Live event at Loveday Park in South Australia, followed by some travel out to Lake Gairdner. Summer might have passed, but where we were headed still promised hot days and cool nights.
We thought it timely to fit an awning to the Ranger to give us some shade on those hot days, and after looking at the many options available we settled on the ARB Awning & Light Kit.
As the name suggests, this is the standard ARB canvas awning, but it comes with an LED lights strip built in to the canvas.
ARB awnings come in a range of sizes and models that all use 300gsm Ripstop canvas for the main cover, telescopic aluminium legs and arm poles, and all the required tie-downs and pegs.
The standard ARB awning comes in a heavy-duty PVC bag or can be ordered in a stylish aluminium case (2.5m x 2.5m only), with or without the inbuilt light. The two available sizes are 2m x 2.5m or 2.5m x 2.5m.
We opted for the 2.5m x 2.5m with light in the PVC bag, with the plan being to fit it to the Rola Titan Tray on the AMVE aluminium canopy. The Rola accessories awning mounts are simple L-shaped brackets that affix to the rack using the captive bolts, and they can accommodate most brands of awnings. Due to the 2.5m length of the ARB awning, we used three of the mounting brackets to balance the load.
Installing the awning was a simple one-man job; probably made easier by the canopy as I was able to lay the awning on its edge while affixing the brackets. You might want an extra set of arms if you can’t lay the awning on the canopy like we did. Once I set where I wanted the awning to sit in relation to the car, it was simply a matter of tightening everything up and it’s ready to go.
As the pandemic developed, the ARB Culture Live event was cancelled and our travels put on hold, so using the new awning out in the outback will have to wait. We did however make use of it during a lunch stop on a recent photoshoot.
Like the install, setting up the awning can be done by one person but is a lot easier with two. You simply unzip the PVC bag, roll out the awning, put up the telescopic legs, fit the arm braces, and then tie it all down for securing from the wind. Sit down, crack yourself a coldie and enjoy the camp.
The 1200-lumen LED light strip is sealed in to an extruded aluminium strip along the awning, where it stays and simply rolls up in the canvas when its packed away. Power comes via a 12-volt ciggie lighter plug and there are a few extension leads supplied to make it reach your power source. For our Ranger, that power comes from the Redarc panel within the canopy.
The light strip has a dimmer switch and you can switch between a bright white light or a yellow light that is less attractive to bugs.
ARB offers a few accessories for its awnings including a zip-on awning room with floor, a mozzie/bug screen, and windbreak panels. We reckon the windbreak panels are a worthy inclusion to keep the breeze and rain from getting under the awning, particularly if you’re setting up your swag there.
Awnings are a great addition to the side of your fourby, giving protection from the sun, wind and rain when you’re in camp or just set-up on the beach for the afternoon. They are inexpensive and easy to assemble and pack down, and we’re looking forward to putting the ARB awning to more use on our Ranger.
AVAILABLE FROM
Website: www.arb.com.au RRP: $379 We say: Easy to use; instant shade and weather protection.
THE current model LandCruiser 200 has been with us for more than 12 years and is well up for replacement.
If you listen to the rumours, that a replacement is not far away and an all-new Cruiser should be with us within the next year.
What form the next LandCruiser takes is all speculation at this point, but with newer rivals in the form of the also ageing Nissan Patrol Y62 and the seemingly sprightly latest Land Rover Discovery, and also the new Defender, the old Cruiser surely needs upgrading.
The LC200 is ageing gracefully and, despite its years, or perhaps because of them, it outsells the sportier Patrol more than five to one and the Discovery barely rates a mention, while the Defender is yet to show its form.
As the sun sets on the 200 we thought it time to sample one again and see just what makes it so popular with Australian buyers.
POWERTRAIN AND PERFORMANCE
The LC200 only comes with a single powertrain no matter what specification you go for. The twin-turbocharged version of the 1VD-FTE V8 diesel engine makes a lazy 200kW of power and 650Nm of torque. I say lazy as the Cruiser never seems to raise a sweat in delivering its performance, and those power and torque numbers are moderate when compared to what many smaller capacity modern engines put out.
This conservative tune from Toyota means the big Cruiser ambles along at highway pace yet still has the grunt you want when you put your foot down to overtake, tackle a steep climb or for towing.
The six-speed auto transmission is kept busy when you ask for more performance from the drivetrain as it is geared tall for better fuel economy, and squeezing the go-pedal down will see it shifting back a ratio or two yet the transmission never seems to want for more gears.
The power unit is backed by a full-time four-wheel drive system that uses a lockable Torsen-style centre differential with the option of low range for off-road use.
As a big and heavy wagon, the LandCruiser is never going to be what you would call economical and it returned 12.4L/100km over our week of testing against its ADR quoted figure of 9.5L/100km on the combined cycle. Good luck achieving that on a regular basis around town!
ON-ROAD
THAT effortless performance makes the Cruiser a supreme touring vehicle. Its laid-back gait results in relaxed mile-munching, and a spacious and well-appointed cabin means that the Cruiser is a nice rig to ride in.
Being built on a separate chassis, the body is well-insulated from road noise and vibration. The chassis uses independent suspension with coil springs and wishbones up front, while under the back is a live axle also riding on coils. That live axle can be prone to a bit of axle hop on corrugated gravel roads, and the soft, long-travel suspension wallows and pitches a lot when pushed hard through bends, so it’s a compromise between on- and off-road performance.
Toyota tries to limit this compromise with the clever Kinetic Dynamic Suspension System (KDSS) on upper-spec VX and Sahara models, and it’s available as an option on the GXL. KDSS uses hydraulically linked actuators on the front and rear sway bars to stiffen up or loosen the bars depending on wheel travel. That’s putting it simply, but it does allow the engineers to fit heavier sway bars for improved on-road handling, and the effect of these is lessened when driving off-road at low speeds.
KDSS is not as complex or effective as Nissan’s excellent HBMC as fitted to the Patrol, and the Cruiser will never match the Y62 for on-road dynamics. However, the travel of the rear axle on the Cruiser is a bonus when the going gets rough.
OFF-ROAD
Toyota loves to call its LandCruiser the ‘King Off The Road’ in a reference to the old Roger Miller track, and in many ways its justified.
For a large, semi-luxurious seven-seat wagon, the LC200 is pretty good off-road. The live rear axle offers considerable wheel travel for a stock wagon and it’s this that keeps the tyres on the ground and the Cruiser moving.
Travel at the front end is not so good, but the electronic traction control is effective. Only the centre differential is lockable from the factory, but front and rear lockers are available from the aftermarket.
Like most modern 4×4 vehicles, the LC200 is loaded with electronic aids designed to make your off-roading experience easier. Some, like the traction control, are useful, others less so.
In the Sahara you get things like Multi Terrain Selection, an adaptation of Land Rover’s Terrain response system; Crawl Control, which is like a cruise control for low-speed off-road driving with five preset speeds; and Off-road Turn Assist, which, when enabled, locks the inside wheels on tight U-turns to decrease the radius.
But the real winners are the great rear axle travel and effective traction control. These combine to get the Cruiser most places an owner could want to get it.
Visibility from the driver’s seat is good, and manoeuvring the big Cruiser on tracks isn’t difficult. Full surround-view cameras are also there to help in the Sahara.
PRACTICALITIES
The LandCruiser has a GVM of 3350kg, but at 2750kg it’s a heavy beast once you start talking about a Sahara with all the bells and whistles.
So while the 200 is a big vehicle, it doesn’t have the payload to match it. Start fitting some off-road accessories and you could easily hit the GVM with four burley blokes onboard. Thankfully, there are GVM upgrades available from the aftermarket that go someway to improving the situation.
All LC200s are rated to tow 3500kg, and with that bulk in the wagon and a torquey V8 diesel engine they tow with relative ease. There’s a 138-litre fuel tank fitted as standard, so you won’t be stopping at every fuel station on the road.
Even in top-of-the-range Sahara spec, the Cruiser has a practical-size 285/60R-18 tyre on its alloy wheels and not some silly ultra-low-profile rubber. We’ve noticed Toyota has in recent years changed the spec on the standard tyres to a V-rated high-speed tyre and, strangely enough, the first time we took one off-road on this tyre, we got a puncture. There are plenty of more off-road-suitable tyres available for the 18-inch wheels.
SUMMARY
IT’S a bit rich to call any showroom stock vehicle ‘King Off The Road’, the Cruiser has the potential to get close. While it’ll never be a Jeep Rubicon off-road or a Y62 on it, the LC200 is a supreme all-road tourer, towing rig and outback explorer.
With its unrivalled popularity in sales, Toyota seems to charge what it likes for the big Cruiser and, while the stripped-out, base model GX seems expensive at $80K, $125K for the Sahara feels a bit better given the level of features and comforts in it. Although Patrol fans definitely have a credible argument against that.
As I said at the start, it will be interesting to see what Toyota delivers as a replacement for the LC200 next year, and with the promise of more hybrid models, we might even see a petrol-hybrid Cruiser. Until then we’ll still see the 200 Series sell well, as it delivers what buyers want.
2020 TOYOTA LANDCRUISER SAHARA: SPECIFICATIONS
- ENGINE: 4.5L V8 diesel
- CAPACITY: 4461cc
- MAX POWER: 200kW at 3600rpm
- MAX TORQUE: 650Nm at 1600 to 2600rpm
- TRANSMISSION: 6-speed automatic
- 4X4 SYSTEM: Dual-range full-time
- CRAWL RATIO: 34.11:1
- CONSTRUCTION: 5-door wagon on ladder chassis
- SEATS: 7
- KERB WEIGHT: 2740kg
- GVM: 3350kg
- GCM: 6850kg
- PAYLOAD: 600kg
- TOWING CAPACITY: 3500kg
- TYRES: 265/60R18
- FUEL TANK CAPACITY: 138L
- ADR FUEL CLAIM: 9.5L/100km
- TEST FUEL CLAIM: 12.4L/100km
- BASE PRICE: $123,590 (+ORC)
We run the microscope over new gear released by EFS, TRED and MSA 4×4.
EFS ESSENTIALS WINCH RECOVERY KIT
Never underestimate the importance of a 4×4 recovery kit. If you don’t have the kit stored somewhere in your fourbie, it’s only a matter of time until you’ll be cursing yourself. EFS 4WD has packed everything you need to pull your vehicle from a predicament, with its Essentials Winch Recovery Kit. The kit comprises an 8000kg 9m x 60mm snatch strap, a 700kg 5m x 50mm tree trunk protector, a 5000kg 20m x 50mm winch extension strap, a pair of gloves, rope blanket, and two 4750kg ¾-bow shackles. Plus, it all comes neatly packed in a carry bag.
RRP: $249.99 Website: www.efs4wd.com.au
TRED MOUNTING BRACKET
TRED has launched a mounting bracket that’s suitable for its range of recovery boards – TRED Pro, HD, GT, 1100 and TRED 800 – as well as MaxTrax. The Aussie-made bracket has been designed to mount in a variety of ways to suit your packing style. Made from corrosion-resistant aluminium and polypropylene, the bracket features a lockable 6mm Padlock (TRED Pro model only) and a quick-release twist function. Installation is easy, and it comes with a 12-month warranty.
RRP: $64.95 Website: www.tred4x4.com.au
MSA 4X4 DROP SLIDE
The MSA 4×4 Drop Slide is said to be “lighter, stronger, safer, smarter”. The slide can lower a full 30cm in one smooth motion and enables the platform to remain in a horizontal position the whole time. This provides unrestricted access to the fridge at a safe level, with the user not having to raise a sweat. The Drop Slide is available now, with delivery to your front door available.
Website: www.msa4x4.com.au
LET’S be honest, most of us are glued to our mobile phones – checking Facebook periodically, calling friends or using mapping software, among a long list of addictions – but your mobile phone will be as useful as a rake pushing water uphill when you’re out beyond the black stump.
Once off the grid, you’ll need another means of communication. Even if you want to head to remote country for the isolation and peace and quiet, it’s still essential to pack a comms tool in case the proverbial hits the fan.
The options include an HF radio, satellite phone, a satellite messenger or personal locator beacon (PLB). Here, we dive into the world of satellite messengers, by speaking to the folks who produce them.
A satellite messenger differs from a satellite phone as it allows the user to send and receive messages; a satellite phone, on the other hand, will, in addition to sending/receiving messages, allow voice calls to be made. A satellite messenger is usually smaller and lighter and won’t hit your hip pocket as hard as most are considerably cheaper than satellite phones. Some satellite messengers also include SOS functionality.
“A simple way to think about it is, a satellite phone keeps you in touch and a satellite messenger keeps you safe,” said Kieran Blakemore, marketing manager at Pivotel, the distributor of SPOT products.
As the name implies, a satellite messenger can send preset or customised text messages (which can be emergency-related or just for staying in touch with family and friends), and also offer tracking features so that contacts can follow geotagged signals sent at predetermined intervals. However, the satellite messengers on the market all differ in features and functionality, as you’ll read later.
Much like a satellite phone, a satellite messenger must connect to a satellite network to function, and it needs to be used with a clear, open view toward the sky.
“The satellite must be able to see the device and the device to see the satellite to operate,” said Reiny Gajewski, VP of global sales for Beam Communications. “Once they have connection, the messages are sent back and forth over the satellite network to the public phone network and then to their destination.”
We’ve taken a microscope to examine a few satellite messengers currently on the market: the Garmin inReach, Iridium GO!, ZOLEO, SPOT X and SPOT Gen3.
FEATURES TO LOOK FOR
PLANNING that post-lockdown adventure? Here’s what to research when hunting for a new satellite messenger: Cost (low ongoing plans, with suspension options); comprehensive network coverage (satellite constellation, to determine where in the world you can use the device); simple and easy operation; the ability to send and receive messages (some are one-way only); battery life; high IP rating (so it can go wherever you go); good warranty period; portability; and an SOS feature.
“Whenever travelling with a satellite messenger, it is recommended to have a secondary source of power such as spare batteries or a solar charger, ensuring you can recharge your device in the event of an emergency,” added Kieran Blackmore.
WHY NOT JUST USE A PLB?
A PERSONAL locator beacon is a one-way device you can trigger only in an emergency, to send your co-ordinates to the emergency services. Simply hit the SOS button and wait. The only issue is that with most PLB devices, you won’t get confirmation that your message was received – sure to drive up stress levels for anxious folk.
“Satellite messengers also offer communication capabilities with friends and family, as well as the ability to communicate with rescue services which enables users to advise what their status is,” Garmin Australia’s general manager, Matthew Thomas, told us. “They also allow them to receive information from emergency services such as first-aid advice and expected time of rescue.”
“It’s important to note a satellite messenger cannot replace a PLB in a situation where you’re required to carry a PLB,” added Kieran Blackmore.
SPOT GEN3
THE SPOT Gen3 is an entry-level messenger that provides simple one-way communications, allowing it to send SOS, HELP and OK messages. Unlike the brand’s recently released SPOT X, the Gen3 is designed for tracking and safety purposes only.
“If you only need something that is going to keep you safe in the event of an emergency, then the SPOT Gen3 is a good option,” said SPOT’s Kieran Blackmore.
The Gen3 is fairly rudimentary in its operation, using replaceable lithium AAA batteries as its power source. The batteries are said to provide up to three months of standby power and can send 1250 messages on a single set of batteries, but always have a spare set stored just in case.
The Gen3 has an operating temperature range from -30˚C to 60˚C, with an operating altitude of -100m to +6500m. With an IP67 rating, the Gen3 also has a waterproof rating of one metre for up to 30 minutes. It measures at 87.2 x 65 x 25.4mm and weighs 114g (with batteries). As the Gen3 is fairly long in the tooth, it doesn’t have Bluetooth functionality.
Like the SPOT X, the Gen3 uses the Globalstar satellite network, which is a low earth orbit constellation made up of 48 satellites providing coverage across Australasia.
Ron Moon used the SPOT Gen3 on a Victorian High Country trip a few years ago. Here’s what he said about the product at the time: “A very handy and easy-to-use safety device that could save your life if lost or broken down in a remote area. Cheaper than a satphone or an HF radio!”
RRP: $239 WEBSITE: www.findmespot.com
SPOT X
THE X is SPOT’s latest addition to its range of satellite messengers, but unlike the Gen3 it has two-way functionality, allowing the user to send and receive custom text messages via SMS and email.
“The SPOT X provides a good balance between safety and messaging functionality, but those with a more constrained budget will find the SPOT Gen3 a more economical option,” said Kieran Blackmore.
At approximately double the price of the Gen3, the X brings considerably more to the table, with an internal lithium-ion battery (in conjunction with a low-power screen) high on its list of features. This combination allows the SPOT X to operate constantly at 10 minutes (tracking) for up to 10 days. The unit’s battery is said to have 240 hours of battery life (in 10-minute tracking mode).
The X weighs more than the Gen3 (at 198.4g), has an operating temperature of -20˚C to 60˚C, an operating altitude of -100m to 6500m, and is impact-, water- and dust-resistant with an IP67 rating (submersible up to one metre for 30 minutes). The X also features has a physical QWERTY keyboard, while other devices require you to use an app to message, or have an on-screen keyboard you access with a Navi-Key.
In-built Bluetooth functionality is a difference between the X and the Gen3, with Bluetooth providing the option to download the SPOT X app to your smartphone and use it as the satellite messenger interface rather than the device itself. Much like the Gen3, the X uses the Globalstar satellite network.
RRP: $469 WEBSITE: www.findmespot.com
GARMIN inREACH
GARMIN has a range of satellite messengers on the market, ranging in price from $529 (Mini) to $949 (GPSMAP 86i).
The Mini is the entry-level unit within the Garmin range and features two-way messaging, two-way global interactive SOS, tracking and location sharing, cloud storage, trip planning, and weather info. The Mini weighs a lithe 100g and measures in at 5.2 x 9.9 x 2.6cm. The rechargeable internal lithium-ion battery provides up to 50 hours of life (at 10-minute tracking with five-minute logging).
4X4 Australia’s former deputy editor, Dean Mellor, tested the inReach Mini and said of it: “Here was a two-way satellite communicator that cost much less than a satphone to purchase and operate, yet it allowed for text communication from anywhere in the world. Better yet, by downloading an app and connecting to my phone via Bluetooth, it would be super-easy to use.”
The SE+ is the next step up and also includes two-way messaging, interactive SOS functionality, cloud storage and trip planning, weather information, navigational features, and can be paired with mobile devices. It adds a QWERTY keyboard for customised text entry. The Explorer+ then adds preloaded topographic maps and built-in navigation sensors (compass, barometric altimeter and accelerometer).
The SE+ and Explorer+ utilise an internal, rechargeable lithium battery that provides up to 100 hours of battery life (in tracking mode). Both weigh 213g and measure in at 6.8 x 16.4 x 3.8cm.
The GPSMAP 66i and GPSMAP 86i are the premium offerings in the Garmin range; though the 86i has been designed mainly for boating and water use. In addition to interactive SOS and two-way messaging, the premium 66i features a Livetrack function (share your co-ordinates with loved ones) and Topoactive maps in the form of direct-to-device BirdsEye Satellite Imagery downloads. Other notable features include a three-inch colour display, and an LED flashlight and beacon. The 66i weighs 241g (with batteries) and measures 6.6 x 16.3 x 3.5cm.
All devices are housed in an impact-resistant, water-rated construction, with an IPX7 water rating. All Garmin satellite messengers communicate through the Iridium satellite network, which provides global coverage including all areas of Australia.
Bluetooth-compatible Garmin devices are synced to the Earthmate app, providing easy access to unlimited maps and aerial imagery. The Earthmate app also allows you to conveniently use all of the inReach features on your paired mobile device.
“For easier messaging, you can also access your phone’s contact list from the Earthmate app to connect with fewer keystrokes. One great example of Bluetooth functionality is staying warm inside your hut or tent while placing the inReach device outside and messaging from your phone,” Matthew Thomas said.
RRP: $529 InReach MINI; $599 InReach SE+; $699 InReach Explorer+; $899 GPSMAO 66i WEBSITE: www.garmin.com
ZOLEO and IRIDIUM GO!
THE ZOLEO communicator is a device that simply extends your smartphone’s messaging coverage by transmitting over satellite, mobile and WiFi, so that it continues to work when you leave the bright lights of the city.
The key to the ZOLEO is a free mobile app that syncs the unit via Bluetooth to a smartphone, through a simple set-up process.
Utilising the Iridium network, the ZOLEO app incorporates an SOS function with 24/7 monitoring and response, as well as a dedicated Australian SMS number and email to share with contacts. ZOLEO allows anyone to message you directly without the need to message them first. ZOLEO supprts 900+ character app-to-app messaging; 160 character SMS; and 200 character email.
An in-built check-in button notifies contacts you’re okay and that you’ve arrived at your destination in one piece. The ZOLEO app also features DarkSky, one of the most accurate sources of hyperlocal weather.
“A satellite messenger like ZOLEO is smaller and lighter, has a long battery life of 200+ hours, and it works with your smartphone so it’s easy to use,” said Reiny Gajewski. The units weighs 150g and its small stature measures 9.1 x 6.6 x 2.7cm.
The Iridium GO! works in a similar way to the ZOLEO, in that it allows the user to communicate via a smartphone when cellular coverage is unavailable. When paired to a smartphone via WiFi, the GO! allows the user to make phone calls and send messages via the Iridium satellite network and can support up to five smart devices at any one time.
The ZOLEO is IP68 rated, and it’s shock-, dust- and water-resistance (to 1.5m for 30 minutes). The unit is powered by a rechargeable internal lithium-ion battery that boasts a life of more than 200 hours. The GO! unit weighs 304g and measures just 11.4 x 8.2 x 3.2cm. The unit is IP65 rated.
RRP: $345 (ZOLEO); RRP: $1145* (GO!) *sold by many stockists WEBSITE: www.beamcommunications.com
BACK in 1827, Allan Cunningham came through the Gwydir River area of northern NSW and camped beside the river with his entourage as they headed north looking for new pastoral land. Over the next few years more people followed and Bingara was subsequently founded in 1840.
As with most new settlements, locals started searching the outlying areas and gold was found a few years later along with other gems like rubies, garnets and a few diamonds.
Not long after, the word got out about another new goldfield and the town’s population grew, shops and pubs were built along with a police station, post office, flour mill and more. The gold and diamonds ran out by around 1950 and the miners, their families and shopkeepers moved on. At the time, the Bingara diamond field was Australia’s largest and most profitable, with the largest diamond found in the region being 37,000 carats.
These days it’s a quiet, slow town where travellers are welcomed and the locals friendly with advice and big hearts. On our arrival we headed straight to the local tourist info centre for some recommendations on where to stay and what to do. The local council has set aside areas in the heart of town where you can free camp beside the Gwydir River and farther east towards the massive Copeton Dam.
Being an ex-mining town, Bingara has set aside areas where you can freely fossick for gems, and the info centre has a map of where you can go. One of the biggest gold mines in Bingara (and the last to close just before 1950) was the All Nations, and only minutes from town in Hill Street you can get up close to its massive 10-head stamper.
Fully intact, you’ll be blown away with the size of this thing, but just for a minute stop and think about the logistics in getting this monster out here from England.
One of the best places to get an overall view of Bingara is from the HF Batterham Memorial Lookout on the eastern side of town. The narrow road leads you up several hundred metres to some of the best views of the area. You can make it a day out up here as there are toilets, barbecues and one of the area’s many bird-walking trails. These days, the town has an art deco feel due to the fully functional Roxy Theatre which was built back in the 1930s.
Bingara sits in a valley surrounded by several ranges and nearby Mount Kaputar (an old volcano active 20 million years ago), so weather conditions vary immensely from winter to summer. Frost is a common occurrence during winter, but that’s the best time to throw another log on the fire and enjoy the clear winter skies. Summertime is often hot and dry with four-million flies being a pain, so come prepared or just spend time in the nearby pool or the Gwydir River for cooling down.
COPETON DAM
FARTHER east, towards Copeton Dam are areas that can only be explored by 4WD. Copeton has free camping and some of the biggest cod in the state.
At the turn of the century, before the dam was a thought, there were massive mines in the area, including several arsenic and tin deposits. One of the more notable ones was the Conrad arsenic mine that has now been decommissioned and where rehabilitation works have taken place.
It’s pretty darn amazing to be able to wander around this area, gazing at the incredibly massive and solid timber structures that once lowered the workers deep into the mine in steel crates. Around the mine are relics left behind that include structures, boilers, concrete foundations and more.
Along the main mine road towards Copeton Dam, keep a lookout for the tunnel in the rock where the explosives were kept behind a thick steel and timber door maintaining them at a steady and cool temperature. There’s a series of tall, solid rock structures that ran cable carts away from the mine to dispose of the waste rock; and around the hills you can see other mines and tunnels, some with narrow trolley rail lines coming out of them.
Some of the better and more remote camping can be found nearby at the Gwydir River State Conservation Area. It has been broken into several sections but one of our favourites is the Salmon section below Copeton Dam. Entry is via the Inverell to Copeton Dam road through a nature corridor where sheep properties line either side.
Not a hard road into the area (allow an hour to travel the 20km) and best for most 4WDs with proper low range, but recommendations advise not to tow any kind of trailer down into the gorge.
The gorge road winds its way down pretty steeply towards the bottom, with plenty of switchbacks and narrow sections. Along the way take a break at the Boulders lookout where the views across the valley towards other tors and mountains are some of the best in the region. But just keep in mind there is absolutely no mobile reception out here, so safety first and stay back from the edges.
The terrain is steep and holds nearly no flora content apart from the cyprus pines that like the sandy soil in amongst the granite rocks. It’s not until you get down to the bottom of the gorge where the land flattens out a bit and you’ll see more native grasses and gums.
This area is also the home to several types of deer (although we saw none), feral pigs and ’roos. Right at the end of the track where it merges with the Gwydir River, the camping spots are to die for with water views and lots of flat areas for a swag or tent.
The river has a sandy base and the water is filtered to the max, crystal clear and perfect to soak in on those hot summer days. Along the river are loads of bottlebrush and other native flowering trees, the birdlife soaking up the area with plentiful insects and water.
Back in the day this place must have been popular as pit toilets were installed, but these days they are full of rubbish and are seriously leaning over about to collapse – to us it looked like there had been no maintenance done on these structures for years.
The Gwydir River rises west, on the cusp of NSW’s New England Tablelands, and the summers get extremely hot and the winters down to below zero, so the best time to head here would be either spring or autumn with cooler nights and warm days.
Throughout the region are plenty of huge granite boulders that over millions of years have been slowly breaking down due to wind and rain, depositing a sandy covering across the landscape. During periods of heavy rain these little ball-bearing-like grains of sand become pretty slippery and it is advisable to take care exploring if there’s a storm about.
There are no other 4WD tracks down in the gorge, making it a great place to unwind and enjoy the river in its natural beauty.
The Gwydir River region may not be as popular as other higher profile local destinations, but if you’re after something more out of the way and need to switch off, this spot will tick your boxes. It’s all about the history, hidden camping areas and relics that line this great area.