4X4 Australia

If you look at a map of western New South Wales, you’ll find Byrock marked neatly between Nyngan and Bourke on the Mitchell Highway. 

But search for the town itself and you’ll be hard-pressed to find much more than a single landmark: the Mulga Creek Hotel. In truth, Byrock and the pub are one and the same. This humble watering hole is the last surviving reminder of a once-busy staging post, and today it stands proudly as a beacon of hospitality in a harsh but beautiful landscape.

Back in the late 1800s, Byrock was alive with movement and noise. Cobb & Co coaches rattled through on their way between Bourke, Brewarrina and Cobar. The settlement boasted three pubs, a police station, a telegraph office and, later, a railway siding. Drovers, shearers, stockmen and coach passengers all stopped here for a meal, a bed or a stiff drink before pressing on into the outback.

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But like many country towns, Byrock began to fade when the coaches stopped running and transport routes shifted. People moved away, the buildings closed and the town all but disappeared. Today, only the Mulga Creek Hotel remains – a solitary building that carries the spirit of Byrock forward. It’s both a pub and caravan park, dining room and history lesson, and a reminder of how important these outposts have always been for those travelling the long, lonely roads of western NSW.

While the history is fascinating, the Mulga Creek Hotel is far from a dusty relic. The pub has recently been taken over by Brodie and Megan, a young couple who saw its potential to breathe new life into this historic stop. They’ve thrown themselves into the challenge with energy and passion, keeping its character intact while adding a welcoming warmth that makes travellers feel right at home.

For Brodie and Megan, it’s about more than running a business; it’s about preserving a piece of outback history and ensuring the Mulga Creek Hotel remains a vital stop for the next generation of explorers. Their fresh approach blends traditional country hospitality with a modern sense of community – and it’s evident the moment you step through the door.

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Despite its remote location, the Mulga Creek Hotel offers everything you need to rest and recharge:

It’s no five-star resort, and it doesn’t pretend to be. What you’ll find instead is clean, practical accommodation, good food and a genuine outback welcome.

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On the Mitchell Highway, the long stretches between towns can be tough going. Fuel stops, food and accommodation are spaced far apart, so places like the Mulga Creek Hotel are essential. But this pub offers more than just a practical break:

What makes the Mulga Creek Hotel truly special is the experience of staying there. Pull up a chair in the bar and you’ll soon find yourself chatting with truck drivers, grey nomads, station workers and fellow adventurers. Step out to the firepit and you’ll sit beneath a sky that feels impossibly vast, the Milky Way stretching overhead in dazzling clarity.

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It’s a simple place, but one that leaves a deep impression. The longer you linger, the more you appreciate that pubs like this aren’t just places to eat and drink – they’re vital lifelines connecting people across a vast and sometimes unforgiving landscape.

The Mulga Creek Hotel may be the last piece of Byrock still standing, but thanks to Brodie and Megan it’s far from the end of the story. Their enthusiasm is infectious, and their commitment to keeping the doors open ensures this outback pub remains a fixture for years to come. For travellers, that means a place to rest, refuel and reconnect; both with history and with each other.

The Mulga Creek Hotel is more than just a pub; it’s an outback institution – and the local post office. With a proud history dating back to the Cobb & Co days and a bright future in the hands of its young new owners, it’s a stop every traveller should make. Whether you’re camping under the stars, booking a room for the night or just pulling in for a cold beer and a hot meal, you’ll find yourself part of Byrock’s story – even if only for a night.

Essential information

MORE NSW travel yarns!

You’ve set your sights on one of Australia’s most iconic outback adventures – Cape York.

You’ve watched countless online videos showing the legendary obstacles, must-see destinations, 4×4-killing river crossings, massive beach-caught fish and, of course, heard one too many stories about croc attacks. Now you reckon you’re ready to hit the long bitumen stretches and tackle the rough, rugged and remote beauty that defines the geographical top of Australia.

Our own Mark Allen has just returned from an eight-week, 10,000km journey to the Tip and has plenty of tall tales, tips and hard-earned wisdom to help you – and your 4×4 – get there and back safely, and in one piece.

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Cape York: Reality vs online hype

This one’s a toughie – it depends which YouTuber, influencer or online expert you’ve been watching.

For most, their version of Cape York is a highlight reel of busted 4x4s – flipped, bogged, drowned and overloaded with every accessory under the sun – followed by trackside repairs, flatbed recoveries and all manner of mechanical carnage, all in the name of viewer numbers.

Yes, that can all happen – and sometimes does – but it’s the minority of visitors who suffer that fate. Generally, those who fall into one of the soon-to-be-mentioned categories of fools who tackle the outback are the ones who end up with damage. That’s not to say a well-set-up 4×4, driven carefully and sensibly, can’t still come a cropper. Any make of 4×4, and any aftermarket accessory, can fail. Remember Murphy’s Law? It bites hard, and always when you least expect it – usually in the most remote spot possible. That’s the risk we take as remote-area travellers.

What you can expect, though, is the experience of a lifetime: the sights, the driving, the touring, and the camaraderie of like-minded travellers all heading the same way, helping strangers just because that’s what you do out here.

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Will Cape York break your 4×4?

It doesn’t have to, but it sure has the ability to shake the living daylights out of your 4×4, bend metal, drown engines and shred what’s left of your sanity.

The Cape can be so harsh it’ll leave you vowing never to leave the comfort of your lounge room again. But it can just as easily be the spark that ignites a lifelong urge to explore every remote corner of this great land.

That’s what happened after my first visit back in 1991. I’m far from an expert on the region – I’ve only been to the Tip a handful of times – but I’ve always managed to avoid serious damage, both mechanical and mental. Just a few mud-splattered panels and a collection of mosquito bites to show for it.

What actually damages 4x4s on the Cape

Speed, weight and stupidity.

Taking your time with just about everything up on the Cape will go a long way towards keeping your 4×4 in one piece. Hit potholes too fast, slide around blind corners rally-style, charge headlong into deep water crossings or lose patience altogether, and you’ll soon find yourself parked trackside – or worse, strapped to the back of an expensive flatbed.

Yes, maintaining a bit of speed helps iron out corrugations, which in turn improves the overall ride of your 4×4. However, failing to spot and hitting the big holes or washouts is a surefire way to destroy your suspension. It’s an art – going fast enough to skim over long corrugated sections, but slow enough to avoid hammering the big hits. It all comes down to concentration and mechanical sympathy. Keeping a constant eye on the track ahead – both close and mid-distance – is vital to steer clear of the nasties.

Having the nous to remember you’re not driving a long-travel off-road racer, and treating your mechanical steed with care, will see even the most basic suspension setup survive the Cape.

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If you’ve got adjustable shock absorbers, use them. You might need to trial a few different front and rear settings for compression and rebound, but it’ll be worth the effort for overall ride quality. The same applies if you’re running airbags – adjust the pressure to suit your load and the track conditions.

By far the biggest adjustment you can make is to tyre pressures. Dropping them to suit the terrain will help your suspension – and the rest of your 4×4 – smooth corrugations into something more manageable. You’ll never completely eliminate the constant vibration, but getting your tyre pressures and speed right can take you from bone-jarringly punishing to just plain harsh – and there’s a big difference!

Keeping the loaded weight of your 4×4 as low as possible will go a long way toward helping your suspension and tyres cope with the punishment. If you’re at or over GVM, shed as much weight as you can before you even roll out of the driveway. Failing to do so can have dire consequences – anything from sagged suspension to a bent or cracked chassis.

Stupidity. Some people are born with it, some develop it over time, and others catch it from watching too many of the wrong online influencers. Some of these so-called online heroes have a lot to answer for – not only for the damage they do to their vehicles but also to the environment.

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Foolish people, or those making ill-advised choices, often emulate these uncaring influencers. Some of it comes down to speed (see my notes above), some to overpacking their 4x4s (again, see above), and some to poorly chosen accessories fitted to a 4×4 that’s being misused.

Say you’ve kitted out your 4×4 for extreme rock crawling at low speeds. I get it – I’ve done that and love it – but that’s not how you set up a well-mannered off-road touring machine. Horses for courses when it comes to accessories.

If you’re not sure, a simple tip is to make sure your suspension mods, tyre sizes and fitted accessories comply with the well-documented legalities. Overly tall or overly flexible suspension setups aren’t ideal for outback travel, and the same goes for excessively large tyre diameters. Sure, they look cool, but they place enormous stress on steering, braking and suspension components.

That’s not to say there aren’t quality aftermarket accessories that can be legally fitted to 4x4s – there absolutely are – but use your head and think about what’s really needed for off-road touring compared with extreme rock crawling.

Gunshot Creek: Do you really need to drive it?

Let’s devote some time to the most infamous 4×4 drop into the unknown that Cape York has to offer. That’s not to say it’s the only one – Palm Creek is every bit as gnarly, steep and scary as Gunshot – just not as well-known or spectacular.

In the two days we spent watching dozens of 4x4s tackle Gunshot, one thing stood out: you don’t need the biggest and best 4×4 to conquer this ultra-steep, eyes-wide-open, white-knuckle plunge into the slop. No siree. Most of the drivers who made it down without damage were in fairly basic, sensibly set-up rigs and relied on caution and care rather than brute force.

Yes, the highly modified trucks got through too, but the vehicles that tended to suffer damage were the larger wagons (Y62 Patrols, 200 Series LandCruisers) and big American utes, often with wide accessories like snorkels and bulky side awnings. Not because of poor driving or design flaws, but because of their sheer width – scraping down the banks and tearing off expensive bits. That’s an easy couple of grand in repairs once you’re home.

I’m not here to tell you not to do this crossing, but weigh the pros and cons before dropping in – once you commit, there’s no turning back. It’s one hell of a ride down.

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Crocs, stingers and insects: Real Cape York risks

You will get bitten while travelling around Cape York.

Treated with respect, the only thing that should bite you are mosquitoes and midges. As for crocs and stingers, they’re the real deal – both are highly potent threats. Sure, there’s a recognised stinger season, so it may be safe to swim when they’re not supposed to be around, but crocs don’t follow calendars.

There are warning signs at most waterholes shouting Achtung! about the dangers. Just because you or your fellow travellers haven’t seen one doesn’t mean they’re not there. Assume they’re always lurking – waiting patiently for an easy meal.

Prevention is the best way to deal with anything that might bite (or eat) you. For midges and mozzies, cover up, use repellent, and fit fine-mesh screens to your camping setup. It’s hard to avoid the bites altogether, but you can certainly reduce them. As for crocs, it’s simple: stay out of the water.

Cape York heat, humidity and staying alive

It’ll be hot and humid up in the Cape – how hot depends on when you visit, but there’s no escaping it.

If you don’t cope well with that kind of climate, or you tend to overheat or dehydrate easily, take extra care to stay hydrated and as cool as possible. Thin, long-sleeved shirts can help shield you from the harsh sun while keeping you a little cooler, and a broad-brimmed hat is essential. Whenever possible, avoid being out in the fierce midday sun – it’ll drain you faster than you think.

Is your 4×4 ready for Cape York?

You don’t need the toughest, most expensive, accessory-loaded 4×4 on the planet to conquer Cape York.

What you do need is a solid vehicle that’s mechanically sound, with everything in good working order and properly serviced. Any make, model or colour can make it to the Tip if it’s well maintained and driven sensibly.

When it comes to accessories, I always start with upgraded suspension suited to long-distance touring – a setup that can handle extra weight, improve ground clearance, and offer better articulation than stock. A dual-battery system is another must-have in this tech-heavy age. Running a fridge and charging your gear requires a system with the capacity to deliver power over extended periods.

No matter how good your 4×4 is, carrying essential spares is non-negotiable: fuel and air filters, belts, a selection of nuts and bolts, wire, tape for MacGyver repairs, and a quality tyre repair kit. Fitting decent tyres is equally important. Many factory tyres are only P-rated (passenger), so you’ll want LT-rated (light truck) rubber. No, you don’t need aggressive muddies – a good all-terrain tread is ideal for long highway runs, dirt tracks, water crossings and the inevitable mud you’ll face up here.

And, of course, you’ll need the tools to actually use those spares. A well-stocked tool kit can be the difference between a quick roadside fix and an expensive tow home.

Never leave home without a comprehensive recovery kit. That means traction boards, straps, shackles and a shovel as the bare minimum. If you’re running an electric winch, make sure you’ve got all the associated recovery gear too – and know how to use it. A bit of practice before the trip can save you a lot of drama later.

Finally, keep your vehicle weight as low as possible; the less you haul, the longer everything will last. And if you plan on tackling deeper water crossings, a snorkel is essential. A wading sheet is also a great idea for the really deep ones to help keep water out of the engine bay.

Are you ready for a remote Cape York trip?

A weekend local camping trip is easy. A week-long jaunt may test you. A month-long adventure really tests your wits if you’re not used to adverse conditions.

Our latest escape lasted a total of two months, with approximately three to four weeks spent in the Cape. Yes, it tested us – yes, we got hot and bothered – yes, we copped a few annoying mosquito and midge bites – yes, we got bogged and had to get ourselves out – yes, we had a few minor electrical issues that we’d been prepared for – and I replaced a dust-clogged air filter thanks to all the traffic up here.

Given that we’ve undertaken quite a few of these longer remote trips, we’re accustomed to the harsh conditions and revel in the solitude – the peace and quiet that’s only found far away from city or town lights. Not everyone has had that opportunity or even wants to attempt it regularly. So, if hitting the Cape is your first real outback or remote trip, be prepared for uncomfortable days and nights, blistering heat, dust, cold, rain and general discomfort – it’s not all Instagram-worthy!

Of course, that’s the hard side of it all; there’s so much positive to escaping the rat race by visiting Cape York – adventure, meeting like-minded people, fishing, bushwalking, history and simply living a more pared-back existence, making do with what you’ve got.

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Tall vehicles, rooftop tents and track access

Any vehicle taller than a standard 4×4 with a rooftop tent will make it to Cape York – with a few provisos.

4×4 trucks and those carting rooftop tinnies will strike branches on some tracks thanks to their extra height. Yes, you can walk alongside or ride on the roof with a machete or chainsaw to trim your way through, but given the long distances, it’s simply not feasible to clear some tracks entirely. We saw a few trucks snapping branches as they bullied their way through certain campgrounds.

Our 4×4-converted HiAce (Super Long Wheelbase, with high roof) is not only taller than a Troopy with a rooftop tent, but it’s also wider in the body and across the mirrors. Yes, we scraped our fair share of branches on some tracks – even badly scratched our awning cover – but we still managed to drive everywhere we wanted to. Anything higher than our van will have to avoid some routes. The only work we’ll have to do once home is a good cut and polish to remove a few scratches. 

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Cape York corrugations: How to survive them

Like magic, thousands of corrugations appear on some sections of dirt tracks regardless of how well maintained they are.

Blame it on poor shock absorbers, acceleration out of or braking into corners, or poor tyre-pressure choices. These corrugations are designed to test both your 4×4’s ability to withstand the shaking and not fall apart, as well as your mental strength to do the same.

Adjusting your speed and tyre pressures are the two most essential factors in achieving a smoother ride. Note to self: smoother, not smooth! No matter what you do, you’ll have to put up with horrendous corrugations at times during your trip to Cape York. For us, by far the worst were the southern and northern bypass tracks into Gunshot. Perhaps the week after, or the following season, or anywhere in between, those tracks might be as smooth as silk – or even worse. Track conditions vary quickly depending on the weather, traffic volume and the tyre pressures, habits and speed of that traffic. There’s no guessing what any track will be like the next time you tackle it.

For our 4.2-tonne, extra-long-wheelbase 4×4-converted HiAce, I found that sitting between 75 and 80km/h, with front and rear tyre pressures at 25 and 30psi, delivered an acceptable ride.

The safety trick is knowing when to hit the anchors to avoid larger dips, potholes, bulldust patches or lumps in the track. Hitting any of those at speed is a surefire way to end your holiday with damaged suspension, a bent or cracked chassis, failed roof-rack mounts, and doubly so for anything you might be towing.

Common Cape York 4×4 damage (seen first-hand)

Here’s my count of what I saw busted and broken trackside during my latest trip to the Cape.

Larger 4x4s fitted with extra-tall, ill-suited suspension – okay, it was a GU Patrol with extra-long-travel coils and no ‘top hats’ fitted in the rear to retain the coils at full droop. While getting a little cross-eyed tackling Gunshot, after a dozen or so other moderately accessorised touring 4x4s had conquered it, one coil popped free and wedged itself between the chassis rails and the tray.

A couple of hours’ work trackside by the young-gun owners and they were on their way, but the incident came down to choosing the wrong and poorly fitted accessories. Sure, it gives them plenty of stories to tell their mates back home or to online followers, but it also caused them stress and damage that need not have happened.

Nose dives and side damage at Gunshot – yes, this one crossing sure delivers its fair share of carnage to the unsuspecting, but it’s avoidable. I get it, there’s a little invisible badge to be worn when you can say you’ve conquered Gunshot, but some vehicles just shouldn’t try it given the inevitable damage they’ll suffer.

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Let’s get one thing straight – Gunshot isn’t a single crossing. The original line, about 50–100 metres from today’s near-vertical drops, is still in use and offers at least half a dozen entries, making for a far easier, less white-knuckled run to the bottom than the higher, narrower, more sphincter-clenching chutes you see online. Take your time and walk the options before you commit. Watch a few vehicles to gauge whether you and your 4×4 can make it down undamaged – and continue the rest of your journey to the Tip.

Then there’s Nolans – the crossing most likely to drown your 4×4. It’s deep, requires a specific in-water line, and has a soft bottom that can kill your momentum just when you’re picturing victory on the far bank. Getting stopped midstream at Nolans means water in the footwells, the cargo area, the electrics, the engine – and in your nightmares for nights to come.

Nolans can end your trip in a single compression stroke – a hydraulicked engine is game over, and recovery will cost you plenty. Walking the crossing, watching others go through, fitting a wading sheet, knowing the correct line and having help on hand if things go wrong will make a huge difference to how much damage you do – or don’t – cop at this notorious crossing.

Towing a caravan, camper or boat can seriously increase the strain on your whole setup. Many caravans are marketed as ‘off-road’, but each comes with its own limits. Most boat trailers, for instance, are built for quick trips to the local ramp – not thousands of kilometres of corrugations and punishing tracks. We stopped to help one traveller whose boat trailer had sheared an axle – a small, round-section unit with basic slipper springs – after only a few hundred kays of rough dirt. Not exactly the way you want to kick off a Cape York holiday.

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I’ll admit, we didn’t drive every section of the Old Telegraph Track. Not because we didn’t want to, but because I knew our 4×4 simply didn’t have the ground clearance for some of it. Considering the likelihood of damage, the cost of repairs, the distance from home, and the fact we were on a once-in-a-lifetime trip to the Tip as part of two months on the road, I wasn’t about to risk it all for a fist-pumping moment of glory.

Every driver, every 4×4 owner and every tourer needs the courage to say no when they – or their vehicle – aren’t capable of an obstacle, without worrying about embarrassment or ridicule. Having the sense to walk away shows more strength than blindly charging in and hoping for the best.

Follow that mindset, understand the consequences of every move you make off-road, stay prepared and drive with mechanical sympathy, and you’ll conquer Cape York unscathed.

MORE Queensland travel yarns!

To the Cape and back. Yes, Cape York – the very tip of Australia.

That’s almost 10,000km return from home, across every terrain imaginable: bitumen, sand, mud, rock and slop, with high temperatures but no snow. Tree roots and jagged rocks attack the sidewalls and try to pierce the tread, the 4.2-tonne GVM maxed out, giving the Falkens hell and mashing them into mother earth.

From walking pace to 110km/h; from bone-dry dust to slippery wet bitumen. This is one tyre test that’ll either make or break the new-to-Australia Falken AT4 rubber. It’s going to be brutal.

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Switching from Falken AT3 to AT4: What’s new?

I’d had the well-renowned Falken AT3s on our 4×4-converted HiAce for well over a year, clocking up around 15,000km across varied terrain without mishap or fault, and I’d been extremely happy with them — much like many other owners who swear by their Falkens.

So, to switch to an unknown tyre just weeks out from a major trip was a big risk. So many what-ifs, so many thoughts about what might fail. But hey, you only get one life — and pushing products to their limits, all in the name of testing, sure beats wondering about the adventures I might have missed.

So, off with the ‘Threes’ and on with the ‘Fours’, in the same dimensions (265/70R17), to test a tyre that wasn’t even due for its official release for another five months.

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Falken AT4 vs AT3

Aside from the ‘three’ being swapped for a ‘four’ on the sidewall, many wouldn’t immediately notice the outward visual differences between the two.

Of course, there’s no guessing the changes made beneath the surface — and those upgrades represent a significant step up from the outgoing design, making the new Falken AT4 a world-class tyre, one that’ll be hard to beat in any arena.

The tread pattern, while different, remains very similar to the AT3. In fact, many people who looked at our van didn’t pick the new rubber until they spotted AT4 moulded into the sidewall, did a double-take, and asked how the hell we already had these tyres in Australia.

While the tread pattern still carries the familiar interlocking C and S shapes, it’s been subtly redesigned with wider and deeper primary and outer blocks that should perform well in mud, rocks and other terrain where firm obstacles protrude from the track surface. Full-depth sipes allow greater water dispersion on the road throughout the tyre’s life, while the more rigid tread and strengthened carcass improve heavy-load carrying and towing characteristics. The reduced tyre squirm also keeps the whole show rolling true. I particularly noticed this difference on our high-duty, heavily loaded 4×4 HiAce compared with the outgoing rubber.

The 3-ply DuraSpec sidewall (on most sizes) is the standout and most anticipated upgrade on the new Falkens. This boost in built-in toughness proved its worth throughout our trip to the Cape, where we scraped more than our fair share of rocks and tree roots along rugged tracks — showing that the team’s design criteria not only met but exceeded real-world abuse and testing.

Since returning, I’ve washed the red dirt and mud from every inch of the HiAce and inspected the paint, panels, mechanicals and tyres for damage. I’d give the tyres a 9.5 out of 10 for the minimal damage sustained over our 10,000km test. There’s one small section of raised lettering on the front-right tyre that’s copped a nasty scuff from a sharp rock and is slightly damaged — but that’s a testament to the improved design and strength of these tyres. It wasn’t lacerated or punctured, as a lesser sidewall construction likely would’ve been. I also noted a few light scratches and abrasions in the tread blocks, but given the punishment these tyres have taken, that’s still a far better result than many others would deliver.

As for increased noise, despite the slightly more aggressive tread blocks, you’d be hard-pressed to notice any difference. The AT4s are certainly firmer, thanks to their sturdier construction, but that’s something I welcome in spades. Don’t get too caught up thinking that extra firmness will affect ride quality or on-road grip – most drivers wouldn’t notice much change. While that added rigidity is most apparent in the improved handling of a high-centred 4×4, I’ll take it any day for the extra control these tyres deliver.

Aside from the rugged tracks and searing heat we faced across almost every type of terrain, we also found ourselves weaving along long stretches of wet, cold bitumen that climbed into the mountains as we chased waterfalls through the hinterland. To my surprise, the AT4s handled those atrocious conditions exceptionally well.

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Verdict

Try as I might, I can’t find a bad word to say about the new and improved Falken AT4s.

Noise, puncture resistance, handling on our heavy 4×4-converted HiAce, and performance across all surfaces — on-road and off — have been superb. The four tyres in use show around 1mm less tread depth than the unused spare. There’s no point trying to extrapolate tyre life from that, but it certainly suggests a healthy lifespan, which will obviously vary depending on use.

Do yourself a favour next time you’re in the market for new all-terrain tyres and check them out. Don’t think for a second you’ll be comparing these Falkens to the big-name brands — they are a big-name brand. Prices will, of course, vary depending on the size you’re after.

Thanks to Falken for trusting us with a pre-release set of tyres on such a demanding run to the top of Australia and back — nearly 10,000km all up — and the AT4s handled everything superbly. This wasn’t a one-week play on a few dirt tracks and a run to the local shopping centre; it was a full-on torture test that delivered exactly what we all want to know.

Can the product survive? The answer is a resounding yes: the Falken AT4 has conquered the Cape.

MORE Wheel and tyre reviews!

The popularity of full-size American pick-up trucks has grown rapidly in Australia over the past decade. With factory-backed conversions now coming from the US Big Three, along with the introduction of the Toyota Tundra, Aussie truck buyers have more choice than ever.

The boom in US truck imports has sparked a corresponding rise in locally available aftermarket gear from specialised Australian companies. If you thought the range of accessories for Aussie 4x4s was impressive, you’ll be blown away by the sheer scale of the US aftermarket industry. While getting that gear shipped here used to be a costly and time-consuming process, Australian distributors now import and stock a wide range of US products ready to fit to your truck.

One such company is Queensland’s Rugged USA Imports, which brings in and sells brands such as KC Lights, Gen-Y Hitch, Camburg, BDS Suspension, Fox Racing, Swing Case, Switch Pros and many more.

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“To open up the market for quality parts and accessories direct from the USA, our company, Rugged USA Imports, is the direct importer working with a range of partners throughout the USA,” Rugged’s Chris Roach told us.

Chris has owned his fair share of US trucks over the years and wanted to create a better way for Aussie owners to access quality products for them. While most of his trucks have been from the Big Three US manufacturers, the arrival of the Toyota Tundra presented new opportunities. Australians love a Toyota 4×4, and the Tundra promised to be a popular addition to the segment – even if sales so far haven’t quite reflected that.

Chris knows all too well that the best way to spark interest in a vehicle is to show potential buyers what’s possible – how good it can look and perform when fitted with the right high-quality accessories and equipment.

“We were lucky enough to get our hands on the Tundra very early, which gave us an edge in the accessory market – building this truck into a beast and showing off what we’ve installed,” Chris said.

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Suspension, wheels and lift

While the American trucks coming to Australia are generally well specified and big in stature, that doesn’t mean there’s no room for improvement. They might be huge in size, but in standard form they sit quite low to the ground, being built more for general use than serious off-road action.

One of the first things to address – and an easy way to make these trucks look a whole lot better – is to get them sitting higher off the ground. This is achieved with replacement suspension and taller tyres.

Camburg Engineering is a US company well known for its off-road suspension systems – particularly those for Toyota models. It also happens to be one of Rugged’s key suppliers, so it’s no surprise to find Camburg’s premium gear underneath Chris’s Tundra.

Camburg’s Toyota Tundra King 3.0 IBP KINETIK Series kit pairs the company’s billet upper control arms with King’s 3.0 adjustable internal-bypass, position-sensitive front coilovers, delivering a plush ride over harsh terrain and superior body control.

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Rear setup and load-carrying hardware

Camburg’s KINETIK Series billet lower trailing arms add extra axle travel at the rear, where they’re matched with a set of King 3.0 shocks.

This isn’t one of those outrageous suspension and tyre setups you see on US trucks at the SEMA Show, but rather a well-engineered and precisely built kit using premium King shocks for ultimate off-road performance.

A set of 17×9 Innov8 G400 alloy wheels wrapped in 35-inch Yokohama muddies connect the suspension to the scrub. A fifth wheel and tyre are mounted on the back of the truck via an Ultra Hitch swing-out carrier from Rigid Supply – another product imported by Rugged.

Also from Rigid Supply, and tucked in behind the wheel carrier on the back of the Tundra, is a SideHack mount for carrying fuel cans and other accessories. There’s also a drop-down table from Rigid neatly fitted back there.

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Bed, storage and touring accessories

In the cargo bed there’s a Big Days chase rack setup, plus a TrailBreaker motorcycle mount supporting the KTM and another bike mount from the same company. You’ll also spot the GME aerial on the Big Days rack, linked to the UHF radio in the cabin. Under the back of the tray sits a Gen-Y Mega-Duty drop hitch, ready for towing heavy trailers behind the lifted rig.

With the spare wheel relocated to the tailgate, the OEM spare-tyre space now houses a 52-litre Trail’d Boondocker water tank. The tank is specifically designed to fit that location as a direct replacement. An electric pump delivers the H₂O to the outlet – perfect for a quick rinse after a hot day on the dirt bike, or for washing off the mud before loading it back into the tray.

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Lighting, electronics and factory drivetrain

Another brand imported by Rugged is Diode Dynamics, a lighting company you may not have heard of in Australia.

Its LED lights are used extensively on the Tundra, starting at the front end where they’re mounted in the TRD grille kit, along with ditch lights and reversing lamps. All of the auxiliary lighting and other electrical accessories are controlled via a Switch Pros RCR Force 12 switch bank.

With its premium suspension, lighting and accessories, Chris’s Tundra has been built for capable and comfortable touring or a weekend escape. It’s no over-the-top SEMA Show truck. As such, the drivetrain remains as Toyota built it – a turbocharged V6 petrol engine boosted by a hybrid system and backed by a 10-speed automatic transmission. With almost 800Nm on tap from the factory, Chris saw no need to mess with Toyota’s setup.

While the Tundra brings Toyota’s 4×4 ability and reliability to the full-size truck market, Rugged USA Imports delivers the gear needed to kit it out for Australian conditions – whether your truck’s built for touring, tackling tough tracks or putting in a hard day’s work.

All of the brands and products fitted to Chris’s Tundra are available through Rugged, and most are available to suit other rigs as well.

MORE Tundra news and reviews!

Australia’s most remote 4×4 adventure demands grit, patience and plenty of fuel.

Every kilometre tests your planning, your rig and your resolve, but the northern Canning Stock Route rewards those who make the journey with raw, untouched beauty and camps that linger in memory long after you’ve left.

From tranquil desert lagoons to sweeping sand dunes, each stop offers a unique slice of the outback. Whether it’s a night under a sky blanketed with stars or a quiet morning by a waterhole, these five standout campsites showcase the best of what the route has to offer. They’re more than just stops; they’re experiences that deserve a place on every traveller’s bucket list 👇

JUMP AHEAD

Stretch Lagoon: Where desert meets water

The beginning of the northern Canning Stock Route feels more like a secret oasis than a typical outback desert. 

Near Billiluna, Stretch Lagoon is the perfect place to ease into the rhythm of this legendary adventure. Paperbarks fringe the edges, the water mirrors the vast Kimberley sky, and birdlife is abundant – you’ll likely wake to the calls of whistling kites and flocks of corellas.

Campsites are scattered along the banks, offering a mix of open areas for groups and more sheltered nooks for those chasing solitude. It’s the kind of place where you can set up early, crack a cold one and let the calm sink in before the CSR’s challenges begin. The lagoon reflects pastel dawns and fiery sunsets, making it one of the most photogenic camps before you push deeper into the desert.

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Stretch Lagoon is also your last decent shake-down stop before you truly commit to the CSR. It’s a good chance to double-check your kit, tighten straps and mentally prepare for what lies ahead. Spend a night or two soaking in the tranquillity – you’ll be glad you did, because the road ahead is unforgiving.

Well 49: History written in dust

Just off the main track, Well 49 is one of those rare CSR stops that rewards you with both history and comfort. 

The restored well sits beside a shaded claypan fringed with gums, making it a popular camp for good reason. It’s easy to see why travellers pull in and stay a little longer – water, shade and a strong sense of place are in short supply along the route.

Well 49 is also home to the Lambu Ranger Station. If it’s manned when you arrive, expect to have your permit checked. It’s a good reminder that travelling the CSR means crossing Aboriginal land, and permit fees go back into caring for the wells and surrounding country. Rangers can sometimes provide updates on track conditions, water quality or news of what lies ahead, making a chat with them well worth your time.

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History is never far away here. Jack Smith’s grave lies a couple of clicks west of the well, marking the resting place of one of the early drovers who worked this remote country. Smith was a well-known figure on the early 20th-century stock routes, remembered for his toughness and skill in managing cattle across the unforgiving desert landscape. He passed away aged 70 after falling from his horse, and visiting the grave provides a tangible connection to those who shaped life on the Canning Stock Route long before four-wheel drives arrived.

Timing your arrival makes a big difference. By mid-afternoon, the main camping spots can be busy, especially during peak season when convoys are moving north or south. Arriving early gives you the best chance of securing a flat spot near the well and ranger station, where you can set up camp, sort your gear and enjoy a quieter stretch before evening falls.

The well itself has been beautifully restored, hinting at the tough days of the stockmen who once relied on it. You can almost picture drovers pausing here with their cattle before pushing deeper into the desert. Today, it’s four-wheel drivers who gather, swapping yarns around the fire as galahs roost in the gums and the desert night closes in.

Well 46: Desert silence

Push another 100km or so along the CSR and you’ll find one of the most serene camps on the northern track. 

Well 46 sits amid open plains dotted with white gums, offering a rare mix of shade and character in the desert. The well itself holds good drinking water, though drawing it by hand can be tricky. Travellers often share the task or wait for company to lend a hand – a subtle but welcome bit of social interaction along this otherwise remote route.

Camping here is highly regarded among four-wheel drivers, not just for the water but for the chance to pitch under the gums. They provide modest shade through the day and a natural frame for sunsets, casting long shadows across the sand and grasses as evening approaches. It’s the kind of spot that encourages you to slow down, check over the rig and soak in the unique desert stillness.

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Wildlife can appear at any hour. On my visit, a lone bull camel grazed nearby at dusk and again at dawn, unbothered by human presence. Galahs, corellas and other desert birds are frequent visitors, adding colour and life to the quiet plains. Watching a camel move silently through the sparse vegetation is a reminder of the desert’s resilience – and its quiet surprises.

Practicalities here are simple but important. Flat, open spaces make it easy to roll out swags or pitch tents, and there’s plenty of room to spread out. The silence is profound, broken only by the wind through spinifex or the occasional call of a bird. For those seeking solitude and an authentic desert experience, Well 46 is one of the northern CSR’s most rewarding stops.

Bush camp in the dunes: True desert freedom

One of the joys of the CSR is that you don’t always need a formal campsite. 

Some of the most memorable nights are spent bush camping among the endless red dunes. The stretch between Wells 46 and 38 offers ideal opportunities – just pull off the track, find a flat patch and set up under the stars.

There’s nothing quite like it. With no one around for hundreds of kilometres, you have the desert entirely to yourself. The sand glows deep orange at sunset, fading to purple as night sweeps in. Spinifex sways in the evening breeze and the silence is absolute. A simple fire, a swag and the company of the stars make this the Canning at its purest.

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Bush camping demands responsibility. Follow Leave No Trace principles: carry out all rubbish, dig toilet pits well away from the track and avoid disturbing the fragile dunes. Respect the desert and it rewards you tenfold.

The freedom is addictive. Wake early and watch the first rays of dawn light up the dune crests while the chill of night still lingers. The vast open spaces, immense skies and total absence of human noise combine to create an unforgettable experience. Nights are silent, and the solitude gives you time to reflect on the journey so far and mentally prepare for the tracks ahead.

Well 33: A welcome resupply stop

After days of remote desert travel, rolling into Well 33 feels like stumbling into civilisation. 

Located near the Kunawarritji Community, this spot is more than just a campsite – it’s a crucial resupply point where you’ll find fuel, food and a hot shower.

The campsite itself is basic but welcome, with cleared areas for vehicles, a drop toilet and access to clear, clean water. The real drawcard, though, is the water tank fed by the windmill. Many travellers stop here to wash clothes and enjoy a proper rinse. After days of corrugations, sand and dust, a chat with fellow adventurers feels like pure luxury.

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The Kunawarritji Community Store stocks essentials (and often a few treats), while 24/7 fuel bowsers make it simple to fill up. For many CSR travellers, Well 33 is the only chance along the entire route to touch base with people outside their convoy.

Despite the amenities, it’s still very much an outback camp. Nights are quiet, the stars are brilliant and the desert feels close by. Yet it’s also a place of safety – a reminder that even in the middle of nowhere, people live, thrive and support those passing through. Birds flock to drink from the tank overflow, and the occasional dingo might wander in for a sip.

For those tackling the CSR solo or running tight on fuel, Well 33 is a godsend. Stock up, check over your rig and swap notes with other travellers before plunging back into the desert.

Planning your CSR trip

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Top 5 CSR driving tips

  1. Drop your tyres early: Don’t wait until you’re bogged. Lower pressures to around 20psi for sand and dunes – it’ll save your rig, the track and your stress levels.
  2. Fly the flag: A sand flag on the front of your vehicle is mandatory. Cresting dunes without one is asking for trouble.
  3. Call it out: Use UHF channel 40 and call before climbing dunes or approaching blind sections – “Northbound, cresting dune.” It’s simple, effective and could save a life.
  4. Mind the corrugations: They’ll test your suspension and your patience. Drop speed, avoid overloading and check mounts and bolts each night.
  5. Respect the track: The CSR is remote and fragile. Stick to existing wheel ruts, never bypass bog holes by carving new tracks, and leave camps cleaner than you found them.
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Verdict

The northern Canning Stock Route is tough country – corrugations, sand and searing remoteness will test you and your rig every single day.

In return, it delivers experiences found nowhere else on earth: sunsets blazing across red dunes, silence so deep it hums, and nights beneath more stars than you thought possible. These five camps – from the oasis of Stretch Lagoon to the wild freedom of a dune bush camp – are highlights along the way, places where the magic of the CSR comes into sharp focus. Whether you crave history, solitude, wildlife or simple comforts, they deliver.

For four-wheel-drive adventurers, camping on the Canning isn’t just about finding a place to sleep – it’s about living a slice of history and carving your own story into Australia’s wildest desert track.

MORE Is the Canning Stock Route the greatest 4×4 trip in Australia?

Australia loves a well set-up ute. In fact, three of the top five best-selling vehicles here are utes.

The popularity of the humble utility has long been unmatched – and still is. Fair enough too. Few vehicles can compete when it comes to all-round versatility, scope for modification and sheer toughness for tackling this wide brown land’s most remote tracks. And as you’d expect, ute canopies are booming in popularity too.

What was once limited to a simple fibreglass shell bolted to the top edge of a styleside tub has now evolved into full slide-on canopies or frame-mounted units. They’re available in steel, aluminium or even high-end composites like carbon fibre. You can opt for an all-Aussie build or an imported job, and the fit-out options are almost endless. In fact, there are probably more ways to customise a canopy than there are TikTok dance trends — and if you’re too old to get that reference, consider yourself lucky.

So, here’s what you need to know when it comes to buying your next ute canopy 👇

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Canopy or tub topper: what’s right for your ute?

This is often the first big choice to make: do you go for a canopy that fully replaces your existing tub, or stick with what you’ve got and simply bolt on a shell over the top to create a sealed, weatherproof space for your gear?

There’s no right or wrong answer here – it’s all subjective – so let’s run through a few pros and cons of each option. With a canopy you get a fully sealed “box” customised to your needs. They don’t leak, they’re more dust-resistant and often weigh less than a steel tub and topper – saving you all-important GVM kilos. Side access is also far better, with most canopies featuring gas-strut-assisted doors on either side. The downside? They generally cost more.

A tub-topper is (relatively) straightforward to install, gives you far more usable space than a bare tub and – unlike most canopies – still allows rear access (though to be fair, there are a few three-door canopies on the market, such as Australian Performance Boxes and EZToolbox). However, compared side by side, a dedicated canopy will generally offer more internal space than a tub-topper.

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Frame-mount vs tray-mount: Choosing the best fit

So you’ve decided on a tub-replacement canopy. The next choice is whether to have a flat tray with the canopy mounted on top, or go for a direct frame-mount canopy.

Again, it comes down to your needs – but the short answer is to go for a tray-mount if you’ll need to remove the canopy. For example, if you’re hauling tools during the week, you can pull it off in the garage on Friday arvo and load up the dirtbikes for the weekend. If removal isn’t a requirement, then a frame-mount canopy is the clear winner. Less weight and more space – what’s not to like?

Alloy, steel or composite: Picking your canopy material

This choice usually comes down to weight and cost.

As a rule of thumb, aluminium is about two-thirds as strong as steel and one-third the weight, so thicker-gauge sheets can be used to retain strength while still saving a significant amount of kilos. Alloy also won’t rust – though it’s often more expensive. Does that mean alloy is the best option? Absolutely not. There are plenty of great steel canopies out there, and if you want something that can take a knock and is super-easy to repair, steel makes a lot of sense.

And because it’s no longer 1987, more modern composites such as glass-reinforced plastic and carbon fibre are increasingly being used – Mode Canopies, for example, offers all the strength of an all-metal unit at a lower weight, which is hard to complain about.

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Aussie vs imported canopies: Where to buy

There are plenty of high-quality units being built and imported from overseas – to say otherwise would be wrong.

Anything made in China, or anywhere else, is manufactured to a design and a cost. If the company you’re buying through has specified a high level of quality and functionality in their design, that’s exactly what you’ll get. So it definitely pays to shop around.

That said, buying Australian-made can save you the research and let you hand over your hard-earned knowing you’ll get a top product. Companies like Norweld, Concept Canopies and MITS Alloy are setting the global standard for canopy manufacturing – and with good reason. If quality is your number-one priority, this is the end of town you should be shopping in.

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External gear: Racks, awnings and accessories

Once you’ve chosen your canopy brand, it’s time for the fun stuff.

The list of gear you can mount on the outside is as long as your arm – and, as always, it comes down to your specific needs. Racks, ladders, awning mounts, solar panels, fuel-can holders, tyre carriers, rooftop-tent mounts, hi-lift jacking points, underslung toolboxes, fuel/water/air tanks, cameras and lights are all common inclusions. The best part is the level of customisation. There’s very little that can’t be tailored to your exact requirements.

Internal extras: Storage, power and convenience

That theme continues inside, too.

Complete lithium battery systems can be fitted under floors or behind false walls – and expanded into full kitchen, fridge/freezer, lighting, monitoring, charging and entertainment systems. Other popular inclusions include drawer set-ups, wall mounts for tools and recovery gear, and dedicated storage for items such as surfboards, chainsaws or even ATVs. We’re also seeing more modern conveniences in camping canopies these days. Dedicated espresso machines, shower tents and induction cooktops are no longer uncommon.

Having a ute canopy – no matter the design, the material or the country of origin – gives you the best possible platform to build your ideal camping and touring set-up.

Think of it as a blank canvas on which you can create just about anything you can imagine. And when you’re done, make sure you send us a few pics.

MORE The best canopies in Australia in 2025

There’s some gear you naturally get excited about – fridges, rooftop tents, winches, tyres – and then there’s the stuff you don’t expect to care about … until they quietly earn a permanent spot in your setup. Ezee Freeze reusable ice cubes have done exactly that. 

Full disclosure, I run the lot: A 12V fridge, dual batteries, solar panels and lithium systems. I’m not the typical target audience for these ice cubes. But over the past few months, I’ve tested both the white and multicoloured Ezee Freeze cubes in various sizes on day trips, fishing runs, photo shoots, and even at home. And I now understand why so many people rate them highly.

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First impressions and build quality

At first glance, reusable plastic ice cubes don’t sound particularly exciting – but opening the box changes that.

The colours are bright and well-finished, the clear cubes look polished and premium, and the multicoloured ones are perfect for camp drinks when someone inevitably asks, “Oi, where’d you get those?”

The cubes are packaged neatly and feel solid in the hand – they don’t have that flimsy novelty vibe that splits open at the first knock. Made from BPA-free, food-safe plastic and filled with purified water, they have no chemical taste or plastic smell and are safe for kids and families. Heat-sealed to survive thousands of refreezes, Ezee Freeze cubes prevent the need for constant ice runs and eliminate messy Eskies. 

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Real-world performance

Ezee Freeze claims the cubes stay frozen for up to 48 hours in an Esky – and in practice, they deliver. 

Naturally, constantly opening a cooler in hot conditions will soften them faster, but for standard weekend trips they remain firm and usable for two days. I’ve tested them on long beach runs, fishing sessions, and even hundreds of kilometres bouncing around in the back of a ute.

Not everyone has a high-end 12V setup. For budget builds, weekend warriors, beach rigs, fishing utes, touring wagons and swag setups, Eskies are still king – but melted ice brings its own problems. Ezee Freeze keeps drinks cold, food dry, and the Esky clean. No puddles, no floating meat, no sweaty cheese and no constant draining.

These cubes aren’t just for 4WD trips – they’ve also become useful for lunchboxes, beach days, boat trips, picnics, barbecue prep, and entertaining at home. Mesh storage bags make rinsing and storing easy. Freeze, use, refreeze, repeat – less plastic waste, less water wasted and no mess, all without feeling forced or overcomplicated.

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Durability, support, and who it’s for

There are plenty of cheaper knock-offs on the market, but Ezee Freeze stands apart.

BPA-free plastics, purified water, proven 48-hour cooling, consistent quality, Aussie support, and local shipping make a difference. I’ve thrown these cubes in and out of Eskies, left them in the sun, packed them under food, rattled them on corrugations, and even dropped them on concrete – no cracks, no leaks and no failures.

Ezee Freeze isn’t a fridge replacement. For long-term touring, full-time camping or controlled-temperature storage, a 12V fridge is still the way to go. But for weekend trips, beach days, and Esky-based setups, these cubes improve the experience, reduce mess and waste, and save money and time. 

Final verdict

The best gear isn’t always the most expensive or flashy – sometimes it’s the items that quietly make life easier. 

Ezee Freeze reusable ice cubes work as advertised; stay frozen for up to 48 hours; are reusable, economical, eco-friendly and built for real outdoor use; and they’re backed by reliable Aussie support. If you run an Esky, this is a product you’ll genuinely appreciate.

Pros

  • Stays frozen up to 48 hours in real-world use
  • Reusable and built to survive thousands of refreezes
  • Keeps Eskies clean and dry – no puddles or soggy food
  • BPA-free, food-safe, and family-friendly
  • Compact, colourful, and durable for real outdoor use
  • Eco-friendly and reduces single-use ice waste
  • Aussie support and reliable shipping

Cons

  • Not a replacement for a 12V fridge on long tours
  • Performance can drop if constantly opening the esky in extreme heat
MORE Info at Ezee Freeze

Bri Voto bought her 2006 Nissan GU Patrol in 2018 when she was just 19 years old. At the time, she had almost no 4WD experience – she couldn’t even identify a diff. What drove her was a passion for camping and off-road adventure.

The Patrol quickly became both a challenge and a teacher. Technical tracks, broken diffs, twisted axles and failed tail shafts forced Bri to learn repairs herself, with support from the 4WD community. Over time, she developed the skills to maintain, repair and eventually customise her own vehicle.

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Experimenting with set-ups: Wheeling vs Touring

Over the years, Bri experimented with multiple setups: Different tyre sizes, Superior Engineering kits, twin-locked diffs, reduction gears, and balancing off-road toughness with touring practicality.

At first, the goal was to make the Patrol capable of both serious wheeling and long-distance trips. The camping setup included a custom tray and canopy, rooftop tent (RTT), awning and 12V system. The off-road setup included big tyres, reduction gears, twin locks, and bar work. In practice, the two priorities clashed – the canopy had to be removed for heavy wheeling, creating inconvenience and safety concerns.

This experience taught Bri a key lesson: What looks good on paper doesn’t always work in the bush. She refocused her build into a practical, purpose-driven setup, which she describes as a “Temu version of a trophy truck” – tough, capable and functional.

Practical custom build: Weekend Trophy Truck

After more than seven years of tinkering and testing, Bri’s GU Patrol has become a weekend wheeler that balances off-road performance with touring convenience. The build focuses on functionality, road legality and durability, while still looking distinctive.

Rear tub and camping setup

Protection, styling and lighting

Interior comfort and electronics

Driveline, suspension and off-road gear

Engine and performance

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Lessons learned from the GU Patrol

Bri Voto’s GU Patrol is more than a vehicle – it’s a record of hands-on learning and real-world experience. Every diff repair, axle swap, and modification came from testing in the bush.

Today, it’s a capable, practical, and visually distinctive weekend trophy truck, built for those who actually use their 4WD off the beaten track. It proves that with patience, knowledge and trial-and-error, a 4WD can handle serious adventure and everyday touring with equal ease.

MORE Tour-ready Hilux: Lifted, turbocharged, and street legal

When it comes to tyres, every four-wheel driver knows they can make or break a trip. You can spend thousands on suspension, accessories and recovery gear, but if your tyres aren’t up to the job, you’ll come unstuck fast.

For the past 25,000km I’ve been running Kumho Road Venture MT51 (265/60R18) mud-terrain tyres on my Isuzu D-MAX, and they’ve seen just about everything Australia can throw at them. From the rocky climbs of the Victorian High Country to the endless sand of the Canning Stock Route, they’ve performed faultlessly – and, more importantly, they’ve given me the confidence to keep pushing further.

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Where they’ve been put to the test

I don’t baby my tyres, but I do respect them. Over the past 25,000km, the Kumho MT51s have seen:

In every one of these environments, the MT51s have handled themselves perfectly. Robustness, grip, stability and wear have all been impressive – and considering the mix of terrain, that’s no small achievement.

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Tread pattern explained

These are proper mud-terrain tyres. The MT51s are built for mud, rocks, loose soil and extreme off-road conditions. The tread pattern is aggressive, with deep, blocky lugs, and the sidewalls are reinforced to resist cuts and damage. If you plan to spend time in dense mud, clay or steep, rocky terrain, these are the tyres you want.

Selecting the correct tyre pressure

One of the biggest lessons I’ve learned over years of touring is that tyre performance isn’t just about tread pattern – it’s about pressure management. The MT51s are excellent, but only when set up correctly for the terrain.

On the Canning Stock Route, I ran them at 20psi through the soft desert sands and dunes. The tyres floated beautifully over the surface, giving me the grip I needed without digging in. In the Victorian High Country, lower pressures were supported by the side biters and three-ply sidewalls, adding strength and stability on rocky climbs. On NT beaches, dropping them down gave me confidence to cruise the soft sand without getting bogged. In the Mary River region, I adjusted pressures depending on whether I was battling bulldust, mud or sandy tracks.

The D-MAX’s built-in tyre pressure monitoring system has been invaluable, providing constant pressure readings and temperature feedback. If a tyre starts heating up too much, I know it’s working harder than it should – a clear sign to add more air. On long corrugated roads, that feedback can be the difference between a trouble-free run and shredded rubber.

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Rotation, checks and maintenance

The MT51s have now clocked 25,000km, and wear has been extremely even. I put this down to a strict but simple routine:

These habits ensure the tyres are always in peak condition, which is probably why they remain in such excellent shape after traversing varied terrain. The sidewalls still look solid, the tread blocks are holding their edges, and there’s plenty of depth left.

On-road performance

Most of us still spend a fair chunk of time on the bitumen. A tyre can be brilliant off-road, but if it drones like a jet engine or feels vague on the highway, it’s a deal-breaker.

On road, the Kumho MT51s are rougher than a standard all-terrain, but surprisingly tolerable for what they’re designed for. Road noise is more noticeable due to the deep lugs, but it’s manageable unless you’re actively listening for it. Handling is predictably firm – especially through corners – and wet grip is noticeably better than many other mud-terrains I’ve used. I’ve covered thousands of highway kilometres between trips, and they haven’t given me a single moment’s doubt about control or safety.

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Off-road performance

Where the MT51s really shine is once you leave the blacktop. In the Victorian High Country, I tackled sharp, rocky climbs and loose shale without issue. The tyres gripped consistently, and the tread blocks and side biters took a pounding but came through intact.

On the Canning Stock Route, the combination of sand, corrugations and sheer remoteness is the ultimate tyre test. Running them at 20psi, they floated across the dunes and stayed composed over the corrugations. Despite two weeks of constant punishment, I didn’t suffer a single puncture or sidewall issue – and that reliability alone is worth its weight in gold when you’re hundreds of kilometres from help.

In the Mary River National Park, the mix of bulldust, soft sand and muddy sections gave the MT51s a proper workout. They dug through deep mud, held traction in slippery clay and handled soft sand with ease – provided pressures were right. And in Litchfield National Park, the tyres managed red dirt, river crossings and rocky trails without complaint. Even on NT beaches, where soft sand can swallow vehicles whole, the MT51s performed beautifully.

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Tyre life and value

With more than 25,000km under them, I’m impressed at how well they’ve held up.

Even with constant rotation and careful pressure management, tyres that see this variety of terrain often start looking rough around the edges. The MT51s still look solid and have plenty of tread left, giving me confidence they’ll easily push past 50,000km – depending on how harshly you treat them.

Considering the MT51’s price point compared to premium mud-terrains, they represent excellent value. You’re getting a serious off-road tyre that can handle desert, rock, sand, clay and highway without paying extra just for a brand name.

Verdict

For me, tyres are all about confidence. When I’m tackling the Canning Stock Route solo or dropping into a steep High Country track, I need to know my tyres will hold up. After 25,000km across some of Australia’s harshest and most varied conditions, the Kumho MT51s have more than earned my trust.

The MT51s have proven robust and exceptionally durable. The strength of their carcass construction is evident in the twin steel belts, polyester casing, jointless nylon cap ply and three-ply sidewalls. The tread compound offers strong cut and chip resistance, and the blocks have held their shape remarkably well.

They are noisier on the highway than all-terrains, but that’s expected. Off-road, they’ve been sure-footed in mud, strong in sand when aired down, grippy on rock and resilient over corrugations. With sensible pressure management, regular rotations and a watchful eye on condition, they’ve delivered everything I could ask for in a mud-terrain touring tyre.

For anyone chasing a reliable, great-value mud-terrain that won’t let you down when the going gets tough, I can confidently recommend the Kumho MT51. They prove you don’t need to spend top dollar to achieve top performance.

MORE More info at Kumho

The Cloncurry region in the heart of Queensland’s outback has always fascinated me, though I’ve never really stopped to dig deep. 

Explorer Robert O’Hara Burke and his ill-fated expedition passed through here back in 1861 on their race to the Gulf of Carpentaria. They crossed the Selwyn Ranges at the height of summer – a great relief for Burke, whose camels were bleeding and exhausted from the rough terrain – but soon faced wet-season rains and monsoonal heat. He named the Cloncurry River after a good friend in Ireland, and it was after following the Cloncurry into the Flinders River that the party made its furthest northern camp, number 119.

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Why Cloncurry deserves more than a drive-through

Today it’s a rich mining town sitting in the shadow of Mount Isa, 120km away – with just as much to see and do, but without the crowds.

The first port of call in Cloncurry for any visitor should be the Unearthed Visitor Information Centre on the eastern side of town. Set on several acres, there’s plenty to see and do, with old mining gear, restored buildings and a fascinating museum inside the main centre.

The old police station on site was originally located miles away at Oona Siding. Built in the early 1900s, it was later pulled down and moved to the small township of Dobbyn, near the Mary Kathleen mine site. It received a full refurb when it was relocated to its current position and is now filled with memorabilia from that era.

MORE Alroy Station: Gateway to Eulo and the Queensland Outback
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Chinaman Dam, lookouts and local mining history

No visit to Cloncurry is complete without a trip to Chinaman Dam for a picnic, a spot of fishing, or – if you’ve brought a boat – a chance to explore the dam itself.

A good viewing point to take in the town, surrounding country and mine sites is the Chinaman Creek lookout and water tower. It’s a great vantage point offering 360-degree views and some fascinating local history panels. In 1867, Ernest Henry explored the area in search of grazing land but, to his surprise, discovered large deposits of copper.

Today, the Great Australian Mine named in his honour still produces high-grade ore. Cloncurry was also the site of a major air force base during the Second World War and is famously where the Royal Flying Doctor Service was founded in 1928. John Flynn chose Cloncurry for its central location near mining camps and pastoral stations – back in the early 1900s, it boasted the largest cattle-selling yards in north-west Australia.

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Mary Kathleen, Corella Dam and the Ballara Mining Trail

Most people who travel the road between Cloncurry and Mount Isa to the west know about Mary Kathleen – the now-closed mining town that was literally auctioned off after the nearby uranium mine fulfilled its quotas, never to reopen again.

Midway between the two towns, it sits in the stunning Selwyn Ranges, where Clem Walton and his mate Norm McConachy discovered uranium while prospecting in 1954. Over the years, a town was established to cater for families and workers, but when all contracts were filled by 1982, the town was dismantled and sold off. Rehabilitation works began soon after at significant cost – and the project even won an environmental award for its success.

Today, it’s a free camp where you can literally park on the old house slabs and set up for a week to explore the area, or drive out to the old mine pit, which has since filled with water. The deep blue colour of the water comes from the minerals left in the pit, and around its edges tree branches have become coralised due to the water’s properties.

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When Mary Kathleen was built, Corella Creek was dammed to create the town’s water supply. South of the site and now known as Corella Dam, it’s another free camping area – popular for its healthy supply of redclaw and freshwater crocs. Southerners often stay for months at a time here, soaking up the serenity and filling their eskies.

Copper was discovered in the Argylla and Selwyn Ranges, and today the Ballara Mining Trail is open to anyone keen to explore the region’s heritage while getting off-road – just up the highway from the Mary Kathleen turn-off. The trail is well signposted, leading to a series of historic sites where you can spend a day exploring old settlements, rail sidings and operational areas. Some of the 4×4 tracks follow the original narrow-gauge rail line to the Wee MacGregor Tunnel and the main mining zone.

Wee MacGregor Tunnel, Hightville and Fountain Springs

The Wee MacGregor tunnel is heritage listed, and it’s pretty cool to walk through – dodging the colony of bats that now calls it home.

At the other end, there’s an amazing view down to the old mine site, where the rail line once twisted its way around the mountain. You can still see the hand-laid rock walls that supported the track along the rocky ridgeline. The track down to the Hightville mine is narrow and steep, suitable only for high-clearance 4x4s due to the severe storm damage that’s regularly caused here in the wet season – but it’s well worth the effort.

It amazes me how they managed to get equipment down to these places back then – today there’d be far too much paperwork. Water was a major issue in this region, according to the history boards along the way. Some years, mining was suspended due to a lack of water, while in others the mines were flooded, creating even more headaches about how to pump it out. In some cases, operations stopped altogether.

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Left of the harsh mining zones in the Selwyn Ranges lies a worthwhile detour to Fountain Springs Waterfall – an oasis that offers sheer relief from the outback heat on any given day. This natural waterhole holds great significance for the local Kalkadoon people, who have lived in the region for millennia.

It served as both a meeting place and a vital water source while they hunted through the surrounding country. And while Cloncurry might seem like just a quick drive-through town, there’s plenty to see and do before heading off in any direction.

Essential travel information

Where and how to get there

Located on the Flinders Highway, Cloncurry sits 785km west of Townsville in the heart of Queensland’s outback. It’s also the gateway to the Gulf of Carpentaria, just 400km to the north, while an hour to the west lies the mega mining city of Mount Isa, where most major industries and services can be found.

What to see and do

The greater Cloncurry region has plenty to see and do. The town itself is steeped in history, and you can easily spend a day relaxing at Chinaman Dam just out of town. Head a little further west to camp at the old Mary Kathleen township or at nearby Corella Dam. You can also tackle the self-drive 4×4 track to the historic Ballara mining site, walk through the old Wee MacGregor Tunnel, or visit the Mary Kathleen mine, which was once a working uranium pit.

Other useful information

Cloncurry has an informative tourist information centre and museum on the eastern side of town, where staff can give you a full rundown on the town’s history. You can also wander through the old buildings on site and explore the various mining relics. For more information, visit www.experiencecloncurry.com.

Exploring Corella Dam, the self-drive Ballara Mining Trail and the Mary Kathleen site is completely free, with all three located roughly midway between Cloncurry and Mount Isa.

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