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

• Custom rear tub by Radius Fabrications with full chromoly tube frame
• Extra-large sliding trundle for spare parts and camping gear
• Unique rear tyre holder on heavy-duty gas struts
• Fibreglass tub sides by Customer Fibre Parts (flipped Series 4 GU front guards and flares, bolt-on/off)
• 60L water tank integrated under the trundle
• Twin ARB air compressors
• Built around the Outback Tourer 1.2 roof-top tent (50kg)

Protection, styling and lighting

• Custom sliders and brush bars integrated into OG Muzzbar bullbar by Radius Fabrications
• Full KC HiLiTES lighting setup
• Wrapped by Square Bespoke in metallic canyon copper gold hexes vinyl with PPF protection

Interior comfort and electronics

• Heated Scheelman seats
• Polaris GPS Maxx head unit, HUD, dashcam, and reverse camera

Driveline, suspension and off-road gear

• 63% reduction gears
• Twin-locked with Harrop
• Superior Engineering 3″ Offroad Pro Kit: long arms, Hyperflex arms, braided brake lines, Bendix brake upgrade
• Nitto Ridge Grapplers

Engine and performance

• P4x4 18g turbo
• P4x4 12mm fuel pump
• P4x4 injectors
• Tune Works custom tune (recently detuned from 250 hp to 200+ hp for reliability)
• Radius Fabrications airbox and snorkel
• UFI upgraded fan

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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.

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:

• Victorian High Country: steep, rocky tracks, sharp shale and wet clay descents.
• Canning Stock Route: 1800km of remote desert tracks, corrugations, dunes and soft sand.
• Mary River National Park (NT): bulldust, deep sand, muddy sections and loose soils.
• Litchfield National Park (NT): red dirt, rocky tracks and tropical humidity.
• Outback dirt roads and long stretches of bitumen: from highway hauls to remote station tracks.
• NT beaches: soft sand that will bog you instantly if you don’t set your pressures right.
• Tracks like the Telfer Road (WA): tyre-eating stones used to cap the roads.

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:

• Rotation every 10,000km, as recommended by Tyrepower, who look after my wheels – including the two spares.
• Visual inspection whenever I stop, checking for cuts, chips, bulges or embedded stones.
• Constant pressure and temperature monitoring via the Isuzu system.

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.

• RRP: From $270 each (varies by retailer)

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.

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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.

When it comes to off-grid touring, nothing provides peace of mind quite like a dependable power setup.

Travelling deep into Australia’s most remote tracks and national parks, I needed solar I could rely on to keep everything running – from the fridge and freezer to my cameras, water system, and even an induction cooker.

That’s why I opted for two 200W Projecta solar panels, mounted permanently on the roof of my Alu-Cab Canopy Camper and wired in parallel. Together, they deliver 400W of solar power, feeding into a 400Ah lithium battery via a Projecta 40A MPPT solar charger. And here’s the kicker – my DC-to-DC charger still isn’t connected, so solar has been the only charging source since I left home. Despite that, these panels have kept me running day in, day out, across some of the most demanding off-grid conditions Australia has to offer.

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Setting it up 

Mounting the panels was straightforward.

The design of the Projecta units allowed them to sit neatly on the canopy rails without adding unnecessary bulk or creating clearance issues, thanks to the low-profile Razed Products Solar Panel Mounts. They’re robust enough to handle the rough corrugations, bulldust, bush pinstriping and relentless red dirt that come with remote travel.

Wiring them in parallel was a deliberate choice. Some people prefer series for the higher voltage and reduced cable losses, but I wanted redundancy. In a series setup, if one panel is shaded – say by a tree branch or even the way I’ve parked at camp – the whole system suffers. By wiring in parallel, each panel works independently. If one’s compromised, the other still pumps out power. In real-world conditions, that makes a massive difference.

That’s especially true when travelling through varied environments. Out on the Canning Stock Route, shade isn’t much of an issue – it’s wide-open desert with sun blasting down all day. But in places like Mary River National Park or shady campsites in Litchfield, partial shading can cut into your harvest if you’re not careful. Running the panels in parallel has been the right call for me.

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Lithium battery

The Projecta panels are feeding into a 400Ah lithium battery in my canopy.

Lithium has become the go-to choice for serious touring setups thanks to its deep-discharge capability, faster recharge times and lighter weight compared to AGM. But even lithium is useless if it’s not being charged consistently.

That’s where the Projecta panels have impressed me most. I’ve been running solely on solar for weeks, and they’ve kept up with everything I’ve thrown at them – fridge, freezer, water pump, cameras, drone batteries, laptop, phones, lights, even induction cooking. That’s a heavy load, but the battery has taken it all in its stride.

It’s not just about wattage either. Quality panels like these consistently deliver their rated output in good conditions, something cheaper units I’ve tested have failed to do. On a bright day, I can watch the current pour into the battery, and it’s a great feeling knowing I’m harvesting free power while I’m out exploring.

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Put to the test

This setup hasn’t been tested in a backyard – it’s been proven across some of the toughest touring environments in Australia.

Canning Stock Route: The ultimate challenge. Weeks off-grid, no services and zero backup if something fails. The Projecta panels didn’t skip a beat. The battery stayed charged every day, even during extended stops. Out here, power isn’t a luxury – it’s survival.

Mary River National Park: A completely different environment – humid, shaded, and full of tree cover. This is where wiring the panels in parallel really paid off. Even with partial shading, I still saw steady input to keep the system happy.

Litchfield National Park: With its mix of waterfalls, shaded camps and variable light, Litchfield is a true test of consistency. The panels handled it with ease.

And here’s the standout: I went 12 straight days relying only on solar to recharge my 400Ah lithium battery – travelling from Katherine in the NT to Marble Bar in WA via the remote Duncan Road and the legendary Canning Stock Route. No DC–DC charger, no alternator input, just pure solar power keeping everything running. That’s a real-world test of endurance, and the Projecta panels passed with flying colours.

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Real-world test

What this setup has delivered, in real-world terms, is freedom. I haven’t had to stress about power once – no need to plug into 240V AC, no reliance on alternator charging.

• Fridge and freezer: Both have run non-stop without missing a beat. Cold food and ice-cold drinks, even in 38°C heat.
• Water system: Always powered, giving me showers, drinking water and washing-up whenever needed.
• Charging gear: Cameras, drones, phones, laptop – all charged, all the time. No rationing power, no hesitation about plugging something in.
• Cooking: The biggest surprise has been being able to run an induction cooker. Normally that’s considered too power-hungry for solar alone, but paired with 400Ah of lithium, the Projecta setup has handled it with ease.

For anyone who’s travelled remotely, you’ll know how much this changes the game. When you can trust your power, you can stay off-grid longer, explore further and travel with absolute confidence.

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Key specs

• Type: Monocrystalline fixed panel
• Output: 200W
• Size: 1476mm (L) x 670mm (W) x 35mm (D)
• Frame: Heavy-duty, corrosion-resistant aluminium
• Glass: Toughened, low-iron tempered glass for optimal sunlight capture and long-term durability
• Connectors: Standard MC4 plug-and-play
• Warranty: 1 year (materials and workmanship), 20 years (minimum 80% rated output)
• Best for: Permanent canopy or roof installation on 4x4s, campers, caravans and motorhomes

Verdict

Projecta’s 200W solar panels have proven themselves where it counts. From the harsh desert stretches of the Canning Stock Route to shaded NT campsites, they’ve kept my system running faultlessly.

Managing 12 consecutive days powered only by solar – from Katherine to Marble Bar – is the best proof I could ask for. Wiring them in parallel has paid off big time, delivering consistent charge regardless of shade or cloud. Combined with my 400Ah lithium battery, the setup has turned my canopy into a fully self-sufficient, off-grid powerhouse.

Would I recommend them? Absolutely. If you’re planning extended remote travel and want solar you can rely on – not just for weekends, but for the long haul in the middle of nowhere – these panels are worth every cent. For my touring lifestyle, they’ve been nothing short of outstanding.

• RRP: $450

Rolling down the Stuart Highway after a long day on the road, I was glad to pull into the Adelaide River Inn.

Perched about 112km south of Darwin and 200km north of Katherine, it’s a welcome sight for travellers chasing fuel, food or just a cold beer. The bonus? There’s a caravan park out the back, so you can camp up without leaving the action. That’s exactly what I did – grabbed a site and set about exploring what makes this pub one of the best-known stops in the Top End.

Adelaide River Inn vibes

The place is buzzing. Trucks rumble in, tourists spill out of 4x4s and locals drift across from nearby properties.

The 303 Bar and Bistro sits at the heart of it all – air-conditioned and lined with Territory memorabilia. Out back, the beer garden sprawls with shaded tables, a small kids’ playground and the familiar clack of a pool table. Open daily from 9am to 10pm, it’s the kind of place where you can settle in and feel part of the flow straight away.

Inside the front bar stands the pub’s most famous resident – Charlie the buffalo, immortalised in Crocodile Dundee. He’s still pulling a crowd decades after his big-screen debut.

But Charlie isn’t the only giant here. The Inn is also home to Jock the croc – a five-metre, 720kg saltie who once terrorised boats around Borroloola. He eventually met his match and has since been preserved, taking pride of place as another reminder that in the NT, nature always calls the shots.

By late afternoon, the beer garden fills with chatter as Happy Hour rolls around – schooners $6.50 and house wine $4.50 from 5pm to 6pm (at the time of writing) – with live entertainment keeping the vibe going. A steady crowd gathers for “Jag the Joker”, a daily punt where tickets are $2 each or six for $10. Add in Keno flickering in the background and the atmosphere feels like a mix of pub, carnival and country gathering.

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The drinks list is extensive, with a solid range of beers on tap, a decent spread of spirits, and plenty of ready-to-drink cans, stubbies and wines. Nothing fancy – just the kind of selection that ensures no one goes thirsty.

I made the rookie mistake of ordering the Barra Burger for lunch. It sounded promising – a fillet of barramundi with lettuce, tomato, beetroot, onion, cheese and aioli, all stacked in a bun with chunky seasoned chips on the side. Unfortunately, it missed the mark. I’d expected a battered fillet but instead got a grilled one that didn’t hold together. Throw in some odd melted cheese and the whole thing quickly fell apart.

Dinner was a different story. I went back to basics and ordered the Premium Scotch Fillet – about 300g of MSA-grade beef, cooked perfectly medium-rare and served with pepper sauce, salad and chunky chips. It was everything you’d want from a Territory pub feed: big, juicy and satisfying after a long day. Lesson learned – when in doubt, stick with the classics.

If you’re more adventurous, the menu’s got a couple of NT specialties worth a go. The Wild Caught Territory Beef Burger is seasoned with native bush spices, while the Territory Croc Burger serves up a patty of 100 per cent croc meat topped with creamy aioli. When in the Top End, why not lean into the local flavour?

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Stay and camp on Stuart Hwy

Camping out the back was simple but spot-on for what I needed.

The caravan park offers a range of accommodation options plus powered and unpowered sites, hot showers, shade and even a pool to wash away the red dust. After a long, hot day on the road, that pool was pure bliss. You can’t book a site here – it’s first come, first served.

The caravan park also features clean amenities and laundry facilities, including coin-operated washing machines and dryers. Two covered camp kitchens with free barbecues are available if you’d rather cook your own than dine at the hotel.

The Adelaide River Inn offers a range of accommodation options to suit different budgets – from fully self-contained ensuite cabins to renovated motel rooms and air-conditioned ensuite budget rooms – all within easy walking distance of the hotel.

My Alu-Cab Canopy Camper made it easy: roll in, fuel up, grab a bite, have a drink and settle in for the night without moving the rig again. By morning, I was recharged and ready to continue north along the Stuart Highway after grabbing a couple of bacon-and-egg toasted sangas from the servo.

Why stop at Adelaide River Inn

The Adelaide River Inn isn’t just a pub – it’s a slice of the Territory; part watering hole, part tourist stop, part history lesson and part local hang-out.

It’s where Charlie the buffalo and Jock the croc remind you that the NT is like nowhere else. It’s where a cold schooner at Happy Hour tastes even better after a long drive. And it’s where travellers like you can camp, eat and have a yarn before heading back out onto the Stuart.

Sure, skip the barra burger – but don’t miss the steak, the beer garden or the buzz of the place. The Adelaide River Inn has well and truly earned its reputation as one of the great Top End pubs.

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Essential facts

• Location: 106 Stuart Highway, Adelaide River, NT
• Phone: (08) 8976 7047
• Web: www.adelaideriverinntouristpark.com.au
• Beers on tap: XXXX Gold, Carlton Dry, Heineken, James Squire Ginger Beer, James Squire Lashes Pale Ale, Stone & Wood Pacific Ale, Byron Bay Brewery Alcoholic Lemon Squash, Byron Bay Brewery Premium Lager, Hahn Super Dry Low Carb, Hahn Super Dry 3.5, Great Northern Super Crisp and VB.
• Food highlights: Steak Sanga, Chicken Parmy, Wild Caught Territory Barramundi (pan grilled or beer-battered), 303 Bar Beef Burger, Territory Croc Burger, Wild Caught Territory Buffalo Burger, Premium Scotch Fillet, Wagyu Rump, Barbecue Pork Ribs, Boss Drover Bangers & Mash, Fish & Chips, Grilled Calamari, Kids’ Meals, Daily Specials Board.

Long before the INEOS Grenadier touched down in Australia, the team behind Expedition HQ were already deep in the business of building vehicles designed to cross continents, not just sit in carparks. 

The roots go back to SLRV Expedition Vehicles, a name well-known to anyone who’s walked a remote outback track and seen one of those big, go-anywhere rigs rolling past – they’re impossible to miss. The business wasn’t born from marketing strategy – it came from a simple, old-fashioned desire to build machinery capable of surviving remote travel. 

Heavy-duty 4x4s engineered for corrugations, isolation and long-haul living were its foundation, and that experience in durability and reliability forms the DNA that later became Expedition HQ.

So when the Grenadier arrived in 2023, promising a modern take on a traditional 4WD formula, the SLRV team saw a familiar brief – a tool built around utility, mechanical simplicity and long-range capability. And that’s where Expedition HQ starts.

From Expedition vehicles to expedition builds

Expedition HQ emerged from a practical need. The Grenadier offered a platform with genuine potential, but the Australian aftermarket wasn’t ready for it. Owners needed parts, advice and fitment from people who understood expedition travel, not just weekend accessories. 

The logic was straightforward: SLRV knew how to build vehicles for remote work, the Grenadier offered the right bones, and someone needed to support owners with gear that actually matched the vehicle’s intent. So Expedition HQ was formed – a dealership, accessory hub and fit-out centre – all built on the back of experience earned in real-world expedition environments.

“At SLRV we’ve spent decades designing and building vehicles that are expected to cross continents, not just look capable in a car park. That background meant we approached the Grenadier the same way we approach a full expedition build: we assessed it as a platform first,” Warwick Boswerger, Director at SLRV, told 4X4 Australia.

“Chassis strength, drivetrain choice, electrical architecture, serviceability in remote areas and long-term durability all came under the microscope. The Grenadier impressed us because it didn’t require “fixing” at a foundational level – it only needed refining for purpose. That’s a very different starting point to most modern 4x4s.”

A workshop first, a shop second

What sets Expedition HQ apart is that its history is mechanical and practical, not retail. This isn’t the story of a shop expanding into fitment. It’s the story of a fitment and expedition specialist expanding into sales and parts. They were building serious touring vehicles before the Grenadier arrived, solving remote-travel problems before the showroom opened and designing components before EXSPEC became a brand.

That lineage matters, because it means the advice comes from use, not catalogues.

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Why the Grenadier fit the philosophy

Expedition HQ didn’t back the Grenadier because it was hyped. They backed it because it’s built on a ladder chassis, uses proven mechanical components and is engineered around function. The platform suits Australian touring, station work and remote travel. And for a workshop built on expedition travel – not mall-crawling – that mattered.

The Australian aftermarket didn’t immediately deliver what the Grenadier needed, so Expedition HQ did what anyone with real expedition history would do – they built their own. Essentially EXSPEC was a response to gaps in available equipment, the demands of remote touring and the needs of working vehicles. The gear was designed around durability first and aesthetics second.

“Australia still demands genuine, mechanical 4WDs that can handle distance, heat, corrugations and isolation. The Grenadier arrived at a time when that segment was shrinking,” said Boswerger. “For Expedition HQ, it filled a gap we’d been watching widen for years – customers wanting a modern vehicle, but without the fragility and complexity that can limit remote travel. It also allowed us to offer something that could be driven daily, then prepared properly for serious off-grid travel without fighting against the vehicle’s original design intent.

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“The Grenadier is unapologetically functional. Ladder frame, solid axles, proper transfer case, mechanical switches and a focus on longevity over trends. That mirrors SLRV’s philosophy exactly. We build tools, not toys. Vehicles that earn their keep through reliability, repairability and real-world usability. The Grenadier felt like it was designed by people who actually understood what happens to vehicles after 200,000 kilometres of hard use,” added Boswerger.

If you walk into Expedition HQ today, you’ll see Grenadiers lined up in various build stages, accessories tested and fitted on real customer vehicles, and EXSPEC components developed from on-road feedback. You’ll also find a team who speak the language of touring, repairs and capability – not marketing.

But the important part isn’t what they sell now. It’s why they sell it. Because their story didn’t begin with the Grenadier. It began with expedition travel – and the Grenadier simply aligned with the philosophy they already lived by.

“We’re not a retail-only operation,” Boswerger told us. “Expedition HQ grew out of vehicle design, fabrication, field testing and recovery experience. We’ve broken vehicles in deserts, repaired them on tracks and lived out of them for months at a time. That means when we talk about modifications, servicing or set-ups, it’s not theoretical. It’s based on what fails, what survives and what actually makes life easier when you’re days from the nearest town.”

XSPEC drawer system

The XSPEC drawer system for the Grenadier is a good example of a piece of gear designed for durability first, aesthetics second.

“It was designed as a load-bearing storage solution first, not a furniture piece. The structure is built to handle constant vibration, heavy payloads and long-term use on corrugations, with robust materials, solid mounting points and simple, proven hardware,” said Boswerger. “It’s not about glossy finishes or tight tolerances that only work when the vehicle is new — it’s about drawers that still slide properly after years of dust, heat and abuse. The look is deliberately understated, because in remote travel reliability always comes before appearance.”

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What’s next?

The Grenadier is a key platform for Expedition HQ moving forward, particularly as they expand purpose-built touring and expedition solutions around it.

“Beyond that, we will continue doing what we’ve always done: Developing vehicles and systems for serious travel,” said Boswerger. “Whether that’s compact expedition platforms, advanced electrical solutions or complete off-grid vehicles. The common thread remains the same – durability, function and real-world capability.”

Why the Ranger Was the Clear Choice

For Stuart, owning a ute has always been about more than practicality. It’s about safety for his family, capability for his work, and the freedom to get outdoors whenever the opportunity comes up. After doing his homework, comparing models, and thinking long-term, he landed on a vehicle that ticks every box: the Ford Ranger PX3 XLT 3.2-litre diesel dual-cab — one of the final PX3 models.

Life With the PX3 XLT

Three years in, Stuart’s confidence hasn’t wavered. His Ranger is covered by a five-year warranty, including parts, and he keeps it serviced at the Ford centre in Brookvale.

Most of his driving is close to home on the Northern Beaches. Living in Allambie Heights means short, frequent trips — school drop-offs, commuting to work, and errands within five kilometres of home. But that everyday ease is exactly what he loves. The Ranger feels steady, predictable and comfortable, whether he’s carrying gear, the family, or both.

When the Ranger Needs to Work Hard — It Does

Stuart has put the Ranger to the test with towing, too. One of his standout moments was hiring a 15-foot caravan in Western Sydney and heading up to the Central Coast with his wife and son.

It wasn’t just the towing ability that impressed him — it was the confidence. The 3.2-litre diesel had all the power he needed for overtaking on the highway, and he never felt unsettled or underpowered.

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Taking the Ranger Off-Road — Including the Stockton Beach Sand Dunes

Stuart loves getting the Ranger off the bitumen, and he’s taken it through challenging terrain. A favourite is a track outside Goulburn, featuring steep climbs, river crossings and wombat holes. The PX3 XLT handles it all — stable, capable and fun.

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A Ute That Fits Every Part of Stuart’s Life

For Stuart, the PX3 XLT isn’t just a vehicle. It’s a safe family car, a reliable workhorse, and an adventure-ready 4WD that opens the door to experiences — from local errands to off-road weekends to unexpected dune-driving detours. It’s the capability, comfort and confidence that keep him loving it every day.

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Why the Wildtrak Was the Right Fit for Leigh

For Melbourne gym owner Leigh Whitney, the search for a new ute was all about finding a vehicle that could match his active family lifestyle. After test-driving multiple models and diving deep into 4×4 comparisons, the next-gen Ford Ranger Wildtrak consistently came out on top. It had every feature he wanted, the right blend of capability and value, and a reputation for comfort and usability that suited their five-person household perfectly.

Life With the Next-Gen Ranger

Stepping out of his eight-year-old BT-50 and into the Wildtrak felt like shifting forward a generation. The technology alone — adaptive cruise control, driver-awareness systems, Apple CarPlay and the large central display — transformed Leigh’s day-to-day driving. Whether he’s commuting around Hampton, running errands for his gym Sweat Master, or doing school runs, the Wildtrak feels refined, intuitive and surprisingly easy to manoeuvre.

Family Adventures, Mountain Bikes and Snow Trips

Weekends for the Whitney family revolve around activity — mountain biking, sport, and longer road trips whenever time allows. The Ranger’s tub effortlessly fits three or four bikes, made even easier with the addition of a rack and the electric roller shutter. On bigger trips, everything goes in the back — wet, dirty, bulky, it doesn’t matter — and the Wildtrak never feels weighed down.

Snow destinations like Thredbo, Perisher and Jindabyne are regular stops on their calendar. With five on board and a full load of gear, the Ranger stays stable and smooth, making long-distance runs feel effortless. Now that Leigh has a proper 4×4 — not just a 4×2 — he’s excited to explore more trails in the mountains and make four-wheel driving a bigger part of future trips.

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The Comfort and Tech That Make Long Drives Easy

Compared to his previous utes, the Wildtrak’s ride quality stands out immediately. The adaptive cruise control takes the fatigue out of long drives, while the advanced lighting system — which automatically adjusts to highlight dark patches on country roads — has become a favourite feature for family trips to Sydney. The whole vehicle simply feels designed around effortless travel.

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A Versatile Ute Built for Their Busy Family Lifestyle

What Leigh appreciates most is the Wildtrak’s versatility. It handles weekday errands as easily as it handles long-haul family travel, outdoor adventures and off-road plans. His young son loves the tech and the “cool-factor”, his mates rate the look, and Leigh sees it as a ute that enhances how they live — making every trip smoother, easier and more enjoyable. For a family constantly on the move, the Ranger fits perfectly into every part of the lifestyle they love.

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Why Connor Chose the Ranger

For Connor McNally, an event manager for Cricket Australia, life is constantly moving — early mornings, shifting venues, and quick escapes whenever time allows. When he bought his 2016 Ford Ranger toward the end of the COVID-era market chaos, he needed a ute that was powerful, affordable and ready for anything. The Ranger stood out for its real-world capability: strong towing performance, rear diff lock as standard, and the reliability he could trust day in, day out.

How the Ranger Fits His Work and Travel

Across Melbourne and beyond, Connor uses the Ranger as a mobile workspace. The metal canopy and custom rear setup let him haul equipment between offices and event sites without fuss. But once the work week wraps, the Ranger transforms into his getaway vehicle. With a dual-battery system and fridge running full-time, he can throw a swag in the back, hook up a trailer or take off for a spontaneous winter trip with almost zero prep.

Towing, Trips and Real-World Capability

What Connor values most is how consistently the Ranger delivers. From towing his 1,600kg boat to running long highway stretches, it feels surefooted and strong — a big step up from other vehicles he’s towed with, including an MU-X. Even in Tasmania’s freezing August weather or South Australia’s 38-degree heat, the Ranger never faltered. And with a lift and plenty of clearance, it’s taken him deep into the kind of tracks he lives for.

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Taking the Ranger Further — From Tasmania to the Gibb River Road

Connor’s Ranger has carried him across some of the most memorable corners of the country: the wild west coast of Tasmania, the sweeping beaches of Rapid Bay, and iconic outback favourites like Cash Island, the Gibb River Road and the Dampier Peninsula. Whether he’s travelling solo or with his partner, the Ranger has even doubled as home for month-long stretches — something few vehicles can genuinely handle.

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A Dependable Companion for Every Chapter of His Life

At close to 240,000km, with dents and scratches inherited from previous owners, Connor’s Ranger wears its history proudly. To him, that’s the beauty of it. It’s dependable, capable and always ready for what’s next. Whether towing, camping or simply squeezing more adventure into his weekends, the Ranger is the vehicle that keeps pace with every part of his life.

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The Foton Tunland has appeared in Australia in fits and starts over the past 15 years, with several independent distributors each having a crack at selling the Chinese ute. 

Auto giant Ateco took over the franchise in 2014, but its run with the Tunland was short-lived as the Cummins 2.8-litre diesel used at the time failed to meet incoming emissions regulations. Foton is back again – now under Inchcape – with an all-new Tunland to join Australia’s booming midsize ute market.

The 2026 Foton Tunland arrives as a four-model line-up split into two distinct grades: The entry-level V7 and the up-spec V9. Beyond the unique front-end styling and the addition of wheel-arch flares, the key difference between the two is that the V9 replaces the V7’s leaf-sprung rear end with a multi-link coil-spring set-up.

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Foton Tunland pricing and model range

• V7-C 4×2: $39,990
• V7-C 4×4: $42,990 – Adds four-wheel drive, rear differential lock and additional drive modes
• V9-L 4×4: $45,990 – Adds multi-link rear suspension
• V9-S 4×4: $49,990 – Adds front and rear differential locks, panoramic sunroof and extra tech

All prices are plus on-road costs.

Powertrain performance

Both the V7 4×4 and V9-L 4×4 variants are powered by the same 120kW/450Nm 2.0-litre four-cylinder turbo-diesel backed by the popular ZF eight-speed automatic and a dual-range transfer case that also offers a 4×4 Auto mode. Both variants run a rear diff lock but no front locker, and drive modes include Eco, Standard, Sport, Sand, Mud and Snow.

All Tunlands run a 48-volt hybrid system. This is what some manufacturers call a mild-hybrid setup, although Toyota doesn’t apply the hybrid label to the 48-volt system in its diesel models. The system doesn’t offer EV-only propulsion and can’t be charged manually from an external source.

For a simple mild-hybrid system, it was surprising to feel the heavy deceleration from the battery-regeneration function in the driveline. It’s also a bit annoying, as it changes the way the vehicle coasts when you lift off the throttle.

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While this new 2.0-litre engine isn’t manufactured by Cummins, as the previous 2.8 was, it’s claimed to have been co-developed with Cummins, which operates a diesel engine manufacturing facility in Beijing as part of a joint venture with Foton. The drivetrain’s performance reflects its modest outputs, but it gets the unladen Tunland along well enough. It’s no Ford Bi-Turbo in terms of acceleration, but it is relatively refined thanks to good cabin insulation.

We recorded slightly better fuel consumption in the V7 than the V9, although the V7 covered around 300km of highway running, while the V9 spent its time around town and on bush tracks.

The ZF auto offers little to complain about, and it’s pleasantly aided by paddle shifters behind the steering wheel for manual gear selection. A small gripe is that when engine speed drops below 1500rpm it creates a noticeable thrumming in the cabin. Because the transmission always shuffles into top gear for maximum efficiency, anything under about 90km/h triggers the thrumming as soon as it selects eighth. Yes, you can tap it back to seventh using the paddles, but it quickly shifts back to top. It’s not an issue at higher road speeds, but it’s much more noticeable around town.

Interior tech and comfort

The Tunland sits at the larger end of the midsize-ute spectrum, and that’s obvious once you climb inside – there’s plenty of room for passengers in both the front and rear rows. The seat trims are faux leather and on the firm side, with manual adjustment in the V7. The rear seat squabs fold upwards to create some handy storage space when they’re not occupied.

Ahead of the driver is a 12.3-inch digital instrument cluster, while a 14.6-inch multimedia screen dominates the centre of the dash. The system supports wired Apple CarPlay and Android Auto and includes in-built navigation. Connecting a phone for CarPlay requires finding the USB ports hidden under the centre console, and both are USB-A type only.

The V7 runs single-zone air conditioning along with manual adjustment for the seats and folding mirrors. The V9 adds power-folding mirrors, dual-zone A/C, power-adjustable and heated front seats, wireless phone charging and a 220V outlet for rear passengers.

Some of the controls operate in slightly unusual ways, but you soon get used to them after a week or so behind the wheel.

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Safety kit

Safety-wise, the V7 is equipped with ESP, ABS, EBD, ETC, HDC and front and rear parking sensors.

ADAS features include Autonomous Emergency Braking with pedestrian and cyclist detection, Front Collision Warning, Lane Departure Warning, Pedestrian Collision Warning, Lane Keep Assist, Lane Centring Control, Traffic Sign Recognition, Blind Spot Detection, Rear Cross Traffic Alert and Trailer Stability Assist.

We found the Lane Centring Control particularly annoying, although it can thankfully be deactivated via a button on the steering wheel. The parking sensors and collision warning systems also caused issues off-road, occasionally preventing us from reversing when we needed to.

You can’t drive the Foton until the seatbelt is clicked on, which shouldn’t bother most users but becomes an irritation when shuffling vehicles for photos — and I reckon farmers will hate it too. You also can’t switch the engine off until the transmission is in Park. It’s nanny-grade over-complication of what should be simple actions.

Another annoyance around town is the Tunland’s habit of reducing the audio volume when you’re turning corners or in proximity to other vehicles. Listening to music is one way to ease the tedium of city traffic, but the system cuts the sound whenever there’s another car nearby – which is almost always in peak hour. Frustrating, to say the least.

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On- and off-road performance

My initial thoughts after picking up the V7 4×4 were that the engine is very quiet, the power modest and the suspension firm – often jarringly so on rough roads. By the time I’d negotiated traffic, with the audio cutting in and out due to nearby vehicles, I couldn’t wait to climb out. I appreciated the big cabin and the large screens, but some of the systems simply weren’t logical.

We copped some warm weather during our time with the Fotons, so I set the climate control to my usual 23-degree Auto setting, but the system couldn’t maintain a consistent temperature. It would blow cold air one minute and hot the next – up and down with no real stability, unlike most modern climate-control setups.

It was the same story on the highway at first, with the cruise control taking some fiddling to get working, but once activated and understood, it performed well. The suspension also settled at highway speeds, and the Tunland comfortably knocked over a couple of hours on the open road.

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The V9 instantly feels softer and more compliant thanks to its coil-sprung rear suspension, making it noticeably more comfortable for day-to-day driving. The difference between the two setups was also evident on gravel tracks, where the V9 remained more composed while the V7 felt firmer.

The V7 performed better on the rutted hill climbs than the V9, with the leaf-sprung rear end offering enough travel and traction to scrabble up in low range without needing the rear diff lock. The V9, in contrast, simply spun its wheels in a cloud of dust regardless of the drive mode selected, and only made it up once we activated the RDL. Traction control alone wasn’t enough – something that isn’t usually the case with most utes of this ilk.

At first, I assumed the vehicles must have had an auto-locking rear diff, as there was a lot of clunking from the rear end when driving around the pit in low range, almost as if the diff was locking and unlocking. But then we discovered the RDL button on the console. The front and rear lockers fitted to the V9-S would certainly be appreciated for regular off-road use in a Tunland.

Verdict

Ateco Automotive is a major company with a long history of distributing car brands in Australia and New Zealand, so you’re not dealing with a small, unproven player if you’re considering a Foton purchase. The Tunland comes with a seven-year/unlimited-kilometre warranty, up to seven years of Foton Roadside Assistance and seven years of capped-price servicing.

The V7 and V9 Tunlands offer buyers a choice of two distinct looks. They’re big and well equipped, even if some of the tech takes a bit of getting used to and isn’t always logical in the way it operates.

They’re clearly aimed at the budget-conscious 4×4 ute buyer – a segment that’s rapidly expanding, largely due to the influx of new Chinese alternatives.

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Specs