It is just another gravel road that will vary according to the traffic and the weather and the grader timing.
Its condition next week will be different from today.
The worst you will likely find will be lots of dust and corrugations. Nothing that would be a problem for a well prepared vehicle at appropriate speeds.

Cheers,
Peter

I agree with Peter, you're better off doing it now before they completely destroy the adventure by putting bloody bitumen on it like they are with a lot of roads.
It's like the Birdsville you can't call it a TRACK anymore it's a HIGHWAY. Only thankful I have done all these places before they're all destroyed, but are very sorrowful for my grandchildren to not be able to do the adventure and see these places in their pristine state as I have.

Darrell

Peter & Margaret,
thanks for confirming what I suspected.
For me I think it is a case of too much watching YouTube idiots like the Gall Brothers attempting the old tracks and river crossings of The Cape.
A bit like a hypochondriac that googles health stuff, and convinces themselves they have some disease or sickness because the symptoms seem to say so.
I was beginning to believe the road to the Cape could end up like the Burke and Wills Gulf expedition.

Dunmowin,
Be great to meet a fellow GN on the road somewhere.
Our rig is in my avatar. We have a Fortuner Crusade (Hilux wagon) and a '96 Jayco 16' poptop.
2015 we did outback Qld, but that is mostly tar. Last year we did a half lap up the middle, across the top, down the west and across the bottom.
22,500km, including the entire Gibb, which was actually done twice because we went halfway in from the east and then back again to the Great Nthn Hwy to take the tar so as not to miss the Bungles, then up the dirt to visit Tunnel Crk and Windjana Gg, then back down to the Hwy seal again and around to Derby and then the other half of the Gibb from the west and back to Derby. We didn't do the Kalumburu Rd as there was no wet last year and we were told the Mitchell River was not flowing.
The van performed flawlessly on the dirt and corrugations just by letting the tyres down and finding that magic speed around 70-80kph where you float across the bumps rather than getting violently hammered by going too slowly.
The Gibb was not at all as bad as everyone makes it out to be. The dangerous crests and dips have been sealed to save lives and these days it is graded every 3-4 weeks with two teams working from opposite ends back and forth.
In reality, the worst road by a country mile, was the drive in to El Questro. 30km of absolute hell. When so many vans get damaged on that short drive to Sardineville, it is no wonder most wont tackle the Gibb.

As to our little van, back in the 90s everyone towed using the family sedan and we couldn't tow heavy vans. We all wanted low to the ground, strong yet lightweight, vans.
These days, we all (mostly) want every mod con conceivable and because of the crippling weights, need to have powerful high clearance 4x4's to tow them, and, the van chassis and suspension have to be re-designed heavy duty because 'off the tar' destinations becomes an issue for all that weight bouncing up and down.
Without the crippling weight found in new vans (though I would like an ensuite), our van fully loaded is approx. 1600 kg according to the 'free for self assessment' VicRoads modern weighbridge on the Hume Hwy, which is lighter than many modern camper trailers.

Lightweight, if done properly, does not have to mean weak or unsuited to off road. In fact lighter vans, just like camper trailers, don't get hammered as much by corrugations, they skip across the top.

Nevertheless I have modified the chassis and suspension on our van on the following way:

I have rotated latitudinally, the overlay axel 180 degrees for a 4 inch lift, providing 320mm clearance and a level stance behind the tug.
No more nose up - bum down, draggin' the @rse over every driveway, speed hump or spoon drain.
I confirmed with an axel manufacturer that the axel is no less strong mounted as an underlay rather than an overlay and that the forces applied to the van and its suspension are exactly the same and preferable to going over-slung (axel under the springs).
Complete replacement brake assemblies were recently fitted and the brake backing plates were unbolted and re-bolted during the rotation to maintain the integrity of the original design of magnets down the bottom.
I have fitted shocks, to both dampen the leaf spring bounce, and provide stability for the extra height, via hangers welded directly to the chassis and axel beam.
I have replaced the lightweight leaf spring center bolts, leaf spring front bushes, and leaf spring rear slipper hangers with heavy duty components.
I have had the drawbar given extra weld points to the chassis, and I have had the whole system checked and laser aligned by a company that specialises in (and is called) 'Heavy Vehicle Alignments' in Derrimut, Vic.
hva.net.au/
These guys are just as happy doing caravans and 4x4s as they are doing Heavy trucks and trailers. Excellent value if you are at all concerned about chassis, suspension or tyre wear.

Hylife,
A flag on the bull bar might save you from a head-on collision if you take some of the narrower tracks. We were up there a lot of years ago but I don't think the "I thought I was the only one on this track" idiots have died out - yet! I was lucky as I saw the flash of an aluminium boat on his roof rack through the bush.