Do the searches, you'll get lots of good advice (and numerous anecdotes) that way.
Mine was about two hours, with all of it being enjoyable. Out of many points that can be made, I'd offer these to start with, in no particular order:
i. Make sure, in prior practice, that you can fly reasonably accurately in terms of heading and height. Trim the aircraft properly.
ii. Pre-think your RT, obviously in generic terms, amongst other things thinking of leaving and rejoining the traffic pattern at your home airfield, are you likely to want a FIS or a RIS enroute, do you have to ask for zone transit (incl. what might you do if clearance is delayed), do you need to cross or enter any MATZes, PAN call and MAYDAY call (ready for PFLs). Ensure you are clear about the difference between ATC, AFIS, and A/G services.
iii. Pre-think how you fly the rejoin at your home airfield.
iv. Think through a passenger brief, so that you are comfortable giving it.
v. Pack your flight equipment the night before, and check again on the day of the test.
vi. Talk through any changes/corrections of heading/height, etc., as you are flying - to make sure the examiner gives you credit for your good decisions.
vii. Keep a good lookout. When doing the chartwork for your diversion, do one thing and look out, then the next chart action, and look out. (And keep an eye on the instruments, so that you do not get into unusual flight attitudes.)
viii. Make sure you know critical data, for example, VNE, VA, VFE, etc., for your aircraft.
ix. Sort out in your mind how you demonstrate slow flight.
x. When given a QFE or QNH which you will need to fly (e.g. when entering a control zone), set it on the altimeter as you are told it. Then read it back from the subscale. If this is impossible, write it down! Don't trust to memory if you can avoid it. However, as with all RT, remember that you can ask the controller/FISO/AG operator to 'say again' anything you didn't catch.
xi. Enjoy it all.