Wow, AUD$ 97k (which means ~70k USD). Sad thing, something like that would cost twice the price, with no 4WD here in the US.
In light of the topic, we have had Ford and Chevrolet bases of Motorhomes imported here as chassis or Motorhomes,but we're far from raving successes, although they were pretty cheap.
Current popular choices are the IVECO and Ducato. IVECO being used a lot as a result of its vastly superior GCVWR and reasonable handling and ride
If boondocking where you went in your TC is your top issue, evaluate the C by its height and width, the power of its engine, the number of tires on the ground. Will the unit you are considering actually fit into those spots? If you want a long unit, will the rear end drag?
My Tiger is a small C built on a 4x4 Chevy chassis. It goes just about anywhere that my driving skills can take it. It fits into spots where a taller and wider TC cannot go. It is probably smaller than you want, but Tiger does build some slightly larger units.
Most of my trips use 2WD and high clearance far more than they use the 4WD features. 4WD is usually for getting OUT of the difficult places, not for getting there in the first place. The truck has a limited-slip differential, which helps when more traction is needed.
If larger living quarters are most important to you, you might get a C which can tow a smaller 4WD vehicle to be used for exploring.
A lot of people here, can get to quite a few places without using 4WD. The rear overhang you get in U.S. Class C's does not exist here, so much easier to get around.Ground clearance is also larger as a lot go Off Road here unlike a many in NA
Nascar can be saved....but it's going to take top notch, new direction leadership...This will not happen as long as Brian France is at the wheel.
He just isn't his father or grandfather.
NASCAR has disappeared totally from the radar in Australia. Then again so has Indycar,even with two Aussies and Kiwi(New Zealander) topping the pointscore
I think Cummins could eventually used by Ford, GM and Navistar
Cummins was used by Ford for many years in the F650/750. Now they are using the 6.7 PSD. We'll see how well it works....
I think it will work well in NA. You would get puzzled faces here with that 320hp, 460lbs ft of torque Gas offering though. 6.7 Powerstroke, looks reasonable in your MDT configuration
Wow..... I would think by simply letting off the go pedal when the camper started to sway would have prevented this mess.
I think it is safer to back off, but if you have snaking due to a blown tyre, it is best to keep driving like you are, not slow down
X2. The Sprinter chassis is an exception, but people will pay for the name and the logo
Looks like Jayco is replacing it's E450 chassis of the Melbourne Class C with a Sprinter.
Bizarre coincidence, that Jayco Australia, based in Melbourne, have a Class C based on the Sprinter
Jayco replacing Ford with Mercedes Sprinter, Melbourne Motorhome
Australian Mercedes Jayco made in Melbourne
Definitely a more youthful looking interior I think I like it but it doesn't look as warm as the U.S style I like to see a warmer interior when its freezing, freezing cold outside
No as warm, but more open plan for the generally hotter and sunnier Australian Climate.
U.S. Interiors do not work here
Not keen about the RAM 3500 comes in a more fuel efficient IVECO Daily
A friend of mine has an Iveco RCFB in europe. Amazing space and payload capacity so it's a great hauler but towing not so much as, while power is ok, it has fairly low curb weight so can get pushed around a bit compared to the US 1-tons.
I do not know about RCFB? Seems to refer to a brake part? But the 70C version comes in at 15,300lb GVWR, 23,000lb GCVWR
Their is a 35C version which is relatively lightweight.. What owners do do is resort to LPG chemical supercharging to keep up with Super Duties
IVECO Daily 35ss has a GVWR of 7,600lb
IVECO 70c 28ft Class C with twin slides
Good initiative but a bit late to the party. RAM stole the show with its new diesel in the 1500. Size asside there is no advantage going diesel in the midsize truck.
I bet the will sell less than predicted.
Maybe...it's an entirely new market...
I am in wait and see mode. I think the upgrade price is too high. But we will see what the market can handle.
Price could be a killer in the U.S. Those sort of margins are non existent here, as diesels are much more common
It will be interesting to see the actual MPG. That could influence sales, maybe.
I believe the mid 30's MPG numbers being documented and turned in by the second party testers that work with my stepson are a good indication of what to expect.He has no reason to make up the numbers
That is what you will get in U.S. gallons, I suspect . Scratching my head how the U.S. Regulations affect the Colorado, as the Horsepower and torque are exactly the same as the Euro V versions sold outside NA. Engine made in Thailand. I know Euro VI really cuts horsepower and torque
Looks good to me. Nice to have a diesel option in a mid sized pick up. It's only 2.8 liters...but that should do the trick for light to medium towing. If you want more...then you need to go up to a full size pickup.
Want more than a full sized pickup... then go up to a Class 5 to 8 truck. It's all about desires, needs and what options are out there to fulfill what you want/need.
This mid size diesel has just increased available possibilities. Some people, many years ago bought diesel Toyota and Nissan pickups. They have not been available in North America for awhile. Now that's changed...smaller diesel trucks are here again.
How good it is...well I'll wait for the first reviews and actual tests.
What is interesting the horsepower and torque are exactly the same as the Holden Colorado
using the same VMmotori engine. The Holden is Euro V specification, so what difference between it and the U.S. regulations?
No brakes? It is possible the driver forgot to hook up the trailer to the truck....I am sure it's happened to a few of us at one point.
But, yeah, they really are movin'Maybe he didn't even have a brake controller???
It seems wind gusts do it. European Caravans have pretty low weights on the tow bar. You get this with a gust of wind.
Video of a similar accident with a European Caravan towed by a Van
Polish Caravan towed by car overtaking a Truck
I think they have a great concept with the low profile trailer being easy to tow and better fuel economy while towing! Bags.
Almost identical Caravan was produced in South Australia( more Hi Lo, looking at it) in the early 1960's. It was called the Prattline, but did not sell
From what I see as soon as the trailer came through the tractor trailers wind cone the trailer started to sway, this is not uncommon especially since the truck looks to be a little tail heavy. A cross wind aggravates the situation although I couldn't tell from the video how much if any wind was present. If the driver had used the brake controller the trailer brake light should have lit up so I have to assume he never touched the brakes.
I would think instead of trashing the operator and providing no real useful information we as a group should be discussing this and maybe providing useful information that might help keep someone else out of this situation.
What I would have done in this situation, I have been here a couple times towing rigs for work that weren't set up quite right, is as soon as I felt the trailer start to sway I would have got my finger on the trailer brake controller and started to apply the trailer brakes which usually takes care of the problem right away. If I reacted to slow and the sway got excessive I would have applied the trailer brakes and powered up the truck to pull the trailer straight. Once the rig straightened out I would pull over and rework the hitch setup.
To tell you the truth passing a tractor trailer is my ultimate test of how well my truck trailer combo is set up. When I hook onto a new trailer I feel the rig out and avoid passing big rigs on the freeway until I have a feel of the combo and am confident that its set up right and running well. You know you have a good combo when you pass a big rig going down hill in a Wyoming cross wind and the trailer doesn't wiggle. From my experience speed isn't really an issue if the rig is set up right. As for the feel well its all in your rear. Your butt is connected to the seat and will give you the first indications that something is getting loose before you see it in the mirrors.
Which is what it looked like to me. The undulation should have been stopped before it became dangerous. Snaking is common with badly loaded or tail heavy Caravans in my case. Side winds are the missing ingredient
the video shows 7/20/15...I swear I could see the good sam sticker in the window too...I guess he was going about 80-85....Looked liked the front trailer axle came loose but I could be wrong..
Looking at the area he was driving in, he got hit by side winds from the plain causing the trailer to "snake"
Here you can pull a 26ft 5th Wheeler, but company producing it has to show and have tested the final configuration thoroughly before they can sell it. Otherwise they cannot sell it or a fined into the ground till they produce a suitably safe vehicle, for the tow vehicle to tow. Abuses by some large truck operations has made the road safety and licencing Authorities very tough on compliance and suitability for towing.
Beside adding few inches in height, I don't see disadvantage of flatbed.
When I had one, I build custom sides to fit the space and the extra cargo storage was priceless for firewood, extra propane tank, generator and toys.
Coming to dually, it will ride like******empty.
I heard about owners adding air helper bags and removing a leaf, what helped a lot in it, but that is some modification as well.
Really , Flatbeds are the most common type of Truck bed in Australia. Even working F250/F350's , used as RV's have their Pickup bed removed and replaced by a Utilty bed
True half ton per US DOT class 1 trucks, under 6000 lbs
DOT clas 22 or 3/4 ton, light duty 8001-8400 lbs, follows same cafe rules as dot 1
DOT HD class 2, 8401-10000 lbs
DOT class 3 or 1 ton, 100001-14K
DOT class 4, 14001-16500
DOT class 5, 16501-19500
So reality is, MOST half tons on the road with 5 or 6 lugs, are light duty 3/4 tons. Including the almight yota tundra! and my sons 1500 checy with a 7200 gvwr. Even the other sons Toyouta Tacoma, has a gvwr just over 6000 lbs IIRC, so it is a 3/4 ton per the US DOT. Both sons trucks are licensed at 8000 lbs gvw.
As Ben said, blurred lines any one?!?!?!?!?!???
I PMed Brulaz about the European " 1 tons" he saw in Europe, they go from a HD Class 2 to Class 4. Above that the Trucks start climbing the "Lorry" classification. In our Australian case from Utes/Pickups to Trucks
Payload is simply GVWR minus curb weight. If GVWR is marketing BS, so is payload.
I didn't mean that GVWR is marketing BS. I meant that the terms "3/4 ton",etc. are marketing BS, because there is so much inconsistency as how those terms relate to actual capabilities.
We have the same problem classifying US Pickup conversions here. Just go by what the manufacturer classifies it.
It appears that the new Nissan Titan will be a heavy half ton and we all know that Cummins makes a good diesel. For folks that don't tow big heavy 5th. wheel trailers with multiple slides, perhaps the new 2016 Nissan Titan with 5.0 V-8 diesel makes a lot of sense! Personally, I've owned (3) V-8 diesels, a 6.2 Banks, 6.5L GM Naturally Aspirated, & 6.5L TD GM 2001 model with 305,000 miles on the odometer. I see this new Titan in a category between the Ram 3.0 LTD & the New Chevy Colorado 2.8LTD Duramax and the big H.D. Ford, Chevy, GM, & Ram 3/4 & 1 Ton Pick Up trucks. To me it makes sense for some people. Bags.
Proof is in the eating, so I guess you will soon know how good or otherwise the Nissan will be