iMotorhome eMagazine Issue 3 - June 2 2012

iMotorhome

3: June 02 2012

.com.au

Issue

because getting there is half the fun...

NZ Calling.

Grab a winter rental deal now!

Viva la Revolution!

Social media is changing everything

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On my mind...

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ast issue I talked about the interactive links within this magazine, which I hope you’ve tried, as being one of the many advantages of digital publishing.

Dovetailing beautifully with digital publishing is the often overhyped world of social media. Despite the hype it has been fascinating to watch the growth of our Facebook and Twitter following in just the month since we launched and the way interaction with them has, and is, developing. Are you one of “them”, by the way?

The so-called Information Revolution really is, well, a revolution – and it’s a peoples’

revolution at that. At its heart is social media. From out of nowhere it now influences global events, holds dictators to account and even topples seemingly-impregnable governments: Not bad for something many people still regard as a bit of a waste of time.

Now consider social media’s impact on the publishing business. Traditionally, magazines have pontificated from on-high and if you felt strongly enough about something you could send ‘a letter to the editor.’ This might or might not be printed – perhaps with a reply but often

without – and that was pretty much the end of the matter.

But things have changed. The rise of social media means that if you’ve got something to say you can be on Facebook or the like in a flash, seeking comment and discussion in an open public forum. This is good for everyone and puts a lot of power in your hands.

It’s also no wonder some oldschool publishers are running for the hills.

In real terms what does this mean for you and me? In this instance it means you can play an active part in shaping the direction and content of iMotorhome eMagazine.

The KEA experience is the perfect way to enjoy Australia. The joy of our self-contained motorhomes is to go wherever you like and do whatever you want. KEA makes this easy with unrivalled style and comfort of our customised vehicles purpose built for Australian conditions.

L SPECIAD E LIMIT OF F E R

KEA ORIGIN - $109,000 drive away for first 20 orders (Save $10,000 of RRP $119,000) The ultimate in motorhome style and comfort *Photo supplied by Bill Savidan - Motorhomes, Caravans & Destinations Magazine

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www.keasales.com.au

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On my mind...

Many businesses claim to ‘value your input’ but don’t act on it when you make the effort. More fools, them. Social media helps break down the barriers by stating an on-going ‘conversation’ and that’s what I’d like to see develop.

Tell me what you’re thinking about; what you want to read, what you’d like us to cover and so on. Importantly, I can

also share your input with motorhome and campervan manufacturers, equipment suppliers, attraction operators, caravan park owners and tourist organisations, providing them with invaluable ‘grassroots’ insights that can benefit everyone.

So what are you waiting for?

Join the Information Revolution by finding us at

The iMotorhome Team

www.facebook.com/ imotorhome and/or at www.twitter.com/@ imotorhomemag. Then start posting, commenting and sharing, because with your help we can all make a difference.

Long live the revolution!

d r a h c Ri

Richard Robertson

Malcolm Street

Allan Whiting

Publisher & Managing Editor

Consulting Editor

Technical Editor

A long-time freelance RV, motoring and travel writer, Richard is a dedicated, longterm motorhome enthusiast.

Unquestionably Australia and New Zealand’s best known RV journalist, Malcolm is a fixture at CMCA rallies and RV shows and is now in his second decade as a specialist RV writer.

An experienced motoring writer when Japanese cars were a novelty, Allan’s career read’s like Australian motor writing royalty.

richard@imotorhome.com.au

He has held senior editorial positions with some of the best know recreational vehicle magazines in Australia. Richard also has a passion for lifestyleenhancing technology, which is why he is the driving force behind the new iMotorhome eMagazine.

malcolm@imotorhome.com.au

If it’s available on either side of the Tasman, Malcolm has probably driven it, slept in it, reported on it, knows how it’s made and can tell you just how good it really is.

allan@imotorhome.com.au

Highly experienced in or on everything from motorcycles to B-doubles, Allan also runs www.outbacktravelaustralia. com – an invaluable free resource for anyone into four-wheel driving or touring remote corners of Australia.

©2012 iMotorhome. All rights reserved. Published by iMotorhome. ABN 34 142 547 719.

PO Box 1738, Bowral. NSW. 2576. Contact us on 0414 604 368 or Email: info@imotorhome.com.au

INSIDE EDISNI

2 ON MY MIND 5 NEWS How social media is changing everything

• Apollo heads for the stars

• Winnebago appoints new Gold Coast dealer

8 TESTED

Remote Control – The remarkable EarthCruiser 4x4

17 TRAVEL

Snow time like the present to head for NZ!

TESTED 20 17

Off the Beaten Trakkadu – Heading bush in Trakka’s highly desirable Trakkadu

27 SIMPLE AS ABC 21 34 TECHNICAL 23 37 CALENDAR 38 NEXT ISSUE A beginners’ guide to what motorhome is what

Coal-to-Liquid Fuel Technology: Is it a viable option for Australia?

What’s coming up in RV shows on both sides of the Tasman

A sneak peak at what we’re doing on June 16th

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News...

APOLLO HEADS FOR THE STARS

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o it’s not a return to the space race, but Apollo Motorhomes’ Holidays has announced a high-end range of motorhomes designed for local and international travellers looking for something special.

offer an even higher standard of vehicle and service to holiday makers from around the globe.

“Star RV represents Apollo’s response to international market demand for high quality motorhome holiday experiences,” he said.

Called ‘Star RV’, the new program offers a range of four top-end vehicles including the first slide-out motorhome in the Australian rental market, which they claim offers 30 percent more living space.

“We are the only company to guarantee our customers a rental vehicle less than 12 months old, and have also introduced a ‘5 Point Service Star’,” Luke explained.

Apollo CEO, Luke Trouchet, said the company is thrilled to

Under the ‘5 Point Service Star’ guarantee, Star

RV customers will enjoy complimentary valet service, complimentary vehicle cleaning, complimentary taxi transfers (to AU$25), faster pickup with online registration and simple drop-key vehicle return.

Named after constellations seen from Australia and New Zealand, the Apollo’s new vehicles come with flat screen TVs, DVD players and iPod docking stations as standard, along with guaranteed automatic transmission and unique features in certain vehicle groups, drop down

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News...

beds, large awnings and outdoor barbecues.

Apollo says is guests also can enjoy peace of mind with a dedicated 24-hour free-call customer service line.

The Star RV range is available for pickup on the East Coast

of Australia, the West Coast of the US and from Auckland and Christchurch in New Zealand. Vehicles can travel country-wide.

It looks like competition in the already-competitive motorhome rental market is set to intensify. This can only

be good news for customers, while the falling Australian and Kiwi dollars are a bonus for overseas visitors – and an incentive for locals to holiday at home. To find out more call them on 1800 777 779 in Australia, 0800 113 131 in New Zealand or visit www.starRV.com.

WINNEBAGO HEADS FOR THE HINTERLAND

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ustralia’s biggest motorhome manufacturer, Winnebago, has appointed Hinterland Winnebago Gold Coast as its authorised dealership for the Southeast Queensland region.

The Hinterland Group, already established in the RV and car markets, is at 90 Kortum Drive, Burleigh Heads, on the Gold Coast. The company says it will offer a full range of services to Winnebago and other motorhome owners, including

new and used vehicle sales, service and repair; spare parts and accessories and expert advice in finance and insurance.

“Hinterland Winnebago Gold Coast fills an enormous gap

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News...

in our Australia-wide dealer network: said Max Mayo, Sales and Marketing Manager for Winnebago. “The Southeast Queensland region is a mecca for motorhomers and to have a long-standing company as professional and dedicated as the Hinterland Group come on board is fantastic as they fully compliment the high ideals and standards Winnebago sets for itself.”

Established for over 28 years, the Hinterland Group is one of the largest motor vehicle industry organisations on the Gold Coast and includes the Hinterland Caravans dealership.

“We are looking forward to partnering with Winnebago for the long haul” said Stewart Cameron, Hinterland Winnebago’s Dealer Principal.

“Both companies’ maintain very high standards of professionalism and have a strong customer focus, something that we at Hinterland are very proud of.”

Surprisingly, no contact details have been supplied, other than www.winnebago.com.au, where you can probably be pointed in the right direction.

View the all new Sunliner Monte Carlo M74 today.

Available for immediate delivery!!

5 Melrose Dr, Wodonga 3690 • Ph: 02 6024 4222 • awrvworld.com.au

Tested: EarthCruiser

REMOTE

CONTROL

EarthCruiser 4x4 puts you in control of any remote travel adventure...

Review by Allan Whiting, Images by EarthCruiser and by Allan Whiting

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Tested: EarthCruiser

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hen off-road competition boys Kym Bolton and Lance Gillies saw the need for a motor home with the best possible off-road credentials they couldn’t find one on the shelf, so they built their own.

Now, an EarthCruiser can be yours, too.

or Mercedes-Benz Sprinter 4WD chassis that are more ‘traction vehicles’ than serious off-roaders (yes, we know Oberaigner in Austria does the 4x4 package for the Sprinter and the goody tin includes diff-locks and a lower-speed transfer case, but this spec’ isn’t available Down Under).

Anyone who’s camped under canvas in heavy rain knows how much more pleasant it is to have a hard roof and a floor that’s well clear of the mud. Problem is that motor homes are way to ‘sooky’ to go seriously off-road. The only available 4x4 motor homes are built on VW Transporter

The Truck o, what to do for the basis of a serious offroad motor home? Kym and Lance started with the Fuso Canter 4x4 light truck. This vehicle is designed around the mechanicals of a roadgoing Canter, using the 4x2’s tilt-cab, diesel engine, main

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transmission, rear suspension and rear axle. To provide clearance for a drive-axle under the cab a special S-profile chassis does double duty, lifting the cab higher at the same time.

The Canter 4M50-3AT7 fourcylinder, 4.9-litre diesel engine is a true light-truck donk, so it’s a tad rattly at idle. But with turbo-charging and commonrail injection it’s rated at 110 kW @ 2700 rpm and an impressive 471 Nm of torque at 1600 rpm. To meet ADR 80/02 emissions standards, exhaust gas recirculation (EGR) and a catalytic converter are fitted. Standard

Tested: EarthCruiser

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fuel tankage is 125 litres, with an optional 90-litre additional tank available.

The transmission is a five-speed manual with synchromesh on second to fifth gears and there is a power take-off opening on the left-hand side of the case, so it’s possible to have a mechanical winch if required.

The transfer box is a twospeed TF3 with a low ratio of 1.987 and a high of 1.090, with a cable-operated selector in a console to the left of the driver. The final drive ratio is 5.285:1.

xxxxx

The fully-floating axle load capacities are a lot higher than normal 4x4 axles: rear axle capacity is 4300 kg while the front axle is 2600 kg.

Although the EarthCruiser has a gross vehicle mass (GVM) rating of 4500 kg – so

Stratos suspension seats and all-new front suspension means the EarthCruiser doesn’t ride like a truck. Integrated control panel (below) is comprehensive.

Tested: EarthCruiser

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it can be driven by people with a passenger car driving licence – its actual Fuso Canter rating is 6000 kg, with a towing capacity of 3500 kg.

Importantly, the EarthCruiser is a secondary manufactured vehicle, so there are no ‘modified vehicle’ registration or insurance issues with it.

Big single wheels front-and-rear are interchangeable and provide excellent off-road performance, unlike dual rear-wheel set-ups.

Anyone who’s driven the standard Fuso Canter 4WD knows how dreadful the ride quality is: short, stiff leaf springs, ineffective dampers and fixed-base seats combine to give the driver’s and passenger’s bums a rare old

Tested: EarthCruiser

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A Bathroom provides off-road comfort while the cooktop is diesel-fired. There’s good kitchen bench space, too. workout. I’ve refused to road test new versions of this truck and the Isuzu equivalent, because they’re both too hard on my aged body. I can still manage a few rounds of judo, but I draw the line at driving these Japanese lorries on rough bush tracks.

So what were Kym and Lance thinking when they settled on the Fuso Canter as the basis for the EarthCruiser motor home? They were thinking, it turns out, that the ride quality ills could be cured in three steps.

Step One was to throw away the standard front-and-rear leaf springs, move the aft spring-hangers back 100 mm on the chassis and fit longer front-and-rear spring packs.

Also part of Step One was a

set of shock absorbers that actually work.

Step Two involved giving back the skinny standard wheels and replacing them with wider rims that mounted

Tested: EarthCruiser high-sidewall, 255/100R16 Michelin XZL steel-carcase-ply rubber. The dual wheels at the rear were replaced by higherflotation, softer-riding singles.

Clever wheel-nave proportions mean the same wheel fits front and rear axles, but is reversed to ensure rear-axle track matches front-track.

Step Three saw the stock chairs replaced by Stratos suspension-base seats.

Body Beautiful he boys then turned their attention to the motorhome bodywork, which is fabricated in fibreglass, with integral internal modules to help stiffen the structure.

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The solid FRP roof raises and lowers on four electricallypowered rams and has a marine-grade vinyl gaiter to fill the space between the top of the FRP walls and roof.

This flexible-wall section is laminated with an insulation layer and fitted with meshed ventilation panels that have zippered rain covers. An electrically-operated staircase unfolds to provide side-door access.

Fitting a stiff body to a flexible truck chassis can cause cracking problems in both, unless the mating is done properly. The EarthCruiser body attaches to the chassis via coil-spring chassis mounts that allow a great deal of body/chassis movement.

There’s also a flexible gasket between the cab rear wall and the front of the body.

Because the test vehicle was built on the short (2860 mm) wheelbase Canter it came with the smaller body package that features an across-the-rear double bed, shower and toilet module, diesel-powered ceramic cooktop, sink, 120-litre 12V fridge and a two-seat dinette that can convert to a single bed. The longer wheelbase version comes with three single beds or a double and single, plus two tables and more cupboard space.

Bathroom is basic but okay while the dinette is just for two.

Through-cab access is limited.

Tested: EarthCruiser In both versions it’s possible to clamber inside and sit down without raising the roof, so a roadside lunch stop is easily done.

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Electric power comes from four 100 AH deep-cycle batteries, fed by the onboard charging system and three roof-top solar panels.

There’s also an 1800-watt inverter provided. All electrical functions are controlled from a marine-style single wall panel.

On and off road espite its height and boxy appearance the EarthCruiser isn’t much larger than a LandCruiser: around 700 mm longer and 100 mm wider. It fits quite well on most bush tracks, although drivers need to be aware of its 2.5-metre height when ducking under low branches.

Incidentally, the EarthCruiser fits into a 20-foot ISO container, should you want to ship it across the seas.

D

Forward and side vision from the lofty driving perch is superb while rear vision is down to a reversing camera.

Forward control makes it easy to position the EarthCruiser accurately on rocky trails.

Ride quality is streets ahead of the standard Canter’s, thanks to suspension seats, longer springs, powerful dampers and big single tyres that absorb much more road shock than the

Electric steps and popup roof make access and setting-up camp simple. standard rubber. I punted the EarthCruiser through potholes and across heavy corrugations without feeling uncomfortable and the truck didn’t appear to be suffering, either.

Wheel travel wasn’t brilliant, but the Canter chassis is designed to flex, so keeping

the tyres in contact with the ground wasn’t an issue on all but severe rock shelves.

Its powerful Thornton rear limited-slip differential aided tyre grip in loose and slippery conditions, but an air-locking front diff is a worthwhile option.

Tested: EarthCruiser

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No matter where you want to go, the EarthCruiser will likely get you there. And back.

Our test wasn’t long enough to gain real-world fuel consumption figures, but EarthCruiser’s own testing indicates consumption around18L/100km at 100 km/h average speed, dropping to 16.5L/100km at 80km/h average speed. In

soft sand, consumption has worked out at 21L/100km, EarthCruiser says.

The Bottom Line ll this innovation and mobile home comfort doesn’t come cheaply, so the haggling starts around

A

$180k. If that seems a lot, check out the quality and also compare the EarthCruiser with the combined cost of buying, registering, insuring and running a large 4x4 wagon plus a top-shelf camper trailer or off-road caravan.

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Tested: EarthCruiser

Specifications Manufacturer

EarthCruiser Overland Vehicles Pty Ltd

Model

EarthCruiser

Base Vehicle

Fuso Canter 4x4 light truck

Engine

4.9-litre 4-cylinder turbo-diesel

Power

110 kW @ 2700 rpm

Torque

471 Nm @ 1600 rpm

Gearbox

5-speed manual/dual-range

Brakes

Vacuum-assisted drums

Exhaust Brake

Yes

Tare Weight

3500 kg estimated

Gross Vehicle Mass

4500 kg

Licence

Standard car

Passengers

2

External Length

5.6 m (18 ft 4 in) approx

External Width

2.1 m (6 ft 10 in) approx

External Height

2.5 m (8 ft 2 in) approx

Rear Bed Size

2.0 m x 1.25 m (6 ft 6 in x 4 ft 1 in) approx

Cooker

Webasto Diesel Cooker X100

Fridge

120-litre 12v

Lighting

12V LED

Batteries

2 x 110 amp hour

Solar Panels

3 x 64 watt

Inverter

1800-watt true sine wave

Heater & Hot water

Webasto Dual Top – diesel

Toilet

Thetford cassette

Shower

Flexi hose, vari height

Water Tank

90-litres std, extra 100-litres optional

Price Ex Factory

A$180,000 approx

Pros

• Outstanding ability • Design innovation • Quality engineering • Sheer practicality

Cons • Not for suburban garages • Limited water capacity

Contact EarthCruiser Overland Vehicles Pty Ltd Unit 4, 7 Lear Jet Drive, Caboolture, QLD. 4510 T: (07) 5499 2305 E: sales@earthcruiser.com.au W: www.earthcruiser.com.au

Travel...

Winter

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Wonderland

NZ is a land full of wonder, in winter...

Words by Malcolm Street and images by Kea Campers

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ouring out-of-season is always interesting and often rewarding – in more ways than one.

For Australians, the lure of a winter motorhome holiday in New Zealand might seem low; but factor in the exchange rate, great rental deals by companies with yards bursting with idle vehicles and a whole country of spectacular scenery waiting

to be explored and it starts to look a whole light better.

Winter is when Kiwis put their motorhomes away, yet in this writer’s experience it’s a good time to travel – especially if considering a few days on the ski slopes as well. Sure you have to wrap up, but winter touring in a motorhome can be a great experience.

Many rental motorhomes these days come with a diesel-fired space heater and they are excellent for keeping the cold at bay. A bonus is when the heating is also ducted into the bathroom: not only is it good for showering but it makes an excellent drying room for wet ski gear!

If planning travel in alpine or sub-alpine areas, snow chains

Travel... should definitely be carried.

These are not always easy or intuitive to fit, so be sure to practice beforehand. Carry items like large a plastic bag, waterproof gloves and a piece of stout wire (like an old coat hanger) to help the fitting and removal process.

By the way, if you’re thinking of buying a vehicle to travel into Alpine areas regularly, consider this: dual rear wheels are not the easiest to fit chains to, but the real winner is front wheel-drive (like the Fiat Ducato). Being able to

turn the wheels when fitting chains makes life much easier and when driving, the chains are fitted to the traction and steering wheels.

Stay in the loop inter driving conditions in New Zealand are not really much different to any other time of year, except in alpine and sub-alpine areas.

Snow is certainly a hazard, but one that can be seen. Ice is another matter, however, often first noticed when your vehicle isn’t going where you want it to. Visit a website like

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http://www.snowreports. co.nz/new-zealand/handlingskids/ for detailed tips on this, but basically the bottom line is passive driving and minimising aggressive actions in the braking, steering and accelerating departments.

Just in case you’re not convinced, there’s nothing quite like sitting back in a cosy motorhome – even on a biting winter’s day – drinking something hot (or warming!) and just looking at one of the many spectacular New Zealand winter views.

Travel...

So why wait? The Aussie is sliding against the Greenback (meaning Aspen’s looking dicey), but the NZ$ is sliding with it and companies like KEA Campers have winter deals – and central heating – to bring a warm smile to your face.

Check them out at www. keacampers.co.nz or visit www.newzealand.com/au for a whole range of New Zealand holiday opportunities.

Even kids love winter in New Zealand in a warm and cosy motorhome.

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Tested: Trakka Trakkadu 132 ORP

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OFF THE BEATEN TRAKKADU Review and images

by Allan Whiting

If you’re looking for a go-anywhere campervan, Trakka’s Trakkadu could be just the ticket...

Tested: Trakka Trakkadu 132 ORP

S

ydney-based Trakka is one of the leaders in design and innovation in motorhomes and campervans and has been building on VW Transporter van chassis since the 1970s. The latest Trakkadus incorporate VW’s most recent technological innovations and upgrades and we took one bush to see how it all works.

There are now five models in the Trakkadu line-up, from the A$75,500 103 2WD version up to the 132 4WD with Off Road Pack, at a RRP of A$127,000. Our test vehicle was a 132 ORP model, which

we chose because it’s the most off-road-capable in the Trakka lineup.

The Light Vantastic he Trakkadu 132 ORP is built on an enhanced Transporter van. The manual transmission is a specially designed six-speed with a deep-reduction first gear and the suspension is fitted with VW-approved Seikel components that help lift ground clearance from 180 mm to 240 mm.

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Being the top-shelf Trakkadu the 132 ORP comes with all the expected inclusions:

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swivelling front seats, gasstrut lifting roof, diesel stove, 80-litre fridge, ADR-approved rear seats, opening and fixed windows, premium awning, fresh-water tank, grey-water tank, 100 AH AGM house battery, electronic monitoring system, LED lighting, 3200 kg GVM suspension upgrade and rear differential lock. The test vehicle was fitted with an aluminium nudge bar, Hella HID driving lights and a rear annexe with shower.

Other options include solar charging, diesel cabin heater, tow bar, TV, stereo upgrade, leather upholstery and hot water system. Phew.

Tested: Trakka Trakkadu 132 ORP

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The VW Transporter already has car-like performance from a 132 kW/400 Nm turbodiesel engine, plus world-class dynamic and passive safety equipment: ABS, electronic stability control (ESC), fog lights with cornering function, rain-sensing wipers and auto headlights.

The end result is a Trakkadu that has excellent original and Trakka equipment levels. We checked it out on and offroad, and spent two nights sleeping in it.

Trakkadu Goes Bush aving tested previous Trakkadus we knew that Trakka’s functionality, fit and finish were second to none and the test vehicle confirmed this experience. All the conversion items worked as planned and we found it very easy to change the Trakkadu from driving to camping trim.

H

On our first bush night it rained, so we had to set up

Trakkadu’s interior works flawlessly. Rear bed-seat slides fore/aft and has integrated seatbelts for two passengers.

Tested: Trakka Trakkadu 132 ORP

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quickly and that proved to be simple: the side awning protected the doorway while we spread a groundsheet and erected our chairs; and the rear door protected us while we put up the aft annexe. We used a pre-made bedroll on top of the fold-out bed and went from driving mode to dining and sleeping mode in about five minutes.

The only problem we encountered was keeping mozzies out of the cabin when we wanted to leave the side door open.

Bed area is good while sliding wardrobe doors ensure space efficiency. Controls are comprehensive and easily reached.

The diesel stove is a safer option than LPG, but it needs

Tested: Trakka Trakkadu 132 ORP

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some warm-up time, we discovered. We found it ideal for cooking planned meals, but for that quick midday cuppa one of the el-cheapo, hardware-store butane singleburners is the go.

Driving the Trakkadu was a pleasure and we appreciated having our house-on-wheels contained in such a compact machine (no camper trailer to consider when trying to park in shopping centres). It handled secondary bitumen and dirt roads with poise, apart from some rattling of contents on corrugated sections.

Trakkadu is at home on fire trails but not so happy on rocky climbs. A full automatic would transform it.

The 132 ORP model is Trakka’s most capable Trakkadu and we had high

Tested: Trakka Trakkadu 132 ORP

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Editor’s Note

F

rom experience I know the Trakkadu is a rare beast. It combines the comfort, safety and refinement of a luxury car with the ability to haul family and friends, and then double as a weekend escape or extended touring machine.

Any model Trakkadu is a fourhopes for its off-road place family wagon thatability can thanks to the low-speed keep your shopping cold infirst the gear fitted to this machine, fridge while you watch your but(or it’sgrandkid’s) still no rock-hopper. kid’s sporting Even in first cog the endeavours from underTrakkadu the baulked at the low stone awning, or inside with a coffee shelves on ourblowing. And when the wind’s that’s just one scenario.

VW’s Transporter has been with us so long it’s been refined to within an inch of its life. Ditto Trakka’s innovative and beautifully made camper conversion. Combined, they’re a formidable combination which, although not cheap, delivers satisfaction in spades.

favourite fire trails: tracks that standard 4x4 utes handle easily.

VW offers a seven-speed twin-clutch mechanicalautomatic transmission on the Transporter, but the gearing in this transmission isn’t as deep as the manual six-speed box’s, so that wouldn’t work, either. What’s needed is a torque-converter automatic transmission, to let the engine spin-up without stalling.

Although the Trakkadu didn’t like rocky climbs it was fine

on dirt road and also beach sand, where gearing and floatation from its fat tyres worked well.

Al’s Thoughts... s an Outback touring machine for a couple the Trakkadu should be ideal: compact, economical, easy to drive and manoeuvre, and able to get to camping spots larger vehicles or those towing camper trailers can’t manage.

However, it isn’t a full-on allterrain adventure machine.

A

Tested: Trakka Trakkadu 132 ORP

Specifications Manufacturer

Trakka

Model

Trakkadu 132 ORP

Base Vehicle

VW Transporter

Engine

2.0-litre 4-cylinder turbo-diesel

Power

132 kW @ 4000 rpm

Torque

400 Nm @ 1500 rpm

Gearbox

6-speed manual/all-wheel drive

Brakes

ABS ventilated 4-wheel discs

Tare Weight

2500 kg estimated

Gross Vehicle Mass

3200 kg

Licence

Standard car

Passengers

4

External Length

5.29 m (17 ft 4 in) approx

External Width

1.9 m (6 ft 2 in) approx

External Height

2.16 m (7 ft 1 in) approx

Internal Height

Exceeds 2.0 m (6 ft 6 in) approx

Wheelbase

3.4 m (11 ft 1 in) approx

Turning Circle

13.2 m (32 ft 3 in) approx

Ground Clearance

240 mm (9 in) approx

Rear Bed Size

1.95 m x 1.248 m (6 ft 4 in x 4 ft 1 in) approx

Cooktop

Diesel-powered stove

Fridge

80-litre 12v

Lighting

12V LED

Batteries

1 x 100 amp hour

Solar Panels

Optional

Heater & Hot water

Optional

Shower

Optional

Water Tank

55-litre fresh/38-litre grey

Price Ex Factory

A$127,000

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Pros

• Superb daily driver • Safe and economical • Excellent integration of camper • Quality of vehicle and conversion • Genuine all-road ability

Cons • Manual gearbox only • Lacks ultimate off-road ability • Extensive options list • Expensive for its size

Contact Trakka 9 Beaumont Rd, Mt-Kuring-gai, NSW. 2080.

T: (02) 1800 872 552 E: trakka@trakka.com.au W: www.trakka.com.au

iMotorhome 101: The Basics

27

Simple as A B C

Story and images by Malcolm Street

T

o those new to the campervan and motorhome lifestyle all the jargon can be confusing.

Even something as basic as the different classifications of motorhomes can confound.

So we thought iMotorhome readers would appreciate a rundown on the ABCs of vehicle classification – if you’ll pardon the pun – so you’ll know what we’re talking about!

It should be mentioned right away that the terms A, B and C have nothing to do with one class of vehicle being better than another. In fact, there are about five or six general

A is for Ample: space, comfort and style... classifications and they are roughly as follows:

most are rear-engined – also known as ‘rear pushers.’

A-Class Motorhomes -Class motorhomes are engineered on a purposebuilt motorhome or truck chassis, are more coachlike in their looks and very comfortable and roomy inside.

Some have a front engine but

Certainly the most flexible in terms of design layout, most A-Class motorhomes have a flat floor design, with swivelling driver and passenger seats forming an integral part of the front lounge area. Some have one,

A

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iMotorhome 101: The Basics

These two B-Classes show how the style has evolved.

B and C-Class Motorhomes hese are built on cab chassis units like Mercedes Benz Sprinters, VW Crafters, Ford Transits, Ivecos, Fiat Ducatos and Isuzus. Older motorhomes are often powered by Mazda and Mitsubishi units but in recent years, the European manufacturers have become more prominent. There are also a few specialist (usually 4WD motorhomes) built on either Isuzu 4X4 or the more exotic MAN 4x4 chassis.

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two or more ‘slide-outs’ (sideexpanding compartments), making them even roomier.

Luxury is the key word with A-Class motorhomes and the most common layout is a front lounge, mid-station kitchen and rear bedroom.

The bathroom is usually right at the rear or at the front end of the rear bedroom.

Minimum length for an A-Class motorhome is generally about 26 ft (8 m), but some European companies build them as small as 20 ft (6 m). At present there are few new A-Class motorhomes available in the Australian market. Indeed, the only mass manufacturer making one is Winnebago, on an Iveco Daily chassis.

Sometimes known as ‘coachbuilt’ units, these vehicles are usually defined as being ‘B’ or ‘C’ class units and are the most popular type of motorhome. C-Class units have the bed over the driver’s cab in a sometimes-bulbous

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C-Class motorhomes are distinguished by over-cab beds. section known as a ‘Luton Peak’ (an old British term originating from a particular style of early motor-lorry bodies made in Luton, and sometimes simply referred to as the Luton). B-Class units, on the other hand, don’t and usually have a more streamlined look at the front.

A few companies make motorhomes based on a Toyota Hilux cab-chassis, or similar, in either 2 or 4WD

and they do have weight restriction problems, but these are smaller and easier vehicles to drive. However, internal access to the driver’s cab in these small vehicles is limited.

Both B and C-Class motorhomes mostly come with side door entry, side or rear kitchen and usually side or rear dinette. A few designs feature a front dinette in conjunction with driver and passenger swiveling

seats. B-Class units usually have double or single beds in the rear, whereas C-Class motorhomes often have a day/night lounge in addition to the over-cab bed. Location of the shower/cubicle varies too – can either be in the rear or along one side. C-Class motorhomes are very popular with rental companies and come in four and six-berth layouts.

Many people sleep ‘downstairs’ in a C-Class and use the over-cab bed for storage.

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Today’s VW Transporter is far removed the original ‘Kombi’.

Campervans ention a campervan and many people’s image is of the humble and much loved VW Kombi van or something that is quite cramped - hence the crampervan nickname.

Since the demise of the original Kombi the Toyota Hiace has been often the vehicle of choice for a campervan (along later with a few Korean vans). But the arrival of the Volkswagen’s T5 Transporter, with its flat floor layout, was a game changer – in both 2WD and AWD versions.

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In the motorhome world, campervans are undoubtedly the smallest and cheapest,

except for “slide-ons”.

Campervans come as either high-roofs or poptops: the latter in a couple of configurations, either a full-lift or hinged at one end.

Campervans are certainly

the easiest to drive in terms of external size and parking space but suffer from their small amount of internal space. They are, however, hugely popular with rental operators in what you might

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Campervans also come in various shapes and sizes. call the ‘Backpacker Market’, especially using Japanese vans (both new and used).

In most campervans the bed has to be set up each night.

However, even here there are degrees of difficulty. Some manufacturers have a seat that simply folds out with the flick of one lever; in others it’s a case of removing tables, fitting the base and lifting-andfitting cushions together. But for someone who still has a full time job and needs daily transport, these are excellent as a weekend escape machine.

Somewhat larger in size are units built on Ford Transits, Mercedes Benz Sprinters, VW Crafters and Fiat Ducato

vans. With these larger, mostly high roof vans, the definition of campervan or motorhome becomes blurred because they are a van conversion, but sometimes the same size as a small motorhome built on a cabchassis. Most manufacturers call them motorhomes, except for Winnebago, who chose to call their large van conversions, campervans.

Just slightly confusing, in my opinion, and a bit of an image problem for people who still have the old VW Kombis in their heads. It would be nice if the RV industry could agree on something universal, like motorcamper.

Whatever they are called though, many people like these size vehicles because they are large enough to be

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Bus conversions provide good bang-for-your-bucks but big ones can be dear to run.

comfortable and small enough to be easy to drive and economical to run. Certainly, they are very popular with single people – especially women – not only because of full driver’s cab access but also being self-contained for night time use. In some designs the bed has to be set up every night, but in others (usually with front swivelling

seats), it can be left made up.

Again, like the smaller van conversions they are good as weekend escape machines, but can readily undertake longer touring duties.

Buses and Conversions lmost in a class of their own are bus and coach conversions. Generally, in the small bus category are fit-outs

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done on Toyota Coasters or Nissan Civilians. They are often an economical choice because they have mostly had a former life before being converted into a mid-sized motorhome. An advantage of small bus conversions over the larger campervans is that they have more space and are virtually an A-Class unit.

Some are done professionally while others are converted by handymen of varying skill levels. Generally speaking, if “new” they are not available off the floor and have to be ordered. In New Zealand these were very popular until a few years ago, when the government changed the rules regarding emission requirements on imported older vehicles.

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Slide-On Campers are handy if you have a ute or tray-top 1-tonner.

Large coaches are used for motorhome conversions as well. All the seats are removed and a total rebuild takes place. Long distance coaches are often favoured because they have very comfortable air bag suspension already fitted and are mechanically set up for long distance travel.

Slide-Ons ot quite a campervan or motorhome but still fitted to the back of a truck, slide-ons are similar in size to smaller campervans. They

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are designed to slide onto the back of utes and traytop trucks and are slightly misnamed because they don’t slide at all, instead the host vehicle is backed under.

They do have the advantage of being able to be lifted off, should the truck be required for other duties, but because of their design can be slightly top heavy. As well as ute owners, they are also great for people who like the off road scene but still want to live in comfort.

That broadly covers just about everything in the campervan and motorhome market in Australia and New Zealand today. It’s really a guide only because there are no hard and fast definitions and certainly some motorhomes I have seen don’t fit any category! However, there is certainly something available out there for every budget and taste.

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Technical...

Fuel

for thought

Article by Allan Whiting

It might be only a matter of time before we convert coal to liquid fuel: what’s involved?

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pparently we’ve already passed ‘peak oil’, so it’s a dead-set certainty that oil prices will rise dramatically in the next few years. Alternative fuels are being investigated at a great rate, but our fuel distribution network is based largely on liquid-fuel products. Any liquid that can be burnt in place of petrol and diesel will get a look-in before gaseous products that have distribution and storage infrastructure problems to overcome.

There’s a big push by natural gas producers for wider implementation of methane (CH4) as a vehicle fuel, but the problems of vehicle tank size in relation to kilometre range just won’t go away.

Natural gas won’t work in long distance vehicles unless its liquefied and stored in cryogenic tanks on the vehicle – at -160°C. Our internationally-owned coal miners reckon the Commonwealth Government’s tax imposition smells, so it’s

likely they’ll cut back on at least some new projects.

Converting coal to liquid fuel is an option that could generate additional revenue for coal miners and could be sold to the public as an excellent way of reducing our increasing dependence on imported oil products, especially if the miners sell the fuel idea to the Government with tax concessions attached.

First the Good News... here’s certainly enough coal around to do the job.

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Technical...

Ask the average Australian how much coal Australia has and you’ll get the answer that we have much of the world’s reserves, but actually we have only six percent of the estimated global black coal reserves. Nonetheless, we’re the largest exporter of black coal and even then we have enough to last around 200 years. On top of that we have around 25 percent of the world’s brown coal reserves.

Coal-to-liquids (CTL) technology involves either direct or indirect liquefaction and can use either black or brown coal, so it has the potential to use lowerranking coals, such as those available in the Surat, Bowen, Gippsland, Arckaringa, Northern St. Vincent and Collie basins.

The direct CTL process is at the prototype stage and works by dissolving the coal in a solvent at high temperature and pressure, followed by hydrogenation (adding hydrogen) with a catalyst, and further refining to produce high-grade fuel suitable for use in transport.

(NOx), particulate matter (PM), hydrocarbon (HC), and carbon monoxide (CO) emissions.

The indirect process has been used since the Germans employed it during World War II to make up for disrupted fuel supplies. It requires gasification of the coal and the resulting ‘syngas’ is then condensed in the ‘FischerTropsch’ process to produce liquid fuel.

There’s no such thing as a free lunch and dining on CTL is no exception. The big problems are very high up-front investment and emissions from the production of CTL.

Both methods produce synthetic fuels that are cleaner burning than diesel and petrol, with lower nitrogen oxides

Now the Bad News... o, converting that coal into liquid automotive fuel sounds like an attractive proposition, doesn’t it?

Almost.

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Estimates are that CTL has a whole of life carbon footprint at least 50 percent higher than that of conventionally refined petroleum products and may well be double the refined oil figure. South Africa produces

“Ask the average Australian how much coal Australia has and you’ll get the answer that we have much of the world’s reserves, but actually we have only six percent of the estimated global black coal reserves.”

Technical...

30 percent of its liquid fuel from coal and its plants have been categorised as the worst CO2 emitters in the world.

underground reservoirs.

Even then, overall CO2 emissions will be reduced by only 20 per cent.

It’s clear that CTL will increase overall emissions unless the resulting CO2 is somehow prevented from entering the atmosphere. The best hope for that seems to be carbon capture and storage, which involves collecting all the gas and pumping it into

Although the International Energy Agency view is that CTL production is likely to remain a niche activity during the period up to 2030, there are a number of demonstration CTL plants operating in Australia, with Linc Energy’s production

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of refined diesel from coal gasified underground at Chinchilla, Queensland appearing to be the most advanced. This plant has a capacity of 20,000 barrels each day.

As oil reserves dwindle and more customers dip into the pool every day, it’s a case of living in interesting times...

South Africa already has a coal-to-liquid fuel plant that produces about 160,000 barrels annually, but the greenhouse gas costs are high. Can Australia afford – or not afford – to follow suit?

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Show Calendar...

JUNE 6-12 Brisbane Caravan, Camping & Touring Holiday Show

SEPTEMBER 7-9 Penrith Caravan, Camping & Holiday Expo

SEPTEMBER 14-16 Covi Motorhome, Caravan & Outdoor Supershow

RNA Showgrounds, 600 Gregory Terrace, Bowen Hills, Brisbane.

Penrith Panthers, Mulgoa Rd, Penrith. NSW.

ASB Showgrounds 217 Green Lane West Greenlane (AKL). NZ.

• Open 10:00-6:00 daily (4:00 pm last day) • Litttle parking. Free trains from Roma St, Central or Fortitude Valley • Adults $15 • Pensioner/Seniors $10

• Open 9:00-5:00 daily (4:00 pm last day) • Free parking • Free entry

• Open 09:00-5:00 daily • Parking $6 • Entry $15

• Website: http://penrith. supershow.com.au/

• Website: www.supershow.co.nz

• Website: www.caravanqld.com.au/showsevents/ caravan-camping--touring-holiday-show/showdetails.aspx

Know of a local or regional show coming up that attracts and promotes motorhomes, campervans and the great RV lifestyle in general?

Drop us a line at info@imotorhome.com.au and we’ll happily promote it in this calendar.

Next Issue...

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Show & Tell

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ext issue we’ll bring you a photo-fest from the Brisbane Show, which starts this coming Wednesday, June 6th. It’s the last of the big capital city RV shows on the Australian circuit for 2012 and is always hugely popular. If you’re a Southeast Queensland local (or just passing through), be sure to mark it on your calendar.

Additionally, Malcolm Street will be reviewing the Suncamper Southern Cross B-Class motorhome, on Ford’s ever-popular Transit cab-chassis. It looks like a great ‘little’ machine and has had an interior make-over, a-la Suncamper Sherwood, which we reviewed last issue.

Be sure to see what Malcolm thinks of it as we put it through its paces.

See you Saturday, June 16th and don’t forget to follow us on Facebook (www.facebook.com/ iMotorhome) and Twitter (@iMotorhomeMag)!