Wow. What a minefield this topic is and rightly so. Some very expensive lessons learnt and frustrating interruptions to travel plans. Tempers are bound to be flared.
Supposedly Ron said >>>
The pivot is just too much flex for the Fuso chassis In any event, this chassis was not designed for the style of off road they are being used for. They were designed more for extreme construction sites.
For the umpteenth time, if you use a pivot frame on an FG you are tempting fate. If the chassis fails the pivot design was the problem to begin with. Not the FG chassis.
As for the chassis not being designed for offroad conditions, sure we do some major modifications to improve them, but if you saw what the Rural Fire Brigades do with them here in virtually standard trim you wouldn’t be saying that. They really give them a hard time and have a 1000’s of litres of water sloshing around in the back as well. I’m guessing that they are by far the biggest users of FG’s. Not sure how true it was but I was told recently that there are some 600 units in the State of NSW alone.
MSK >>>
Also the Fuso Szulc has proven the point Ron Lucero makes is true. Within two years the chassis of the Fuso Szulc is twisted and deformed.
It doesn’t prove this at all. To me it PROVES that the pivot design was the problem from the beginning. To my knowledge there a no pivot designs in Oz anywhere and I have also never heard of a FG chassis twisting or deforming. Not saying it doesn’t happen but I’ve never heard of this. The damage sustained from extreme offroad use is normally cracking near cross members and suspension points. The only way they can twist or deform is if the body isn’t supported along the full length of the chassis. A pivot cannot accomplish this. This what is proven to me anyway.
Chip >>>
Perhaps our Australian members can comment on how long the Fuso FG chassis lasts when used as an off-road tour bus.
Hi Chip, Typically the operators sell our buses off after 4 years but there are some still running around that are much, much older than this. It depends on the economics of the operation more than anything. Resale value of the vehicles, lease agreements, etc, etc.
Most of them never, again I say "never" experience any chassis failure / faults however there are 2 main areas of operation that are a common exception to this. Fraser Island and Cape York. The punishment that these trucks are exposed to would far exceed anything a private operator could deal out to a truck no matter how adventurous they think they are.
The corrugations on Cape York go on forever. One 2 week trip up Cape York in a conventional 4x4 will cut years off it’s service life and these FG’s do it constantly for 6 months or more in the season. Long ago the roads used to be littered with old trailers and caravans that had fallen apart along the way and then been abandoned. I believe the endless corrugations actually “work harden” the steel which helps to induce the cracking. The better you can make the suspension here, the more you can isolate it and therefore extend the life of the truck.
As far as the beach goes, salt actually alters the metallurgy of the steel. That and the obvious corrosion problem are therefore the main factors in any chassis problems. As an example, a standard exhaust will last about 6 months on the beach and brakes may need a full rebuild after only 3 months. I would call this an “extreme” environment. Also so they are constantly wet so wherever you try and reinforce them with plates, they tend to corrode more at that point.
With most of these operators, when the FG has had enough to remain viable they simply remove the bus body and fit it to a new truck. The old ones are often sold off to farmers or as campers. Bottom line though is that (to my knowledge) failure of the chassis as described by MSK is not seen even under these extreme conditions.
Kerry >>>
I'd be willing to bet that most construction bodies spread the load over the full length of the Fuso frame which could make a big difference.
Hi Kerry, Yep.
Mog >>>
I think if it was a source of problems, they would have gone to something else a long time ago. Most of the OZ operators are making money with their trucks, not for private travel, so I am sure they are more concerned then anyone else. It is one thing to have your own rig broke down, but a far greater problem to have 20 paying customers stranded with the bad PR that brings.
One of our customers has just bought their 27th FG for the beach. It’ll be the first FG84 on Fraser. Another Fraser operator is replacing a fleet of five 200 series Cruisers with FG’s. They are definitely the weapon of choice for outback / eco tourism. In that 16 to 20 seat size anyway, which can usually get into more tight places than the bigger units do.
Mog >>>
Unimogs were designed for pivoting beds, I don't think FGs were. If the trucks are being used outside the manufacture's design specification, it is up to the operator to makes sure it comes together, such as the Aussies have done.
Absolutely
Engineer >>>
Ours lasted until 1/2 way through the second season; mind you the corrugations are horrendous at times on the Cape……….When I think of what they go through, they are ok for what they are.
Mate, you probably have more miles behind the wheel of a Canter than all of us put together. BTW I have seen one of ours (with the full suspension package) after 4 seasons up the Cape and yes, the webs around the suspension points had had a workout but the flanges were still perfect and the repairs were straightforward enough. Body mounts were still perfect too and so the old body just went straight on the replacement truck.
BTW2 I'll be up the Daintree for a family wedding in July. Will try and catch up if you're around.
