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Stateside, for many reasons, Ford and GMC pretty well own the industrial/commercial sector. Some odd-duck USGS and USFS districts use Dodge/Ram. Again, for many reasons. One primary reason Id assume is they fill the role adequately. For the most part, they are heavy duty no-nonsense vehicles...

That's brilliant! Lets all stick a potato in our tailpipes, our trucks will be invincible! :LOL:

In a situation like this, prejudice need not apply. Simple facts like GVWR and axle ratings are all that are needed.

Good to hear it was designed with a proper truck under it. The LC may be tough, but its simply not rated for such a camper, modified or not.

There is good reason why these Landcruisers are never compared to proper 3/4 and 1-ton domestics. Instead, they are compared to the 1/2 ton F150 or as of last few years…. the ranger. As sturdy as it may be, from the ground up a modern domestic 3/4 or 1-ton simply out-classes a vehicle like...

The pump I run is a simple and cheap (about $70) made in USA Facet/Purolator solid state pump. I placed in in an easy to access spot, for ease of replacement. 40k+ miles and hundreds of gallons pumped later, still kicking...

I simply transfer for the 15gal aux tank to 35gal main tank when main reaches 1/2 full. Math is hard. :ROFLMAO: When the small cheap solid state pump starts clacking, aux tank is empty.

There is a reason "portable" fuel tanks are limited to 5-gallons.

Safety is a large concern as well. Tear a line, or connection to bottom of tank and you have no control over the flow of fuel right to the ground. Having to pump fuel out of an approved fuel container is a massive safety improvement.

My notes... Approx. dimensions 23" x 16" x 10" (y)

Here in the snowy PNW, its a common issue. Enough that most truckers avoid it by drilling drain holes in boxes and toss rubber mats in the floor to keep straps/gear off the floor. Moisture typically is introduced by wet gear. Beyond that its a matter of relative humidity and temp swings...

All fluids in, and first crank went well. 10 seconds of lifter rattle, then after another 30 seconds or so gauge showed 45# of oil pressure during cranking, on a marginal battery. Good enough to move on! Plugs gapped and dropped in, a bit more harness tied up, then the body went back on...

Whole lot of assumptions in there :ROFLMAO:

Chassis back in the shop. Fluids and dry-crank day :cool: Gear fluids for front and rear diffs, transfer case, and transmission. Some conventional castrol for first start/run for the engine. Then hook up oil pressure gauge, battery, and crank it over. If all goes well, engine cranks fine...

For another 25k 🤣 So let me get this straight…. you know for a fact that the LC shown with the Bliss camper has this upgrade?

lol "facts" :ROFLMAO: FYI, actual specs of said 79 are here... And no, it is not rated for 3000lbs of payload, especially if it is a diesel. Let alone the likely 3500lb wet weight of that camper. A diesel single cab according to this sheet is rated for just 1060KG of payload. That's less...

Why you mad bro? :ROFLMAO:

Looks like its built well. But honestly, for 135k USD Id expect more. Or to be more clear.... Id expect LESS. Far less weight. A 2300# dry weight... and 55 gallon water capacity (another 500#) puts this box at near 3000#s before ANY gear or food is loaded. So a realistic wet loaded weight is...

That 300ZX on the list bring back memories. A buddy of mine had one, when I had my first gen 1989 SHO Taurus (hence the screen-name ;) ) What a hot mess of a fun car that was. Good times. :cool:

Our setup has two vents, like most factory tanks. One is primary filler neck vent the other is a tank (vapor) vent that connects to OEM vapor recovery line. I also installed a roll-over-valve on the tank (vapor) vent, so in the event of a rollover, fuel doesnt spill right into that line.