a.mus.ed
Explorer
I don't know my Fuso stuff, but I just saw a 2010 Fuso 4x4 at a dealership down the street from me. Is that unusual in the States?
Fuso fk 4x4 converstion????
- Thread starter Ford Prefect
- Start date
I don't know my Fuso stuff, but I just saw a 2010 Fuso 4x4 at a dealership down the street from me. Is that unusual in the States?
most of the "one ton" factory parts are rated for at least 26k GCVWR and I know several guys who tow a 20k trailer with a one ton dually that probably curbs at 8k, so while you are over the factory recommended ratings and this is certainly not advised or recommended, one ton truck parts are very tough for their size and weight. Sure a larger Fabco or Marmon case would be an upgrade, but this one http://www.marmon-herrington.com/oem/mvg750.php is actually rated lower than a NV271 used in a one ton Dodge Cummins truck. The 271 has a better low range (2.71 to 1 compared to 2:1 for the Marmon case) The Marmon case is heavier and is actually rated for slightly less input torque.
Depending on your travel plans and load capacity, you would probably be fine with one ton running gear. Remember these cases hold up to 800hp diesel trucks doing 4WD launches at the drag strip on sticky tires, rock crawling trucks with 40-44" tires, etc.
Expedition use, is by comparison very light duty, IMO.
Depending on your travel plans and load capacity, you would probably be fine with one ton running gear. Remember these cases hold up to 800hp diesel trucks doing 4WD launches at the drag strip on sticky tires, rock crawling trucks with 40-44" tires, etc.
Expedition use, is by comparison very light duty, IMO.
I know you have been around (literally) so if you say you have broken driveline parts, I will believe you..
I could be wrong on the comparison, thinking about drag racing and rock crawling that I see and do, expedition use seems light. Maybe a larger case would be in order then?
Whats the availability of parts on Marmon or Fabco versus NVG/NP cases? Seems both would be pretty tough outside the North America
I could be wrong on the comparison, thinking about drag racing and rock crawling that I see and do, expedition use seems light. Maybe a larger case would be in order then?
Whats the availability of parts on Marmon or Fabco versus NVG/NP cases? Seems both would be pretty tough outside the North America
Ford Prefect
Expedition Leader
I absolutely agree with both of you.
Yes, in comparison to rock crawling (something that I very much enjoy) expedition trips are comparatively light, but that is only half the story. If you were doing it in your jeep or your buggy, then the road would not likely break anything, but doing it in a 20K lbs truck, well, more weight = more problems. One can only imagine how much would break should one try to rock crawl with one of these huge overland rigs.
Anyhow, thanks a lot for the info. Clearly this type of a job is far over my head. I think that last depiction, Joaquin, is the most profound. Many people have said it is very possible to take a 2wd vehicle on these trips, but wow. I can not imagine being there in a vehicle with only 2wd. sigh.
Well, feel free to keep the info coming, I am still enjoying it very much!
Cheers,
Brian
Yes, in comparison to rock crawling (something that I very much enjoy) expedition trips are comparatively light, but that is only half the story. If you were doing it in your jeep or your buggy, then the road would not likely break anything, but doing it in a 20K lbs truck, well, more weight = more problems. One can only imagine how much would break should one try to rock crawl with one of these huge overland rigs.
Anyhow, thanks a lot for the info. Clearly this type of a job is far over my head. I think that last depiction, Joaquin, is the most profound. Many people have said it is very possible to take a 2wd vehicle on these trips, but wow. I can not imagine being there in a vehicle with only 2wd. sigh.
Well, feel free to keep the info coming, I am still enjoying it very much!
Cheers,
Brian
how about an FK200 that is less than 20k pounds.....lol
in the words of the great Colin Chapman (founder of Lotus), "add simplicity and lightness"
you are smart to stop if its over your head, out of your budget, etc.
as you can tell I have been researching this same project for quite a while and have not even started building yet, so its definitely nothing to sneeze at.
Cheers
in the words of the great Colin Chapman (founder of Lotus), "add simplicity and lightness"
you are smart to stop if its over your head, out of your budget, etc.
as you can tell I have been researching this same project for quite a while and have not even started building yet, so its definitely nothing to sneeze at.
Cheers
It is very much true in that if you do break something in a truck this size, it is a much bigger problem than say a landcruiser.
however, there is also a little more to it- Say you go overlanding in a landcruiser, with a max weight of 3.2t. the vehicle itself weighs 2.4 from factory, before all the aftermarket fitments- so lets say that the end vehicle, unladen, weighs 2.8-3t. this means you only have at best a quarter tonne of theoretical payload. in fact, i know of several touring cruisers that unladen weigh around 3.3t!
then take my dads MAN, for a typical example of a truck-based overlander.
cab-chassis weighs 4.5t, with our motorhome body (which i might add is much more sturdy than could be afforded on a landcruiser), now weighs unladen around 7.5-8t. it has a GVM (max laden weight) of 10t, so youv got at least 2t to play with, fully loaded i dont think you could fit more than 1.5-2t in the thing (including fuel and water), so the truck is never over-weight, as compared to the manufacturers max weight.
Andrew
Andrew,
Great points and that is kind of where I was going. With a GVM of 20,000 pounds, you would probably not exceed or even approach that weight by adding a body onto the chassis cab which weighs less than 8000 pounds empty. If you are going to add 12,000 pounds, you need to get rid of a few things
On a side note, do you have more pics of the green crew cab 4wd that has been lifted, maybe 37-38" tires with a canvas back on it? Specs and details would be great too.
Cheers
Great points and that is kind of where I was going. With a GVM of 20,000 pounds, you would probably not exceed or even approach that weight by adding a body onto the chassis cab which weighs less than 8000 pounds empty. If you are going to add 12,000 pounds, you need to get rid of a few things
On a side note, do you have more pics of the green crew cab 4wd that has been lifted, maybe 37-38" tires with a canvas back on it? Specs and details would be great too.
Cheers
thanks chip, thats the one and I have both of those pics.... looking for more on the crew cab along with specs for it...
thanks
end of hijack
Dzltoy,
i only have several more from different angles in the same setting, however my best mate took some quite nice ones when we did our 4wd trip in early january. i will ask him to send me those, then i will try to put them in a thread with some details.
Andrew
Brian
I might have a vehicle that would work for you ! 1 1997 fg SRW 37" tires, double bead lock 16.5 rims , any wheel base you want with coil rear suspenion . 2 1997 international four door with dt466e , 6 plus trany , rockwell t case if interested email me jeepsbuilder(at)yahoo(dot)com
I might have a vehicle that would work for you ! 1 1997 fg SRW 37" tires, double bead lock 16.5 rims , any wheel base you want with coil rear suspenion . 2 1997 international four door with dt466e , 6 plus trany , rockwell t case if interested email me jeepsbuilder(at)yahoo(dot)com
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Ford Prefect
Expedition Leader
Thanks, yeah some really good points and thought there.
The base that I originally have started with has managed to allow me to build an interior that would accomplish what I want (in google sketch up) but I can see that it would not add that much weight in comparison to what it would do if it were fully loaded as the commercial truck that it is.