Isuzu npr 4wd

[Peter_n_Margaret]

It might have been converted by the factory, but it is still a conversion.
It was never designed as a 4WD. If it had been, the chassis would be 500mm wider, and lots of other compromises.
Cheers,
Peter
OKA196 motorhome

 

[gator70]

What ideas are there for organizers to be mounted on the inside of the main habitat entry door?

 

[gator70]

It might have been converted by the factory, but it is still a conversion.
It was never designed as a 4WD. If it had been, the chassis would be 500mm wider, and lots of other compromises.
Cheers,
Peter
OKA196 motorhome

I see many German commercial factory 4x4 vehicles including MB firetrucks, In American we have factory Freightliners 4x4s.

No conversions

 

[Peter_n_Margaret]

I see many German commercial factory 4x4 vehicles including MB firetrucks

And????
Many are converted 2WDs, some might be designed and built as 4WD.
It makes fundamental differences to chassis design and suspension in particular, particularly if the original design includes dual rear wheels.
Measure the distance between the rear springs, for a start.
Most 4WD designs will have a close coupled transfer case. That MAN has a remote transfer case.
Fixing some of these compromises is virtually impossible.
Cheers,
Peter
OKA196 motorhome

 

[gator70]

And????
Many are converted 2WDs, some might be designed and built as 4WD.
It makes fundamental differences to chassis design and suspension in particular, particularly if the original design includes dual rear wheels.
Measure the distance between the rear springs, for a start.
Most 4WD designs will have a close coupled transfer case. That MAN has a remote transfer case.
Fixing some of these compromises is virtually impossible.
Cheers,
Peter
OKA196 motorhome

Most American 4wd early factory vehicles had remote transfer cases as far back as 1960 (NP205 a divorced unit) Common for very large commercial vehicles.

Commercial vehicles had dual rear wheels. Just because it is a commercial vehicle does not mean the factory does not build 4wd versions.

 

[SkiFreak]

All the above fluff aside... why exactly do you believe that this Man is better than a Unimog?
I am guessing that this statement is simply YOUR opinion.

 

[Peter_n_Margaret]

Most American 4wd early factory vehicles had remote transfer cases as far back as 1960 (NP205 a divorced unit) Common for very large commercial vehicles.

Problem there is that there are no American 4WD factory vehicles that are decent expedition options.
My Australian designed and made OKA 4WD has a close coupled NP205 and "super singles" with a wide chassis, all ex factory (and no dual wheel options) in 1994.

why exactly do you believe that this Man is better than a Unimog?

I doubt anyone who had ever driven a Unimog would claim that?
I would never buy a Unimog for use in Australia (but people do) because of the width. Same would apply to that MAN. Nothing to do with their 4WD capability, but all about the track widths.

Cheers,
Peter
OKA196 motorhome

 

[gator70]

All the above fluff aside... why exactly do you believe that this Man is better than a Unimog?
I am guessing that this statement is simply YOUR opinion.

My opinion

A Mog was originally designed as a tractor, for agriculture and road maintenace use cases. Latter it became great for other use cases too. However with many compromises as most vehicle have,

The Man, as detailed in the video, not available in the USA, has compromises too. As with any choice, there is a pros and cons list.

For me and after living in Germany for 12 years, I like the Man better. The pros and cons list, tilts positive for ME.

 

[gator70]

Below is a picture of the wood buffer between the subframe and truck frame. How does other builder do it?

 

[Peter_n_Margaret]

Rubber conveyor belt.
Or air.
Somewhere you need lateral stops.

Cheers,
Peter
OKA196 motorhome

 

[gator70]

My habitat, subframe and water weight exceeds 5000lbs a bit. I can't have it resting on air, or a few small ruberized supports. Most commecial trucks in the USA are resting on wood.

Rubber conveyor belt.
Or air.
Somewhere you need lateral stops.
View attachment 909200
Cheers,
Peter
OKA196 motorhome

 

[gator70]

My Isuzu NPR HD has a capacity of 14,500lbs. There are two other versions with capacity up to 19,000lbs. From what I can tell, all have the same rear axle.

 

[Peter_n_Margaret]

My habitat, subframe and water weight exceeds 5000lbs a bit. I can't have it resting on air, or a few small ruberized supports. Most commecial trucks in the USA are resting on wood.

That conveyor belt can be full length. It will last 10X a piece of wood.
You still need some lateral stops.
Cheers,
Peter
OKA196 motorhome

 

[Ultimark]

My Isuzu NPR HD has a capacity of 14,500lbs. There are two other versions with capacity up to 19,000lbs. From what I can tell, all have the same rear axle.

I believe you are correct, they all use the RO66 rear axle, which is rated to 6600kg, it is equipped with a multi plate limited slip differential.

Mick.

 

[gator70]

I'm modifying some rear fenders I bought. See the fender picture below? Does anyone have similar fenders over 37's and can give me the measurement of the top surface?