New Camper Build Planning - Considering NPR (USA) - Feedback Welcomed

[luthj]

Greetings,

The wife and I have done a fair bit of overland travel over the years (Aus, NZ, Central America). Started in a tiny VW camper, currently in a 140WB T1N MB sprinter. The sprinter has has served us well for the last 10 years. The buildout and drivetrain are mostly custom at this point. It meets most of our needs quite well, but has a few issues that really can't be resolved on that chassis. Our family may be getting a third, and as I get older, I want a touch more comfort when we are on the road for years at a time.

Specifically we need more space, and I would really like a vehicle that we can keep cool, in 90F/32C+ weather off the grid.

I am still in the early planning stages, going through floor plans, chassis, etc. As with many, I see the advantages of a medium truck platform. Payload, turning circle, reasonably heavy suspension/drivetrain. Putting a 12-13.5' composite box on a 12-14klb GVWR chassis seems like a pretty good compromise. We would likely be using this vehicle for long term international travel for about 10 years on and off. This probably will include a few RORO shipping events, etc. The plan would be as low a profile composite box as reasonable, and try to stay under 22ft length. We can handle the build-out, etc. I am a passable fabricator, but don't have a big shop anymore. I don't relish the idea of manhandling 400lb axles around to DIY a conversion.

I don't want to give up 4WD. I also require low range, or at a least a semi decent crawl ratio otherwise. The more recent Fuso platform doesn't offer low range in the USA, and the duonic trans gives me a bit of heartburn.

The newish NPR seems like it could be a good fit. Single cab with a center seat in our case. It would need converted to 4x4 though. As far as powerplants go I would love some feedback. I have no problem with used trucks, and would probably target a lightly used unit to keep my costs under control.

Powerplants:

• The 5.2L I4 diesel could work. Any experience with reversible DPF/SCR bypass for operation outside North America?
• 6.0L gas is a fairly well know powerplant at this point. Fuel economy is going to be pretty poor.
• 6.6L gas unit is fairly new, but does appear to have somewhat improved fuel economy, and the output is quite nice...

I am curious what vendors offer 4wd conversions? I see that Ridge Rock advertises this service (about $35k?). Not sure what that all includes, and they have sparse details, or even good technical photos. I don't need the ultimate super ride overland mega package, or whatever. Decent ride, 34-37" super singles, and low range will meet my needs fine. Modest improvement in ground clearance would be nice.


Anyways, general feedback on the platform, or related suggestions are welcome. I should mention that we are not ultra wealthy, just engineers with excellent planning skills. My goal would be to do something in the $170k USD range, and expect the project to balloon to about $200k with the typical overruns, and the "might as well while I am in here" stuff.

 

[luthj]

A really quick sketch/model on the 132" WB. 37" tires and a 3" lift. Obviously that is the most recent body style, as that was what I could find in a brief search. 15ft interior box is a bit excessive, but a place to start. 22.5' overall length is a bit more than I want.

 

[gator70]

Mine is close to a finished state.

 

[lanceatm]

A really quick sketch/model on the 132" WB. 37" tires and a 3" lift. Obviously that is the most recent body style, as that was what I could find in a brief search. 15ft interior box is a bit excessive, but a place to start. 22.5' overall length is a bit more than I want.

View attachment 895066

Greetings
Been building them for years Isuzu and Fuso, you will not be disappointed- the newer 6.6 engine does have advantages over the 6.0 . I would not totally exclude the FUSO from your option list. Although no longer sold in the USA the cab/chassis components are pretty easy to get world wide. Dive train is 100% nth American with the Allison gearbox.
We have a full range of interior and exterior accessories - tested and approved.

 

[soaringpotato]

^^ That's going to be your best option if you want a truck with a modern chassis and engine that's turn key.

 

[luthj]

I appreciate the feedback. As mentioned I have some budget constraints. So while quite nice, the EarthCruiser CORE isn't an option at this point, priced at $140K+ for a chassis. Combined with a box and fit-out, total outlay would be $250k+ It also is likely more capability than I need. Of course maybe I am being naive, and by the time I realize my mistake I will have spent that much trying to fix it.

While I do appreciate a good flex/articulation shot as much as the next guy, I am a bit too pragmatic to think I will be doing any real off-roading with a 12klb 10ft tall box-on-wheels (not that you can't, just that I won't). Though I do appreciate the ride improvements which often coincide with off-road performance modifications.

I want/need 4x4 for low traction surfaces, including snow, and low internal cohesion dirt roads. Some sand, such as beach camping, or the occasional sandy wash on a non-improved dirt road for example. Being able to drive out of a campsite that got some rain overnight, and is a bit muddy is a pretty common issue. It isn't a glamorous story to regale my buddies with, but neither is calling for a tow when you are 50ft from pavement!

Low range (or a low enough crawl ratio in 1st gear) is a necessity even when on paved roads, simply to control the vehicle. Momentum isn't my friend with a heavy vehicle. Being able to idle up over medium sized rocks, steps, curbs (even in 2WD low) is incredibly useful in tight quarters. Heck, high altitude hill starts can be a real challenge in high range sometimes, depending on the final drive and powerplant.

I can probably handle a bit less than turn-key, but I likely don't have the time to engineer and fabricate a complete conversion on my own. So as always its trade-offs (as with everything in vehicle based travel!)

 

[SootyCamper]

TL/DR: Gas NPR go with NQR for the Allison, Diesel has deletes available and incredible reliability.


I considered/considering the NPR for a chassis quite heavily. One thing to consider is the transmission for the 6. The gm 8 speed is absolute trash, numerous issues/recalls. Avoid this transmission like the plague.

If you're still interested in the gas npr bump up to the NQR, this gvwr increase gives you the venerable Allison 1000. Realistically you'll be upgrading suspension anyways with the 4x4 conversion. You won't disintegrate your spine with the heavy rated springs.

4x4 conversion can be done by Ridge Rock in Florida. When I spoke to Rolly the proprietor he said it's starts at $28k, one can assume lockers/regearing are all extras. I did find it difficult to get a straight answer on options from him or a quote for that matter. Given the logistics required for me to drive from Alberta to Florida I had to remove them from consideration.

The diesel NPR-hd/XD/NRR with the 5.2 and aisin 6spd dbl overdrive have the best reliability rating I saw (B10 rating of 375,000 miles) . Given that Isuzu has been selling this combo for the last decade,there are deletes available. The 2025 version has some really nice updates for the cab /infotainment. One caveat to this engine is lack of factory dual alternator. Safiery out of Australia is apparently developing a kit.

 

[luthj]

Good info, thanks for posting.

I had a brief email conversation with Ridge Rock, and they gave me a rough estimate of $35k. I believe my original request was to include super singles, and possible a front locker. I asked for more photos, as there is very few technical ones available. And they pointed me to their basically useless Instagram profile. I was told to call Rolly for more discussion. Honestly I struggle with folks that don't want to work at least partially over email. Without stuff in writing, its hard to hold them to account, not to mention it means having to take extensive notes. When it comes to a 4x4 conversion the details really matter. I get that there is quite a bit of customization, but still, I want a bit more communication besides a couple phone calls.

That being said $35k sounds about right for a used/rebuilt D60 in the front with matched Isuzu hubs, new driveshafts, used Tcase and mounting hardware, etc. Add another $35k for a used chassis, and with transport and typical overruns, about $80k. Which isn't obscene. For comparison a brand new Silverado 3500HD 4x4 single cab truck can be configured with a GVWR of 14klbs, and would cost ~$65-70k depending on options. Obviously not a direct comparison, but useful.

As far as suspension changes, I am planning on new leaf springs and bumpstops at a minimum. I would not be opposed to a coil converson long term, but that isn't likely in the cards to start with. I also assume some custom tuned shocks will also be needed to dial in the ride and handling.

I was aware that the 8 speed trans had some issues. I would probably be okay with a 6LE90, but would probably budget it have the unit overhauled at 150k miles or so (or right away in a used rig). I would prefer the Allison obviously.

Good to know delete options are available for the 5.2L. I don't like throwing clouds of soot all over the place, but a clogged DPF or failed NOX sensor in Peru would be quite frustrating.


Does look like Safiery lists an Isuzu N series second alternator. Though its a touch expensive at ~$8kUSD.

ISUZU N Series Second 8-10kW BMG 48V Including Kit and 3000W DC DC to 24V

safiery.com

There is this unit as well, but not sure what engines its compatible with. Anything greater than 2kw of real world output should meet my needs with regards to alternators. So a second 24Vx180A unit would probably be fine.

Second Alternator 24V 180A for Isuzu N Series - Plus Brackets Set to mount

This is a 24V? 180A? Alternator to fit? Isuzu Nseries

safiery.com

 

[Ultimark]

Generally, anything for the N series engines or associated componentry in Australia, will be for the Isuzu 4HK1-TCN, 5,193 cc, 114 kW diesel unit. This is the engine that all NPS Isuzu light trucks use.

While other N series units will have differing power levels of the same engine, and some, or all accessories should fit, the NPS 114 kW engine and drive train is where it is at in Australia. This engine but with the same or higher power output, is used for all the other rear wheel drive N series trucks of comparable gross vehicle mass (GVM). The NPR is the rear wheel drive version of the NPS and unlike the NPS it comes in different wheelbase lengths. The NPS is only available in a medium wheelbase.

I found through this forum that the NPS is sold in South American countries with the steering wheel on the left side; could be a possibility for you.

Also, as you are possibly not that into Isuzu nomenclature, this may help. N is the series, the middle letter gives cabin size as well as GVM, the last letter designates the drive, with R being rear wheel drive and S being a 4x4 configuration.

Mick.

 

[DzlToy]

Look for reman 24VDC bus/motorcoach alternators. Safiery, Balmar, Nations and others have just added an oveland tax.

This may also be an option:
48VDC alternators and generators: https://www.pmgenerators.com/48v-alternator-48v-generator

Balmar offers a similar product, but it is now owned by Dometic, so it’s likely best to find other vendors, if you don't care for the OEM.

https://www.americanpowerinc.com/products/high-output-alternators/ - 48VDC at 130 Amps = 6500W

https://www.elreg.com/product/px-833-penntex-450amp-24volt-air-cooled-brushless-alternator/ - Cross reference this (Hollander Interchange or similar)

https://duryeatechnologies.com/engi...motor-brushless-generator-alternator-products

As far as a custom truck build goes, anything Fuso/NPR converted to 4WD with quality parts is going to be in the 150k - 200k range. So, unless you can do the conversion yourself, including rebuilding junkyard/take out axles, welding new cross members, sorting leaf springs, new drive shafts and the push-pull steering, you are likely SOL.

None of it is super complicated or difficult, it just takes time, tools and shop space. From the time you have the axles, transfer case, leaf springs and drive shafts in hand, the conversion only takes about a week.

Have you considered plopping an NPR cab on a 3/4 ton truck chassis? This would give you a dealer-serviceable driveline, a huge after market, ABS, traction control, gearing and suspension options, cruise control and a whole bunch of other stuff you aren't going to get in an FG or NPR.

The entire 250/2500 frame, drive line and wiring remain intact. Buy a complete cab, with mounts from a breakers and mount it on the pick up frame, gussetting if necessary. The only real issue I can see is the conversion to push-pull steering, high steer or hydro-steer, as you are now sitting over the front wheels, instead of behind them.

Pulling 3/4 ton truck cabs/bodies is well-sorted within the industry and only takes a few hours by an experienced team of mechanics. I am quite surprised no one's done this -transplanted a cab.

There are many more Ford/Chevy/Dodge dealers in the US than NPR/Fuso dealers and Fuso frames are quite narrow, IIRC. A modern 3/4 ton or 1-ton truck is a fairly robust platform.

 

[gator70]

If you choose the gas NPR, they can be serviced at 6000 locations

 

[gator70]

Maybe I said this before

Two factors are the basis for a foundation choice

Rear tire capacity
Cost of super singles

Too many rigs use military tires (cost $1000 - $1200 each). Mostly because of bad weight planning.

Ask a dealer how long the order time is when stuck on the on the Alaska Highway (3 weeks)

 

[gator70]

DC-DC charging is still questionable . The cost versus charge is not a good value. I understand not many rigs can have 1500 watt panel arrays like my rig. And a third 300amp hr battery only costs $400 today.

 

[luthj]

Look for reman 24VDC bus/motorcoach alternators. Safiery, Balmar, Nations and others have just added an oveland tax.

This may also be an option:
48VDC alternators and generators: https://www.pmgenerators.com/48v-alternator-48v-generator

Balmar offers a similar product, but it is now owned by Dometic, so it’s likely best to find other vendors, if you don't care for the OEM.

https://www.americanpowerinc.com/products/high-output-alternators/ - 48VDC at 130 Amps = 6500W

https://www.elreg.com/product/px-833-penntex-450amp-24volt-air-cooled-brushless-alternator/ - Cross reference this (Hollander Interchange or similar)

https://duryeatechnologies.com/engi...motor-brushless-generator-alternator-products

As far as a custom truck build goes, anything Fuso/NPR converted to 4WD with quality parts is going to be in the 150k - 200k range. So, unless you can do the conversion yourself, including rebuilding junkyard/take out axles, welding new cross members, sorting leaf springs, new drive shafts and the push-pull steering, you are likely SOL.

None of it is super complicated or difficult, it just takes time, tools and shop space. From the time you have the axles, transfer case, leaf springs and drive shafts in hand, the conversion only takes about a week.

Have you considered plopping an NPR cab on a 3/4 ton truck chassis? This would give you a dealer-serviceable driveline, a huge after market, ABS, traction control, gearing and suspension options, cruise control and a whole bunch of other stuff you aren't going to get in an FG or NPR.

The entire 250/2500 frame, drive line and wiring remain intact. Buy a complete cab, with mounts from a breakers and mount it on the pick up frame, gussetting if necessary. The only real issue I can see is the conversion to push-pull steering, high steer or hydro-steer, as you are now sitting over the front wheels, instead of behind them.

Pulling 3/4 ton truck cabs/bodies is well-sorted within the industry and only takes a few hours by an experienced team of mechanics. I am quite surprised no one's done this -transplanted a cab.

There are many more Ford/Chevy/Dodge dealers in the US than NPR/Fuso dealers and Fuso frames are quite narrow, IIRC. A modern 3/4 ton or 1-ton truck is a fairly robust platform.

I ended up buying a custom ordered (order abandoned by initial buyer) 2024 E350 SRW cutaway for a good price. I am having Ujoint put a basic 4x4 conversion on it. With careful attention to weight it should meet my needs fairly well. Fuel economy isn't great, but no diesel emissions gear to fiddle with, no forced induction, and a fairly simple port injected iron block V8. 6 speed auto is fairly robust, and with the brand new D60 front axle with F450 brakes, it should provide years of reliable service. I should be around $65k for the chassis with wheels, tires, and 4x4. Obviously lots of work beyond that, but its functional at that point. I am having a composite box built for it as well. I will do the rest of the upfit etc myself locally. Though I may outsource a few smaller fabricated bits.

I appreciate the feedback on other options. There was (and may be at some point) a time/place where I would enjoy a major project, like transplanting a cab onto another chassis. Unlike many folks who build these rigs, my primary goal is not a big (and probably fun) project. Instead I need/want a vehicle for use in the near future. I don't have the time and resources to tie up a big shop working out the details. So something a bit more turnkey is ideal. Plus I don't need high end capability, just a good ride, decent ground clearance, and 4x4 occasionally.

Having done a few projects of similar scope (both professionally and personally), I can say for certain that you are glossing over a wide range of difficult problems that can pop up. Hundreds of hours working out details of a first (and only run) prototype.

If you choose the gas NPR, they can be serviced at 6000 locations

In the USA? That seems quite high for commercial truck service.

Maybe I said this before

Two factors are the basis for a foundation choice

Rear tire capacity
Cost of super singles

Too many rigs use military tires (cost $1000 - $1200 each). Mostly because of bad weight planning.

Ask a dealer how long the order time is when stuck on the on the Alaska Highway (3 weeks)

Those may be your personal factors, but I believe that is a gross oversimplification. Regardless rear tire capacity is limited by the tires available. Within reason custom wheels can be made to allow fitting a wide range of tires. The whole point of a heavy or medium duty truck chassis is that available payload. To a certain extent expensive tires, or dually configs, are just the price of entry. I wouldn't call that poor planning, that is just an informed trade off in most cases.

DC-DC charging is still questionable . The cost versus charge is not a good value. I understand not many rigs can have 1500 watt panel arrays like my rig. And a third 300amp hr battery only costs $400 today.

That is one heck of hot take there! Just because you struggle to find a setup that works on your NPR has little impact on the rest of the market. There are a wide range of situations where DCDC charging makes great sense, and is a good value. Many vehicles, have ~800-1000W of available alternator output. With a reasonably priced DCDC charger that is pretty significant charging, especially for those that drive often.

No amount of battery will solve a long term solar deficit. Camping in cloudy weather, or in the winter with low sun angles makes large solar arrays much less effective. You will need to run a gen, find shore power, or have engine charging. I spent a winter overlanding in NZ. The entire month of may we saw the sun for ~4 hours. Without alternator charging (DCDC or otherwise) we would have been plugging in every other day. A significant cost, and restriction on our travel.

If you spend your time in sunny weather all the time, sure, rely on solar only. Especially if you have low energy needs. But in my opinion every "expedition" camper style rig needs to have significant alternator charging.

In many cases with 12V LFP battery banks, direct alternator charging is a bettery option (even with factory alternator). But that requires some anlysis to confirm voltage output, cabling, peak currents, etc.

Look for reman 24VDC bus/motorcoach alternators. Safiery, Balmar, Nations and others have just added an oveland tax.

The "overland" tax (low volume components targeting sprinters etc) is real. But then again prices are up in most build component categories.

I haven't decided for sure what route I am going, but I did spot this 48V option which can be made to fit the second alternator spot on the Ford 7.3l gas engine. 4-5kw of output is pretty darn good, and with a 9-12kwhr battery pack should meet 98% of our usage when combined with ~1-1.4kw of solar.

48-Volt Elite Alternator (LiFePO4) for Ford T-Mount Housing W/ 6-groove pulley - Externally Regulated

Shop Mechman 48-Volt Elite Alternator (LiFePO4) for Ford T-Mount Housing W/ 6-groove pulley - Externally Regulated 775048V-LFP, best prices, fast ship time & top notch customer service! @ Mechman Alternators

mechman.com

 

[gator70]

DC-DC charging, everyone talks about it. NO one outlines the FULL cost, then compares that to alternatives. Regardless of rig choice.