Happy Holiday?Malcolm tests the Sunliner Holiday...

Motorhome SafetyThe debate hots up...

iMotorhome .com

.au

because getting there is half the fun...

Issue 11: OctOber 06 2012

EYRE APPARENT?EYRE APPARENT?Is the Eyre the shape of Winnebagos to come?Is the Eyre the shape of Winnebagos to come?

W ell at least one person read my editorial last issue, regarding

the potential need for roll-over protection in motorhomes. That person happened to be Dave Berry, Managing Director of Trakka and here’s what he had to say:

“Hi Richard, a few things to think about regarding roll-over protection in C-Class Motorhomes as mentioned in Issue 10 of iMotorhome.”

“Yes, roll-over protection was introduced into buses and coaches because there was little strength above the window line, which could collapse under the bus’s own weight, so passengers were very exposed in a roll-over situation.”

“Why don’t we see Germany pushing for roll-over protection for motorhomes as they must be one of the most safety conscious manufacturers? Cars are covered for front, side and rear impacts but I don’t believe there is any ADR for roll over, so why on motorhomes?”

“If roll over was introduced into motorhomes, no doubt it could result in them being less affordable, for maybe little benefit. Cabs from most of the vehicle manufacturers are designed to cope with a roll-over as long as they are not tampered with (modifying the cab can affect the strength of the structure and seatbelt anchorages). If the cab is left intact, the driver and

front passenger are very well protected (as well as in any car and in some cases better).”

“If there are additional ADR certified seating positions in the rear they are usually seated immediately behind the front cab which means they are quite well protected in the case of a roll-over, especially if the seating height is similar to those at the front.”

“Paradise might suggest they have roll-over protection but has it been tested or have we seen any results? Do they modify the cabs?”

“Currently, it’s more prudent for manufacturers to build vehicles to comply with what they have been certified to do,

On my mind...

5 Melrose Dr, Wodonga 3690 • Ph: 02 6024 4222 • awrvworld.com.au

• Campervans • Motorhomes • Caravans • Hobby Haulers

• Camper Trailers • Off-Road Caravans • Pop-top Caravans• Hard-top Caravans • Campervans • Motorhomes

• Campervans • Motorhomes • 4x4 Campers • Caravans

The iMotorhome Team

Richard RobertsonPublisher & Managing Editor

richard@imotorhome.com.au

Malcolm StreetConsulting Editor

malcolm@imotorhome.com.au

Allan WhitingTechnical Editor

allan@imotorhome.com.au

©2012 iMotorhome. All rights reserved. Published by iMotorhome. ABN 34 142 547 719. PO Box 1738, Bowral. NSW. 2576. Contact us on 0414 604 368 or Email: info@imotorhome.com.au

any variation from this can be a far greater safety issue. Some manufacturers still modify the front cabins (removing rear walls and roofs) to reduce costs instead of ordering it OEM. Some add seating positions over what they have been certified for. Some add sleeping positions over what they have approval for. For example, it’s an ADR requirement not to

have more sleeping positions than seating.”

My thanks to Dave for his input and without wishing to open a can of worms on this matter, it would be good to hear from other manufacturers and/or interested parties for a range of views.

On a different note, please welcome Collyn Rivers to the fold. Collyn is legendary in RV

circles for his research, books and insights into all-thing RV and the first of his regular articles can be found on P42. Enjoy!

Richard

A long-time freelance RV, motoring and travel writer, Richard is a dedicated, long-term motorhome enthusiast.

He has held senior editorial positions with some of the best know recreational vehicle magazines in Australia. Richard also has a passion for lifestyle-enhancing technology, which is why he is the driving force behind the new iMotorhome eMagazine.

Unquestionably Australia and New Zealand’s best known RV journalist, Malcolm is a fixture at CMCA rallies and RV shows and is now in his second decade as a specialist RV writer.

If it’s available on either side of the Tasman, Malcolm has probably driven it, slept in it, reported on it, knows how it’s made and can tell you just how good it really is.

An experienced motoring writer when Japanese cars were a novelty, Allan’s career read’s like Australian motor writing royalty.

Highly experienced in or on everything from motorcycles to B-doubles, Allan also runs www.outbacktravelaustralia.com – an invaluable free resource for anyone into four-wheel driving or touring remote corners of Australia.

...Continued

On my mind...

STOP PRESS!!!Read more about this on page 62.

3

>> TRAKKA’s Trakkaway 770 has just been awarded the

winner of the Caravan World Motorhome Legends Series.

>> Amoungst a strong field made up of the best RV’s in the

industry, the impressive Trakkaway 770 won by excelling

in a number of areas including • Value for money;

• Setting up on site; •Driveability; •Suitability for intended

touring; •Layout liveability; •Quality of finish; •Build quality;

• Creature comforts; • Innovation and • The X-Factor.

>> If you would like to find out more information

about the award winning Trakkaway 770, as well as

have a look at our impressive full range of Motorhomes

and Campervans, simply visit us at www.trakka.com

or call 1800 TRAKKA (872 552).

trakkabout australia

looking for a legends winner? take a trakka.

TRAK099-legends-wanderer.43.indd 4 9/07/12 1:53 PM

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21

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INSIDE INSIDE

29 TESTEDItalian Holiday – Malcolm checks out Sunliner’s Holiday

11COVI SHOWMalcolm reports on Auckland’s recent RV show

15 TESTEDBreath of Fresh Eyre – Richard reviews the Winnebago Eyre

2The safety debate begins....

ON MY MIND

7The latest happenings in the RV world

NEWS

42 TECHNICAL Vehicle Dynamics – Part 1 of a series by Collyn Rivers

MOBILE TECH60HeyTell – a free voice messaging system!

STOP PRESS62Paradise Motor Homes continues the safety debate...

ROADSIDE EATS54The Long Track Pantry – Richard lunches in the name of research!

NEXT ISSUE64What’s coming up, plus our show calendar

48 CMCA MESSAGE Reduce your travel costs, not your enjoyment....

Paradise Motor Homes www.paradisemotorhomes.com.au 245 Brisbane Road, Biggera Waters, Queensland, 4216 , Australiaph (07) 5597 4400 - fax (07) 5597 5500 - email info@paradisemotorhomes.com.au Paradise Motor Homes products are protected by registered designs, patents and copyrights ™ © 2012

Enjoy the prestige of owning Australia’s best quality motorhome

Paradise Motor Homes is excited to announce we have moved to the former Swagman premises located at 245 Brisbane Road, Biggera Waters, Queensland.Our new headquarters houses a state-of-the-art production facility specially designed to meet the high demand for our new price-competitive Integrity Series. The exciting news for those wanting to trade will be the new 15,000sqm Paradise RV Sales & Service Division which will offer:

• Paradise New & Used Sales• Consignment Listings• Annual Motorhome Body Servicing• Solar & GenSet Supply & Fitment• Tilta Car Trailers & A Frames

This exciting move into such a high profile and well-known location will delight you with its easy accessibility, improved parking and extended services. We look forward to seeing you at the new home of Paradise.

• Trade-ins • Repairs to all makes & models• Insurance Repairs• Upgrades & modifications• RV Shop

Paradise Motor HomeshaveMoved

News...

Talvor has announced Sydney RV Group, which was recently given

the Award of Excellence – Best Dealer/Retailer/Wholesaler in Sydney at the 2012 CCI Awards of Excellence, as its premier partner in NSW.

Talvor CEO Luke Trouchet said $15 million worth of motorhome and caravan stock would make

its way to Sydney RV Centre’s showrooms at North Narrabeen and Penrith over the next nine months.

“Sydney RV Group is an award winning operation offering excellent customer service from initial enquiry to after-sales care, and we’re proud they’ll be showcasing our full range of Talvor vehicles,” he said.

“The current Talvor range is the most exciting in the company’s history, including the dynamic Hayman slide-out 4-berth motorhome. We build tough for Australian conditions, but with European styling and innovation.”

“As Australia’s largest motorhome manufacturer, we’re confident Talvor is set to become a market leader, and we look forward to building a long term relationship with Sydney RV,” he said.

Sydney RV Group owner Jeremy Pearce said the popularity of caravans and motorhomes was on the rise amongst Australians of all ages.

“We have experienced very rapid growth over the past seven years to become the largest RV dealer in Sydney, with our team of 55 staff selling around 750 motorhomes and caravans each year.”

“Talvor has invested significantly into understanding the needs and dreams of Australian motorhome and caravan enthusiasts, and I’m sure our customers will welcome the Talvor range,” he said.

The Talvor story began back in 1985 with the launch of the rental company Apollo Motorhomes, whose manufacturing arm eventually evolved into an independent retail operation.

TALVOR APPOINTS SYDNEY RV GROUP

7

News...

Last issue we reviewed the Horizon Acacia, built on a 4X4 variant of the Mercedes

Benz Sprinter van. We said it was

better suited to dirt roads and tracks than real off-road work, but the good folks at Trakka have taken us to task on that and believe we have seriously underestimated the off-road capabilities of 4X4 Sprinter van. Dave Berry commented:

“I think the Sprinter 4x4 is more of an off road vehicle than you make out. Of course its size restricts things a little on where you can go, but apart from that it’s very good. It will go further than a 4x4 pulling an off-road caravan and go

where most of the better off-road camper trailers will go. It’s good in soft sand and the twin wheel set up has little effect on its performance, which makes it a pretty good explorer for a lot of our desert treks like Simpson or even the Canning (Stock Route), set-up with the right equipment.”

iMotorhome has seen a video of Trakka’s Jabiru Sprint 4X4 amongst the dunes at Stockton Beach, near Newcastle, and it certainly seemed to get around well. We do have reservations about extracting a 4.5 tonne vehicle from deep sand, should an owner be travelling alone, and urge extreme caution for anyone venturing into such a situation.

We have also seen impressive photos of Sally Berry’s off-road adventures in her personal Jabiru 4X4 and are looking forward to the chance to ‘get our hands dirty’, helping her explore its limitations. Watch these pages!

CAN-DO SPRINTER 4X4

TRAKKA WINS COMMERCIAL BUSINESS OF THE YEAR AWARD

Confirming its reputation as a leader in the Australian RV industry, family-owned

Trakka was awarded the coveted title of 2012 NSW Commercial Vehicle Business of the Year at the recent Motor Industry State Awards for Excellence, on 22 September 2012.

The awards are staged by the Motor Trader’s Association of NSW (MTA) which currently has over 6,000 members across NSW. The annual awards recognise motor traders for business excellence and in 2012 the awards attracted over 200 finalists.

Continued...

News......Continued

Against solid competition from the top 10% of all NSW motor dealerships in the category, a panel of independent industry judges awarded Trakka the 2012 title.

Judges assessed entrants on eight criteria including relevance and commitment to the motor industry, profile within the local community, premises presentation, continued business development, commitment to training and staff development, commitment to good environmental practices, keeping up to date with technology and new innovations.

Martin Poate, General Manager at Trakka, says the award win can be attributed to a focus on business development and innovation, as well as a passionate Trakka team.

“Our new campervan and motorhome developments over the years have differentiated Trakka in the market and helped us to become one of the leading players in the Australian RV industry. Trakka has been in business for close to 40 years and we constantly strive to find clever and unique ways to integrate new technology and build techniques into our motorhomes. This commitment is reflected in this exciting award,” Martin explained.

“Our designers, engineers, craftsmen, production and sales team are the heart of the company

and can also take credit for our win. The team present a professional image and treat all Trakka customers like a member of the family.”

Trakka also recently achieved Silver Gumnut Award status as presented by the Caravan and Camping Industry Association of NSW for their commitment to sustainable business practices.

Trakka also aligns environmental sustainability in motorhome design, with the company designing a Rain Water Retrieval (RWR) System that collects, stores and distributes rainwater from the roof for use inside and outside the motorhome to reduce the reliance on mains water during extended trips.

9

Superior vehicles ‘Satisfaction built-in’ is BCMC’s bi-line. We are the only retailer in Australia focused solely on the sales and support of ‘built-in’ recreational motorhomes and campervans.

1Deal direct with the manufacturer It’s great to know that the people that sold you your motorhome, also built it. Most of our staff have spent extensive time in built-in recreational vehicles, tap into their experience and their handy travel hints.

2Proven track record Since 1988 BCMC have seen many companies come and go. With no big city overheads, you’ll realise that the total on-road prices represent the best value in Australia.

3Research & development BCMC are constantly testing and improving all aspects of vehicles in line with customer expectations and demands. Horizon and Frontline vehicles are at the leading edge of design.

4Large range of new & pre-loved‘The range of Horizon Motorhomes and Frontline Campervans on display is substantial, so too is our fine range of pre-loved vehicles. Horizon models are designed and built by BCMC in Ballina.

5

Visit our factory You are invited to inspect our modern Ballina factory where our skilled craftsmen work to achieve Horizon’s ‘satisfaction built-in’8

Accessories galore Full inventory of spare parts and accessories. Our staff will explain the value of optional add-ons such as air conditioning, solar power, or fly screens to make your touring even more pleasurable.

6

Australian family ownedSince 1988, MD Clayton Kearney has strived to produce the very best product at the most affordable price. Clayton knows repeat and referral business comes from very satisfied customers.

9

After sales service BCMC are industry leaders in their approach to servicing your vehicle. Totally professional, always prompt. Complete diagnostic and maintenance programmes.

7

Country courtesy BCMC pride themselves in giving the best delivery service. We spend time to orientate you with your new camper and give you free nights at local parks to be on hand if you need further advice.

10

TOP 10 REASONSTO BUY FROM BCMC...

p.02 6681 1555 www.ballinacampers.com.au 299 River Street Ballina NSW 2478

BCMC top 10 reasons to buy - CaravanWorld.indd 1 23/08/12 3:44 PM

Feature: Covi Show, Auckland

FLYING VISIT!!A jet-setting Malcolm Street crossed the Tasman to bring you this report from the Covi Supershow...

It looks like a Land Rover, has a name that sounds like Trakka (Aussie motorhome manufacturer) but is a fully NZ built Trekka (circa mid 60's), in this case converted into a camper with some concepts that are still used today.

11

One of the benefits of air travel is that it was possible to

leave Sydney very early in the morning and arrive in Auckland in time for an afternoon at the Covi Motorhome, Caravan & Outdoor Supershow. This was helped by a speedy motorhome pickup from United Campervans and I was grateful for the understanding customer service person who processed me through in double-quick time!

This is not a recommended way to see the Covi Supershow, by the way: A full day is certainly recommended. However,

I was still able to get around and check out all the latest in the NZ motorhome and caravan scene. That included Kea’s new Legend, Traillite’s new slide-out model, several new Burstners from Smart Motorhomes as well as

British motorhomes from the Auckland Motorhome Centre and some very impressive units from Wakerley. Several Australian names were there too – Winnebago, Talvor, Jurgens (caravans) and Jayco.

Not for everyone, but Jucy Rentals are good for the budget traveller.

Feature: Covi Show, Auckland

Like most NZ shows, motorhome "camping" was available and both old and new were to be seen.

Just briefly to mention Burstner, one of their B-Class motorhomes had a very clever rising bed above the driver’s cab: no electrics or mechanicals, just a simple lever mechanism that was demonstrated easily by a very young (and short) salesgirl.

Of interest too were items like the historic Trekka (yes Trekka, not Trakka); an historic NZ-built vehicle that looks a bit like a Land Rover but with a camper conversion on the back.

There was industry gossip to be had, of course. Most not to be revealed here, but naturally the fallout from the thl/Kea/United merger was hot on the list, as was

Feature: Covi Show, Auckland

At the Smart stand, the latest and greatest from German manufacturer Burstner drew the crowd. (Top)

Something for everyone: This semi-trailer sized 5th wheeler certainly drew attention!

13

RV compliance – an issue I have long suspected has to be addressed but maybe not the way it appears to be happening.

As always at a show it’s a good opportunity to catch up with industry people like Kea’s Steve Lane, UCC’s Rob Floris, Traillite’s Shaun Newman and Explorer Motorhomes’ Richard Ninness.

The Covi Supershow appeared a success, as always, and a show like this is always a good way for anyone interested in the RV scene to get along and have a look at the latest and greatest available. Even if you only have a day to spare...

Feature: Covi Show, Auckland

Kea's Inspiration certainly inspired a few buyers.

Winnebago brings Euro style to the streets

BREATH OF FRESH

EYRE Review and images by Richard Robertson

Tested: Winnebago Eyre 15

Australian motorhomes have traditionally been styled along American

lines because many early design and engineering influences emanated from US shores. Both our countries enjoy wide open spaces and the emphasis has usually been on vehicle ‘real estate’ and perceived bang-for-your-buck.

European influence is a more recent phenomenon, reflecting increasingly sophisticated consumer tastes and a general downsizing of motor vehicles as roads become more crowded and the cost of fuel soars.

In recent years Australian motorhome manufacturers have begun to embrace Euro-

influence in their designs and the Winnebago Eyre is a good example of a vehicle that marks a watershed in design for its maker.

Euro To Go...

The Eyre is a B-Class motorhome that rides on Fiat’s stylish

and popular Ducato cab-chassis. Made specifically as

The Eyre is a good looking motorhome and a departure from Winnebago’s usual US design influence.

Tested: Winnebago Eyre

Tested: Winnebago Eyre

Fiat’s Ducato is a good choice, with a low floor height that doesn’t require an entry step.

a motorhome base vehicle by Fiat in Italy, the Ducato has a low ride height, high load carrying capacity (by class standards) and one of the most powerful turbo-diesel engines available in an Australian-made motorhome.

Typically Italian in looks and performance the Ducato also boasts a high degree of safety, including dual front airbags and anti-lock disc brakes with integrated traction and electronic stability controls. These passive and active safety features work behind the scenes, but in the cab this is no bread-and-butter commercial vehicle.

Remote central locking, power steering, electric windows

and mirrors, air-conditioning, a leather-wrapped steering wheel with audio controls, cruise control, Bluetooth and a trip computer are some of the standard features fitted.

Under the bonnet the Ducato has a 3.0-litre turbo-diesel engine that is both powerful and fuel efficient. Rated at 115 kW and 400 Nm and mated to a six-speed automated manual transmission -– or AMT (basically a manual gearbox with a computer that changes gears for you) – it’s also capable of delivering around 10-litre/100km fuel figures in regular touring conditions.

Facts and figures aside, the Ducato-based Eyre is an

enjoyable motorhome to drive. The engine is powerful and smooth and the AMT shift equally smoothly, although it does take a little getting used to, compared with a ‘normal’ full-automatic transmission. The driving position provides excellent visibility and the combination of a long wheelbase, wide track and low ride-height provide secure and predictable handling.

Stepping Inside...

Sleek, long and low, the Eyre is a good looking machine that attracts

attention as you travel.

Stepping inside you find the dining table directly ahead and the lounge area to your left. The kitchen is to the right

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You could easily forget the Fiat Ducato is a light commercial vehicle!

Tested: Winnebago Eyre

Tested: Winnebago Eyre

and beyond it, the bathroom and bedroom at the rear. In layout terms this is pretty conventional, but there’s a lot about the Eyre that isn’t.

For starters, there’s an enormous skylight directly above the front cab seats that floods the cab and dinette with sunlight, but can be shaded or closed off as required. Also unusual in this class and vehicle is an extra seat behind the front passenger seat that faces inwards, towards the dinette. The shower and toilet/powder room are separate, which is usually the province of larger

vehicles, while the bed is one of the most unusual I’ve come across, but more on that later.

Outside, the Eyre has a large boot that can be accessed from both sides and through a large rear door, as well as a couple of extra storage lockers that can even handle things like fishing rods. And if you’re into the great outdoors you’ll certainly appreciate the external hot-and-cold shower, plus the wind-out awning.

Relax

To maximise space the designers at Winnebago have incorporated

swivelling front seats into the lounge/dinette design. Combined with a fixed, forward-facing dinette seat that is also seatbelt equipped for two (and the afore-mentioned inwards-facing side seat), up to five people can sit around with a drink at the end of the day. If all five want to stay for dinner it is possible thanks to a highly adjustable dining table, but actual table space would be in short supply.

The Eyre has what is known as a galley-style kitchen, which means it straddles both sides of the vehicle’s central

The dinette seats up to five, but table space is more limited. It also converts to a second bed.

19

aisle. Because it’s aft of the entry door, people coming or going from the lounge area won’t disturb the cook, unless they want something from the fridge.

Compact but well equipped, the kitchen’s main work area is on the driver’s side, right behind the dinette. Squeezed into quite a small area is a three-burner gas cooktop and a deep bowl sink with lift-up flick-mixer tap; both with heavy-duty glass lids that provide valuable additional workspace when the units aren’t in use. This is just as well, because work bench space is at an absolute premium, although there is also a recessed, circular draining board between the sink and cooker that can also double as work space. There’s also a small rangehood above the cooker.

The bathroom door swing open to provide privacy if required.

Bench space is limited but every inch is used to maximum efficiency.

Tested: Winnebago Eyre

An under-bench slide-out pantry, a deep corner cupboard and three drawers (plus a single overhead cupboard) provide reasonable storage space; while across the aisle are a tall 150-litre fridge/freezer and a Sharp convection microwave. The Dometic fridge features Automatic Energy Selection (AES), which means it switches itself between 12v electric, LPG and mains power depending on what’s available. Having a convection microwave is a great idea as the Eyre has no oven or grill and at least this allows for more than just one-pot wonders at meal times.

Tested: Winnebago Eyre 21

Tested: Winnebago Eyre

And just so you don’t miss your favourite shows or movies while travelling, in the cupboard above the microwave is a flat-screen TV with inbuilt DVD player. Mounted on an ingenious slide-out-fold-down-and-twist-around arm, it can be easily viewed from the lounge, but only partially viewed from the bedroom.

After Hours

SaImmediately aft of the kitchen, two cylindrical towers guard the

entry to the Eyre’s bedroom: The one to the left being the shower and the one right housing a ‘powder room’ and loo. The shower is a decent size and has an opaque door to help it feel more spacious, while the powder room is nicely appointed with plenty of

lights and mirrors, plus decent storage space. The toilet is a Dometic swivel-head unit and it’s defiantly a plus have the loo separate from the shower.

However, it’s the Eyre’s bedroom that is its eye-popping party trick.

Central to it – literally – is a pedestal bed that seems to float in the air, a metre or

The TV/DVD player tucks ingeniously away, above the microwave, while the separate shower is a great feature in a vehicle this size.

Tested: Winnebago Eyre

more off the floor. Semi-spiral stairs sweep up both sides, providing good access, while small bedside cupboards form something of a recessed bed-head, complete with reading lights and plenty of storage for books, iPods and knickknacks. For easier stair access the mattress has rounded corners at the foot-end. The shape probably won’t suit taller people but you could probably fit a more conventional shaped mattress if desired and still have sufficient side access room.

However, it’s what’s beneath

the bed that is one of the most innovative features I’ve seen in any motorhome. Lifting the bed-base on its gas struts reveals, of all things, a walk-in wardrobe complete with hanging space, drawers and shelves! Initially I thought it more gimmick than substance, but my wife quickly dispelled my male-orientated disbelief (and to be honest, what do I know about wardrobes?). It makes good use of available space, provides more hanging space than most and far easier access than trying to reach

into the back of a deep wardrobe cupboard. You can also access it quite well without lifting the bed.

I should note that Winnebago offers an Eyre floorplan with high-mounted single beds at the rear and loads of storage beneath, although it loses the walk-in wardrobe in favour of a more conventional set-up between the beds. Also, in both Eyre floorplans the dinette can be converted to a supplementary double bed, so it can sleep four, but it’s probably better suited to kids.

The separate powder room/loo is nicely finished and better than the usual all-in-one bathroom.

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Final Thoughts

There’s no doubt the Winnebago Eyre’s combination of eye-

catching looks, drivability, performance and fuel economy make it a desirable package. Couple that with a well thought-out interior, quality appointments and some truly innovate design features and you have a package that many people will find irresistible. You could call it a breath of fresh Eyre…

The high-mounted bed is accessed by spiral stairs on both sides, but the shape won’t suit taller people.

Tested: Winnebago Eyre

Tested: Winnebago Eyre

The bed lifts to reveal a walk-in wardrobe that can also be accessed with the bed in place. Clever!

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Tested: Winnebago Eyre

Tested: Winnebago Eyre

• ExcellentFiatDucato• Fuelefficient• Goodlooks• Stylishinterior• Innovativedesign

• Bedshortfortallpeople• Limitedkitchenbenchspace• Noreversingcamera

Manufacturer Winnebago Industries

Model Eyre Lowline

Base Vehicle Fiat Ducato X250

Engine 3.0-litre 4-cylinder turbo-diesel

Power 115 kW @ 3500 rpm

Torque 400 Nm @ 1700 rpm

Gearbox AMT – 6 speed

Brakes Disc ABS

Tare Weight 3432 kg

Gross Vehicle Mass 4490 kg

Licence Car

Passengers 4

External Length 7.597 m

External Width 2.423 m

External Height 2.785 m

Internal Height 1.984 m

Rear Bed Size 1980 mm x 1540 mm

Cooktop Dometic 3-burner gas

Fridge Dometic 3-way 150 litre

Microwave Sharp Convection

Gas 2 x 4.0 kg

Lighting 12V Fluoro/halogen/LED

Batteries 2 x 100 AH

Solar Panels Optional

Air Conditioner Standard

Hot Water Heater Truma 14-litre

Toilet Dometic cassette 19-litres

Shower Flexible hose, variable height

Heater Optional

Fresh Water Tank 124-litres

Grey Water Tank 124-litres

Price $134,990 + ORC

Pros

Cons

Specifications

Contact

Ph: 1800 102 201 (Aus)Ph: 0800 946 643 (NZ)W: www.winnebago.com.au

Winnebago Industries

32 David Road,Emu Plains. NSW. 2750

Click for Google Maps

27

See for yourself, just call 1800 102 201 for your nearest Winnebago Dealer

www.winnebago.com.au

BeTTer BUILT

IT’S WHaT YOU DOn’T See THaT cOUnTS

4 meTaL UnDerBODY prOTecTIOn

4 meTaL STrUcTUraL BODY Frame

4 FULLY InSULaTeD BODY

4 THIcKer STrOnGer FLOOrS

4 STrOnG WeIGHT BearInG rOOFS

4 DOmeD prOFILe rOOFS (most models)

4 FUrnITUre IS ScreWeD nOT STapLeD

4 2 Year Or 1,000,000 Km WarranTY

4 5 Year STrUcTUraL GUaranTee

4 nrma prOven FUeL eFFIcIencY

4 aDvanceD BUILDInG prOceSSeS

4 45 YearS experIence BUILDInG rvS

4 naTIOnaL aFTerSaLeS neTWOrK

4 FULL SaFeTY cOmpLIance

Tested: Sunliner Holiday

ItalianHoliday

Testing Sunliner’s Holiday on Iveco’s capable Daily cab-chassis... Review and images by Malcolm Street

29

Anyone vaguely familiar with the Sunliner range of motorhomes will

know they offer a wide range of motorhomes, from the van-based Vida to the luxury Monte Carlo: Just about something for every taste and budget.

Fitting more into the budget end of the market, but still a coachbuilt motorhome, is the Holiday. To be specific: The G53 model. It’s a motorhome designed mainly for two people but does have both travel seating and beds for four.

Unmistakably Sunliner, the Holiday rides on Iveco’s excellent Daily cab-chassis, which is built in the same factory as the Fiat Ducato.

Tested: Sunliner Holiday 30

The Vehicle

Sunliner builds its motorhomes on a range of cab-chassis

and ours was on an Iveco Daily 45C18. It comes with a 3.0-litre turbo-diesel motor that delivers 130 kW of power and 400 Nm of torque. All that drives through a six-speed Agile gearbox, which is Iveco speak for an automated manual transmission (AMT). A driver’s air bag is standard on an Iveco Daily, but Sunliner has taken the option of a passenger air bag as well.

In some ways, the Iveco Daily is a bit like its Italian stable

The Daily is a non-nonsense workhorse with a touch of Italian style.

A simple latch holds the door open to stop it hitting the window.

Tested: Sunliner Holiday 31

mate the Fiat Ducato, which isn’t surprising given they come out of the same factory. The major differences being that whilst the Ducato is front wheel drive, the Daily is rear wheel drive and the Daily is available with heavier load capacities. In both cases they have a fair chunk of the motorhome market in Europe, which makes them fairly motorhome friendly from both a manufacturer’s and user’s point of view.

In converting the motorhome Sunliner added a fully-welded sub-chassis, which they call Torquo™, to the main Iveco

chassis rails. According to Sunliner this was done to improve both the vehicle handling and general weight distribution.

For the body, Sunliner use one-piece walls and a roof that uses a bonded Duplo foam-core structure that is designed to give insulation and strength, whilst keeping weight in check. Those familiar with Sunliner motorhomes will immediately recognise the characteristic fibreglass mouldings at the rear, as well as the driver’s cab side-steps.

Like many a motorhome manufacturer, Sunliner use Seitz hopper windows to full advantage, whilst staying with the convenience of a Camec triple-locker security door. An item of interest here is the door and forward window. Given their proximity, it’s not possible to have both the door and window fully open at the same time, but what Sunliner has done is fitted a simple hook-and-eye, such that the door is held open at 90 degrees to the motorhome body. Now this might sound like the bleeding obvious, but it’s surprising the number of Recreational

The cab is functional if not lavish, but has good equipment levels and is comfortable.

Tested: Sunliner Holiday

Vehicle manufacturers that don’t provide this simple arrangement!

External body fittings consist of the nearside-wall-fitted Dometic awning and external wall light above the door, whilst the roof features a few items like a windup TV antenna and Air Command Cormorant air conditioner. External storage, apart from the Thetford toilet cassette

compartment and the gas cylinder bin, consists of the under-bed area that can be accessed from both the offside door and from the inside, by lifting the bed. It’s certainly a convenient arrangement, but can be a problem in very dusty conditions. Hoses and the like should certainly be kept in drip-proof containers, while under the bed is the 100 amp-hour battery and

associated charger that are really only accessible from the inside.

Out of sight under the rear are corner stabilisers which are a standard Sunliner feature. Whilst most caravans have them, most motorhomes do not. They’re not essential, but it’s surprising how much rock n’ roll a heavy footed person going out the door can create, not to mention anything else!

The bed lifts for storage, which can also be accessed from outside. The single house battery seems a cost-cutting measure and looks difficult to reach.

Tested: Sunliner Holiday 33

All that built into the Holiday gives it a tare weight of 3555 kg. Given the Daily’s gross vehicle mass (GVM) of 4490kg, it certainly leaves a more-than-adequate payload capacity.

On the Road

Given this 3.0-litre turbo-diesel often powers much larger

motorhomes; it certainly didn’t have any trouble handling the roughly 4000 kg of the test Holiday. In many ways no different from its contemporaries, the AMT gearbox is reasonably smooth on most changes, but has the usual sometimes-slow kickdowns and hesitations at slower speed. Again like

The two 4.0 kg gas bottles are easily reached, as it the toilet cassette.

Tested: Sunliner Holiday

its contemporaries, although it’s a light commercial vehicle it’s more car-like than truck-like and as long as the usual precautions are taken for a slightly wider and longer vehicle, it really isn’t a difficult drive. A reversing camera isn’t standard on this model, but I reckon that for cautious drivers or those who wish to avoid marital disputes, one might be a good buy.

Living Inside

This Holiday design features a mid-side entry door. Inside, the

nearside kitchen bench and offside dinette are towards the front and the bedroom and bathroom are to the rear. In a way the interior of the motorhome looks quite plain, doesn’t have the usual Sunliner curves and is not done with the usual

There’s plenty of light and fresh air in the Holiday’s rear bedroom.

The passenger seat swivels to provide extra seating.

Tested: Sunliner Holiday

timber finish, but that is in some ways to do with its budget-driven theme. That doesn’t mean it lacks for anything important. Lighting throughout the Holiday is a mixture of halogen and fluorescent fittings, mostly ceiling mounted and the 12V switches are all located conveniently above the doorway. All windows have standard integrated blinds and insect screens and except for the kitchen and bathroom, all the rest have curtains.

Up front, the Holiday has a swivelling passenger seat. Iveco’s Daily can have both cab seats swivel, but in this case, with a café-style dinette immediately behind the driver’s seat, only the passenger seat swivels. In a way, this dinette set-up

35

negates using the driver’s cab area to its fullest; i.e. with both seats turned, but it does mean the dinette can be used comfortably by two people and by four at a pinch. Just a footnote here: I have seen a similar layout in which the owner cut out part of the back of the front seat – an interesting compromise that meant the swivelled cab seat could be used in tandem with the dinette seat as a leg rest!

Time to Eat

Fitted in between the entry door and the passenger seat, the

kitchen bench looks quite small, which is mainly because it is. Taking up all

Functional but bland, the Holiday’s interior lacks Sunliner’s usual pizzazz.

Tested: Sunliner Holiday

the bench top area are a three burner Thetford cooktop and grill/oven, leaving space underneath for four good sized drawers. As with the dinette opposite, a couple of overhead lockers supply the upper storage areas. Slightly offset from the kitchen bench and fitting between the dinette and bedroom is a good sized 175-litre Dometic fridge with a Whirlpool microwave oven

above. Given the fridge is floor mounted, the microwave oven is set at a reasonable height and allows for one more overhead locker.

After Hours

In the rear the east-west bed, with its head against the offside wall, takes up

a fair bit of space. Featuring a posture slat bed-base with inner spring mattress,

the bed measures 1.75 m x 1.37 m (5 ft 9 in x 4 ft 6 in) unextended and 1.98 m (6 ft 6 in) extended. Although the longer length will be adequate for most people, it does cut down the walkway space considerably, while large windows on both sides ensure good cross flow ventilation. Like the dinette, the bed does not have any reading lights, neither does it have a close by

Tested: Sunliner Holiday

Kitchen bench space basically nonexistent, so expect to frequently use the dining table.

37

switch for the overhead light, which does seem to me one economy too many.

Fitting a swivel-arm mounted TV in this layout was always going to be a bit of a challenge but it fits into the corner created by the wardrobe. That means it can also be seen from the dinette, but viewing angles and seating comfort are certainly compromised.

In the space available there isn’t going to be a great deal of bedroom storage, but there are three overhead lockers above the bed and a small full-height wardrobe beside the entry door. It has both hanging and shelf space, but the lower area is entirely taken by the hot water heater.

Tested: Sunliner Holiday

Up front the Luton bed, measuring 1.93 m x 0.97 m (6 ft 4 in x 3 ft 2 in) is certainly only for smaller couples or a single sleeper as it’s not particularly wide, but does offer a large general storage area. To give easier internal access to and from the front seats, the Luton bed can be lifted up out of the way if not needed.

In many motorhomes the bathroom takes up a fair bit of space, both real and perceived. Now the full-width rear one in this Holiday certainly takes up space

but the perception bit has been improved by having a combination of a sliding door and a concertina curtain to close the bathroom off. Left open, space perception and access is improved, whilst close up, they offer the usual privacy.

In the bathroom, filling all the offside corner is the shower cubicle, whilst the Thetford cassette toilet takes up the nearside area and the simply vanity cabinet occupies centre stage. Above the rear wall window is a small shaving cabinet and for those who

don’t like to bend their necks too much, a larger wall mirror sits above the loo.

What We Think

In a way the Sunliner Holiday looks a little downmarket from the usual

Sunliner products. However, what should be kept firmly in mind is the Holiday is very much aimed at the budget end of the market; maybe in particular for a small family. That said, it does come with a few compromises, yet still has just about everything necessary for enjoying the motorhome lifestyle.

Tested: Sunliner Holiday

The full-width rear bathroom ads a real feeling of space.

39

Tested: Sunliner Holiday

Sunliner’s Holiday is small enough to get into out-of-the way places, but big enough for extended touring.

• Goodinternallivinglength• Canbeusedforfamilytravel• Openbathroomareaatrear• Goodinternalstorage

• Nobedreadinglights• Nolightswitchnearbed• Extendedbeddifficultto

movearound• Smallkitchen• TVnotreallyviewable

fromthedinette

Manufacturer Sunliner Motorhomes

Model Holiday G53

Base Vehicle Iveco 45 C18

Engine 3.0-litre turbo-diesel

Power 130 kW @ 3200-3500rpm

Torque 400 Nm @ 1250-3000rpm

Gearbox 5 speed AMT

Fuel Capacity 75-litres

Brakes ABS Discs

Tare Weight 3555 kg

Gross Vehicle Mass 4495 kg

Licence Car

Passengers 4

External Length 7.24 m (23 ft 9 in)

External Width 2.39 m (7 ft 10 in) Includes awning

External Height 2.67 m (8 ft 9 in)

Internal Height 2.13 m (7 ft)

Internal Height 2.03 m (6 ft 8 in) rear area

Rear bed size 1.75 m x 1.37 m (5 ft 9 in x 4 ft 6 in)

Luton bed size 1.93 m x 0.97m ( 3 ft 2 in)

Cooktop Thetford Triplex

Fridge Dometic RM 7851 175-litre

Microwave Whirlpool

Gas 2 x 4.0 kg

Lighting 12V Fluro & halogen

Batteries 1 x 100 AH

Air conditioner Air Command Coromant

Hot water heater Truma 14-litre

Toilet Thetford cassette

Shower Separate cubicle

Fresh water tank 120-litres

Grey water tank 55-litres

Price $143,550* on-road NSW

Pros

Cons

Specifications

Contact31 Pacific HighwayBennetts Green NSW 2290.Ph: 02 4948 0433E: enquiries@australianmotorhomes.com.auW: australianmotorhomes.com.au

Click for Google Maps

Australian Motor Homes

Tested: Sunliner Holiday

*On-road prices vary by State.

41

Technical...

In 1686, Sir Isaac Newton deduced that, unless influenced otherwise by an

external force, things continue in a state of rest, or continue to move in a totally straight line.

Early farm wagons and carriages demonstrated this accidentally from time to time. They had large diameter wheels shod with iron or (and later) solid rubber tyres with front axles pivoted so they could turn in the direction they were pulled. But,as many a Western shows, the wagons would plough straight on, just as Newton predicted, if the horses lost their footing.

Tyres back then had primarily to revolve, not sink in soft going, and not fail under load. Surface grip helped restrain sliding sideways and, (by levering against a tyre, (rudimentary) braking. The forces required for traction, steering and

control downhill were exerted externally, via animal and human power. Carriage suspension however was surprisingly advanced (right). The best examples totally shame many a trailer maker of today.

The advent of motive power profoundly changed all this. Horseless carriages too, were subject to Newton’s findings, but the forces required for propulsion, braking and steering, now had to be applied and reacted solely through the tyres.

The issues were initially simple. Engines developed little power, so traction was rarely an issue. Nor was speed, so little braking was needed - or provided. Their solid rubber tyres rolled much where pointed, so steering too was not a problem. Pneumatic tyres, already used for bicycles became available:

initially of oversized bicycle proportions and behaving much like softer but still solid tyres. When they ran out of the little grip they had, they slid in a relatively gentle manner. (I have experienced this frequently - having owned many veteran and vintage cars in my earlier days).

Early carriage suspension - surprisingly advanced.

How vehicles behave on road is rarely described. This two-part article by engineer/writer Collyn Rivers explains what happens, in non-academic terms.

Vehicle Dynamics

Recreational (as opposed to Romany) caravans date back at least to Dr Gordon Stables’ horsedrawn ‘Wanderer’ of the late 1800s. Vehicle drawn caravans were common by the mid-1920s, but from the very beginning, encountered handling problems. Little has changed since. Apart from studies at Bath University (UK), a few academics, and the military in the UK and USA, the trailer industry awaits a latter-day Maurice Olley to fully explain why. The following attempts to précis current thinking (and some views of my own resulting from close to fifty years interest).

Morgan three-wheeler 1931 - note sliding pillar independent front suspension (the author used to own one just like this.)

Technical...

By 1930 or so, cars had become far more powerful, heavier and faster, yet retained carriage-era underpinnings that had ceased to cope a decade before (it became said of the then Rolls-Royce, ‘that it was a triumph of workmanship over design’).

Essentially, suspension that was adequate for horse-drawn speeds had (with rare exceptions - e.g. Lancia) remained almost static, excepting for wheels that became progressively smaller in diameter, but with balloon-like tyres.

Most cars of the era handled in variously undesirable and often only semi-predictable ways.

Problems included directional instability, ‘tramping’ of the entire front suspension despite well balanced tyres, and a ride that was still harsh.

What was not realised was that the increasingly larger cross-section tyres virtually dictated on-road behaviour.

This necessitated a total rethink of vehicle dynamics. And that was superbly provided by General Motors Research Division (Special Projects) engineer, Maurice Olley.

Between 1930 and 1936, Olley studied every conceivable aspect of vehicle behaviour both theoretically and practically.

43

having owned many veteran and vintage cars in my earlier days). By 1930 or so, cars had become far more powerful, heavier and faster, yet retained carriage-era underpinnings that had ceased to cope a decade before (it became said of the then Rolls-Royce, ‘that it was a triumph of workmanship over design’). Essentially, suspension that was adequate for horse-drawn speeds had (with rare exceptions - e.g. Lancia) remained almost static, excepting for wheels that became progressively smaller in diameter, but with balloon-like tyres. Most cars of the era handled in variously undesirable and often only semi-predictable ways. Problems included directional instability, ‘tramping’ of the entire front suspension despite well balanced tyres, and a ride that was still harsh. What was not realised was that the increasingly larger cross-section tyres virtually dictated on-road behaviour. This necessitated a total rethink of vehicle dynamics. And that was superbly provided by General Motors Research Division (Special Projects) engineer, Maurice Olley. Between 1930 and 1936, Olley studied every conceivable aspect of vehicle behaviour both theoretically and practically. He established the basic principles that are followed to this day.The New EraMaurice Olley first established that the ‘tramping’ effect (both front wheels smashing up and down, meanwhile swinging violently from lock to lock) was due to gyroscopic precessions. This effect occurs when a fast-rotating, steerable wheel rose and fell in an arc, i.e. over bumps, and

particularly with poorly damped and/or soft suspension. This was a potentially dangerous phenomenon in that slowing down conserved the energy by decreasing the frequency but increasing the amplitude of movement - to the extent of occasional breakages. Olley realised this disturbing and dangerous effect, imposed by gyroscopic forces, could only be prevented by eliminating those forces. In particular, he realiased that suspension geometry must allow steerable wheels to rise and fall vertically (i.e. never in the arc forced upon them by a tilting beam axle). This necessitated steered wheels to be independently suspended. But Maurice Olley did not invent independent front suspension (IFS): Dr Lanchester did that around 1901.HFS Morgan used IFS on his original tricar (and the much same system is used by Morgan today!). Dubonnet (in the late 1920s) subsequently built on that foundation, but more to reduce unsprung mass and imprive the ride, than as a fundamental necessity. Olley was almost certainly the first to understand the full implications. His work, mainly from 1931-1938, completely changed the motor industry’s understanding of vehicle dynamics, particularly how the tyres of that era (and still today) actually behaved, and why and how that behaviour still virtually dictates a road vehicle’s design, and on-road behaviour.Tyre BehaviourA correctly inflated tyre does not so much roll over the surface as lay down a rectangular section of tread (footprint) of which the length of that footprint is

substantially proportional to tyre pressure. Its action is more akin to a caterpillar track than a rotating wheel and, that aptly called ‘footprint’, grips the surface with considerable tenacity. Steering action is akin to twisting an inflated balloon. The steering mechanism applies torque, via the wheels’ rims, to the tyres’ sidewalls. These flex, and (primarily) via the air compressed within, cause the footprint to distort in the direction required. But, because the footprint is deflected via a springy media, it never totally takes up the angle that the steered road wheels attempt to impose. Unsteered tyres act similarly. As a vehicle turns, it still attempts to continue in a straight line, and forces so generated thrust slip angles upon them. Side winds and/or road cambers too, cause sidewalls to be deflected laterally.Slip AnglesThe angular difference between where wheels point and their footprints lead, is called the ‘slip angle’. The greater the tyre

width and tread stability, the stiffer the side-walls, and the higher the tyre pressure, the less the slip angle. Conversely, it increases with the applied forces, and loads. Under normal conditions, the footprint does not actually slip as such, instead, it is subjected, by torque applied by the sidewalls, to a diagonal-like stretching/distortion. (It’s a bit like pulling a weight via a rubber band.)

Pix 2. Gyroscopic precession. Pix: courtesy Early Victorian twits.

Pix 3. Morgan three-wheeler 1931 - note sliding pillar independent front suspension (the author used to own one just like this.ARTIST BLACK OUT NUMBER PLATE PLEASE!

FIG 4. The so-called ‘slip angle’ formed whilst cornering - the tyres does not so much slip as distort.

Technical...

He established the basic principles that are followed to this day.

The New Era

Maurice Olley first established that the ‘tramping’ effect (both

front wheels smashing up and down, meanwhile swinging violently from lock to lock) was due to gyroscopic precessions. This effect occurs when a fast-rotating, steerable wheel rose and fell in an arc, i.e. over bumps, and particularly with poorly damped and/or soft suspension.

This was a potentially dangerous phenomenon in that slowing down conserved the energy by decreasing the frequency but increasing the amplitude of movement - to the extent of occasional breakages.

Olley realised this disturbing and dangerous effect, imposed by gyroscopic forces, could only be prevented by eliminating those forces.

In particular, he realised that suspension geometry must allow steerable wheels to rise and fall vertically (i.e. never in the arc forced upon them by a tilting beam axle). This necessitated steered wheels to be independently suspended.

But Maurice Olley did not invent independent front suspension (IFS): Dr Lanchester did that around 1901.

HFS Morgan used IFS on his original tricar (and the much same system is used by Morgan today!).

Dubonnet (in the late 1920s)subsequently built on that foundation, but more to reduce unsprung mass and imprive the ride, than as a fundamental necessity.

Olley was almost certainly the first to understand the full implications. His work, mainly from 1931-1938, completely changed the motor industry’s understanding of vehicle dynamics, particularly how the tyres of that era (and still today) actually behaved, and why and

how that behaviour still virtually dictates a road vehicle’s design, and on-road behaviour.

Tyre Behaviour

A correctly inflated tyre does not so much roll over the surface as lay

down a rectangular section of tread (footprint) of which the length of that footprint is substantially proportional to tyre pressure.

Its action is more akin to a caterpillar track than a rotating wheel and, that aptly called ‘footprint’, grips the surface with considerable tenacity.

Steering action is akin to twisting an inflated balloon. The steering mechanism applies torque, via the wheels’ rims, to the tyres’ sidewalls. These flex, and (primarily) via the air compressed within, cause the footprint to distort in the direction required.

But, because the footprint is deflected via a springy media, it never totally takes up the angle that the steered road wheels attempt to impose. Unsteered tyres act similarly.

As a vehicle turns, it still attempts to continue in a

The so-called ‘slip angle’ formed whilst cornering - the tyres does not so much slip as distort.

Gyroscopic precession. Image courtesy Early Victorian twits.

Technical...

straight line, and forces so generated thrust slip angles upon them. Side winds and/or road cambers too, cause sidewalls to be deflected laterally.

Slip Angles

The angular difference between where wheels point and their footprints

lead, is called the ‘slip angle’. The greater the tyre width and tread stability, the stiffer the sidewalls, and the higher the tyre pressure, the less the slip angle. Conversely, it increases with the applied forces, and loads. Under normal conditions, the footprint does not actually slip as such, instead, it is subjected, by torque applied by the sidewalls, to a diagonal-like stretching/distortion. (It’s a bit like pulling a weight via a rubber band.)

Having established the above, Maurice Olley showed how the way in which slip angles interact substantially dictates how a road vehicle behaves.

He showed that, if front/rear slip angles remain identical, a vehicle maintains a balanced state. If driven in a circle with the steering wheel held constant, it will continue to follow a curve that increases in radius as speed increases.

This condition, known as neutral steer, causes a car to feel ‘responsive’, but results also in wind gusts and changes in road camber necessitating constant albeit minor steering correction.

A neutrally steering car thus tends to be demanding and tiring to drive, and less than safe for semi- and unskilled drivers.

Further, maintaining that neutral balance precluded any substantial changing in load front/rear - but less of an issue until overhung rear luggage boots replaced Jeeves carrying the Roll’s owners luggage in the following Bentley.

If the rear slip angle exceeds that of the front (e.g. early Porsches), if circled as above, the car turns in a tightening spiral, with slip angles progressively increasing as it turns.

If not corrected (by applying opposite steering lock, or reducing speed) slip angles may increase until the rear tyres’ footprints

lose control, and the vehicle spins. This (unstable) condition is called ‘oversteer’.

Pneumatically tyred vehicles of today follow the upper (mild understeering) path.

Middle curve is that of a solid tyre. Lower: that of an early VW if cornered too hard!

45

Technical...

For most drivers and conditions, optimum balance requires front slip angles to exceed rear slip angles by a slight but totally maintained degree.

The effect, called understeer, causes vehicles to veer slightly away from sidedisturbing forces (as does a correctly trimmed yacht and all aircraft). Thus, if cornered too fast the vehicle automatically runs slightly wide thus reducing the slip angles and hence forces.

Understeering vehicles (now virtually all post 1950s vehicles) are marginally less responsive to steering input, but safer for most drivers.

People in disciplines as dissimilar as economics and PA systems will recognise this automatically-correcting action as negative feedback.

Maintaining the Footprint

Major problems may arise when suppliers and trailer builders

modify or build, without understanding that dynamic behaviour depends ultimately on optimum tyre footprint and slip angle behaviour being maintained.

And, whilst blindingly obvious, but nevertheless only too often overlooked, that footprint only works if it is in firm contact with the ground!

Some trailer markers (almost incredibly) still claim, ‘trailer’s don’t need shock absorbers mate’. They argue that interleaf friction provides sufficient damping.

But it does so, crudely, insufficiently and only and less necessarily, on compression.

The problem-causing rebound is totally unrestrained - the spring leaves are not then in held sliding contact and release their energy like the sling shots that they are.

Weight Transfer

Because slip angles increase with load, and decrease with

tyre pressure, higher loads require higher tyre pressures to restore/ retain the required characteristics.

Side loads too affect tyre loading as more weight is transferred, via the suspension, to the outside tyres. If the tyre’s weight balance is unchanged front/rear, front and rear slip angles simply increase proportionally and the vehicle’s balance is maintained.

But if the tyre loading is substantially changed (front/

Tyre slip angles: cornering forces act such that the tyres footprint follows an arc that is wider than that traced by the wheels’ rims. If cornering a little to fast, the slightly greater slip angle at the front causes the vehicle to run wide slightly, thus increasing the radius of turn and decreasing the turning forces.

Technical...

Pix 8. Leaf springs rub hard together on compression. The rebound clips do not provide enough friction to be of use on release. Shock absorbers are vital.

economics and PA systems will recognise this automatically-correcting action as negative feedback.Maintaining the FootprintMajor problems may arise when suppliers and trailer builders modify or build, without understanding that dynamic behaviour depends ultimately on optimum tyre footprint and slip angle behaviour being maintained. And, whilst blindingly obvious, but nevertheless only too often overlooked, that footprint only works if it is in firm contact with the ground! Some trailer markers (almost incredibly)

still claim, ‘trailer’s don’t need shock absorbers mate’. They argue that interleaf friction provides sufficient damping. But it does so, crudely, insufficiently and only and less necessarily, on compression. The problem-causing rebound is totally unrestrained - the spring leaves are not then in held sliding contact and releasze their energy like the sling shots that they are. Weight TransferBecause slip angles increase with load, and decrease with tyre pressure, higher loads require higher tyre pressures to restore/retain the required characteristics. Side loads too affect tyre loading as more weight is transferred, via the suspension, to the outside tyres. If the tyre’s weight balance is unchanged front/rear, front and rear slip angles simply increase proportionally and the vehicle’s balance is maintained. But if the tyre loading is substantially changed (front/rear) the relative slip angles change accordingly - to excess understeer (where the vehicle runs overly wide), or oversteer (where the vehicle either spins or hits something tail first). The relative tyre loading front/rear (and hence slip angles) is not simply a function of weight distribution. It depends on how the suspension resists roll. Stiffening the rear springs, or adding

rear airbags only, transfers more of the roll resistance to the rear. This further loads up the outer rear tyre whilst cornering thus increasing its slip angle to the point where the footprint collapses, or slides, at a real risk of jack-knifing the rig. This is not theoretical conjecture: it can and does happen. Roll stiffness is also changeable by varying anti-roll bar stiffness. Increasing front roll bar stiffness, for example, causes more of the roll couple to be resisted by the outer front tyres, thus increasing understeer. The manufacturer’s intended front/rear slip angle relationship should not be changed. If the rear suspension is stiffened (or air bags fitted) so, and to the same degree, must be the front (or a stiffer roll bar added) to maintain the intended roll resistance balance. Not doing this may result in a close to neutrally steering vehicle that is triggered into sudden oversteer by a suddenly swaying trailer. Such changes require serious engineering expertise. Raising SuspensionA beam-axle 4WD rolls about an axis about 700-800 mm above ground - a bit lower than the vehicle’s centre of gravity. Lifting the suspension raises the centre of gravity relative to the roll centre - causing the body to roll a bit more about that axis. This increases tyre slip angles slightly, but generally equally. Independent suspension front and rear results in a roll centre close to ground level. This geometry causes the body to sway (like an inverted pendulum) about that ground level point resulting in sideways weight transference that increases slip angles, reducing ultimate cornering ability. With independent front (but beam axle rear) suspension, front\ rear balance (and hence slip angles) will, if the suspension is raised, inevitably be altered. It is, to put it mildly, difficult to sustain claims that suspension lifts do not affect stability (without suspending some of Newton’s more fundamental laws).

PART 2 ETC

rear) the relative slip angles change accordingly - to excess understeer (where the vehicle runs overly wide), or oversteer (where the vehicle either spins or hits something tail first).

The relative tyre loading front/rear (and hence slip angles) is not simply a function of weight distribution. It depends on how the suspension resists roll.

Stiffening the rear springs, or adding rear airbags only, transfers more of the roll resistance to the rear. This further loads up the outer rear tyre whilst cornering thus increasing its slip angle to the point where the footprint collapses, or slides, at a real risk of jack-knifing the rig. This is not theoretical conjecture: it can and does happen.

Roll stiffness is also changeable by varying anti-roll bar stiffness. Increasing front roll bar stiffness, for example, causes more of the roll couple to be resisted

by the outer front tyres, thus increasing understeer.

The manufacturer’s intended front/rear slip angle relationship should not be changed.

If the rear suspension is stiffened (or air bags fitted) so, and to the same degree, must be the front (or a stiffer roll bar added) to maintain the intended roll resistance balance.

Not doing this may result in a close to neutrally steering vehicle that is triggered into sudden oversteer by a suddenly swaying trailer. Such changes require serious engineering expertise.

Raising Suspension

A beam-axle 4WD rolls about an axis about 700-800 mm above

ground - a bit lower than the vehicle’s centre of gravity. Lifting the suspension raises the centre of gravity relative to the roll centre - causing the body to

roll a bit more about that axis. This increases tyre slip angles slightly, but generally equally.

Independent suspension front and rear results in a roll centre close to ground level. This geometry causes the body to sway (like an inverted pendulum) about that ground level point resulting in sideways weight transference that increases slip angles, reducing ultimate cornering ability. With independent front (but beam axle rear) suspension, front\ rear balance (and hence slip angles) will, if the suspension is raised, inevitably be altered.

It is, to put it mildly, difficult to sustain claims that suspension lifts do not affect stability (without suspending some of Newton’s more fundamental laws).

To be continued.

Above: Leaf springs rub hard together on compression. The rebound clips do not provide enough friction to be of use on release. Shock absorbers are vital.

Left: The MC2 suspension of the author’s own TVan. Big coil springs and (Koni) shock absorbers (the disk brakes here are not standard). Image courtesy of Caravan & Motorhome Books, Broome, WA.

© 2012 Collyn Rivers. No part of this story may be reproduced for any purpose without written permission.

47

A Message From CMCA...

There are many ways to save while still enjoying life on the road...

By Michelle Hogan, CMCA - Communications and Marketing Team

Saving Dollars Makes ‘Cents’

With a new year around the corner it’s the perfect time

to review your finances and consider incorporating a budget for the future. Financial budgets make sure that you maximise your spending, without exceeding your limitations. It is important that we all enjoy every day to the fullest, but it is also vital that we consider tomorrow as well. Budgeting ensures that your money is distributed evenly, according to your lifestyle.

The Campervan and Motorhome Club of Australia found, through the Balfour Consulting, Rest Area Research, 2010 Survey, that the estimated average weekly spend of RV tourists when travelling is $572. Travelling in an RV is an ideal way to

see Australia, but as many travellers know, spending a large amount of time on the road can become quite costly if you don’t have a regular source of income. However, with appropriate budgeting, this figure can be reduced well below $350 without affecting the enjoyment of your trip.

The Australian Government and the Australian Securities and Investments Commission (ASIC) released MoneySmart: Simple guidance you can trust. By visiting you get access to a variety of tools to not only help you plan for your holiday, but continue to budget while travelling. MoneySmart will calculate where your money is going, if you are spending more than you can afford, and whether your money is going towards

your priorities. MoneySmart is a free service and also offers a range of other budget calculators, such as superannuation, retirement planner, mortgage, savings goals and more. MoneySmart budget planners are not only available online, but can be used as an app on your iPod, iPad, or iPhone. Using a budget planner as an app will ensure that you can not only plan for the future, but keep on track as your travel.

Once you have your budget set, and you are ready to leave the driveway, there are still a multitude of ways you can ‘cut costs’ without having to cut back on your trip.

If you join CMCA you will not only gain the invaluable benefit of being a part of a Club that

A Message From CMCA...

With some smart tips you can save a bundle and still enjoy your travels.

Saving Dollars Makes ‘Cents’

49

is committed to enhancing every RV travellers’ experience while on and off the road, but you will also gain a wide range of resources and financial benefits as a Member.

Joining CMCA is cheaper than filling the tank of most vehicles. The advantages of being a member includes discounted services and products, a customised insurance scheme, GeoWiki – a constantly updated database containing vital points of interests throughout Australia, and more. If you would rather not touch your nest egg, but still want to achieve the Australian

RV dream, join today and consider incorporating the following CMCA costing tips into your new budget as well.

The Balfour Consulting, Rest Area Research, 2010 Survey showed that when RV tourists were travelling their average weekly spend was:

• Fuel – $255:- No matter what, spending

money on fuel is inevitable. However, if you plan ahead you can take advantage of cheaper petrol prices in the larger urban cities.

- Tyre pressure is vital: If your RV has under-inflated tyres

you will be burning much more fuel than you planned for.

- Drive economically! It’s not a race, so slow down and enjoy ever kilometre!

• Food and beverages – $190:

- When driving, always ensure you have a bottle of water and some pieces of fruit readily available. Having a sweet piece of fruit helps put those chocolate bar cravings at bay when you pull up at the petrol station. Also, keeping a thermos of boiled water in the RV will eliminate

A Message From CMCA...

the need to purchase an afternoon cuppa.

- Shopping at roadside stalls and farmers’ markets is a great way to reduce the cost of fresh produce, such as fruit, vegetables, meat, milk, eggs, etc. Buying direct from the growers will not only save you money, it gives you the opportunity to meet locals and learn about the region.

- Plan your meals for the week. Making a dish such as pasta is perfect for freezing extra portions and will guarantee there is always a healthy, home-cooked meal ready to be re-heated. However,

if you do want to eat out, consider enjoying a decadent lunch instead of dining at night. While lunch and dinner menus are often similar, the price will usually increase for the dinner rush.

• Tourist attractions – $75: - Free camping is a great

way to save money and experience the tranquil solitude of the land. However, if you do wish to stay in a caravan park, being a Member of CMCA gives you access to discounts for various caravan parks throughout Australia. Be sure to book ahead and save yourself some money by

selecting a CMCA Friendly Caravan Park. A list of these Parks can be found in The Wanderer’s Mate and on the CMCA website at www.cmca.net.au/memberadvantages.

- If you enjoy reading, try to avoid the large book stores and consider purchasing your new novels from second-hand stores, or invest in an eBook. The price of online books, in comparison to hard copies is drastically different and the eBook reader will eventually pay for itself. Don’t forget that as a Member of CMCA you will also be entitled to

A Message From CMCA...

Shop at roadside stalls for the freshest food, often at bargain prices.

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A Message From CMCA...

The Wanderer, a monthly magazine tailored to RV travellers.

- Although souvenirs make nice keepsakes from each town and are a great way to remember your trip, they can become quite costly. Rather than spending a few dollars every week, decide on one place where you would like to buy something, and for everywhere else take a camera with you. A photo can certainly capture the moment much better than a fridge magnet.

• Vehicle repairs/maintenance – $171:

- Investing in an efficient electrical set-up with solar panels, batteries, and charging systems will ensure air-conditioning, hot water and a cold fridge all year round. And, if one of the systems requires maintenance while travelling, you will not be forced to put your trip on hold. Why not have a look at the CMCA Marketplace for a comprehensive list of retailers.

- There are plenty of free community classes available where you would be able

to develop some basic RV knowledge. Learning the ‘ins-and-outs’ of your vehicle before you leave may help you overcome future mechanical problems and avoid having to pay for unexpected repairs.

- Ensuring your RV has had a thorough service prior to departing: This will reduce the risk of having mechanical problems when travelling. Anyone’s wallet would shudder at the idea of breaking down in a rural town where towing for hundreds of kilometres is the only option.

Ready...

Smile!!

Taking photos instead of buying souvenirs will save you a bundle!

A Message From CMCA...

• Other – $96:- Pre-paid mobile phone plans

can be quite economical as you only pay for what you use and you will never risk ‘blowing out’ your budget when you get carried away talking to a loved one back home.

- Staying with the mobile phone theme, many phones can now be used with a tethering capability. If you organise a pre-paid mobile phone option that offers a

substantial amount of data you will be able to use this for your broadband as well, rather than paying for two services. Simply connect your phone to your computer and you will have service even when you are at an unpowered site.

- Now that you have your mobile phone and computer system set-up, consider staying in touch with loved ones back home through

the internet. Data is cheaper than call rates and with the development of Skype, an online video phone service, not only can you call home but you will also be able to see them, while the cost is kept at a minimum.

Local fairs and charity events always have plenty to offer.

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Roadside Eats...

By Richard RobertsonDiscover the pleasures of the Long Track Pantry...

The Long Track

One of the delights of RV travel is having no pressing schedules.

So while the spread of freeways is pushing small towns into obscurity as they become nothing more than curious place names to time-poor travellers, those with time to spare can find some true delights when venturing off the beaten track.

For example, take the township of Jugiong – Aboriginal for Valley of the Crows – which sits in on the banks of the Murrumbidgee River some 40 kilometres north of Gundagai. Bypassed by the high-speed dual carriageway of the Hume Highway in 1995, Jugiong struggles to attract visitors yet it’s steeped in history and worth a detour.

The township sprang up around the Sir George Tavern, a coaching inn on the then Great Southern Road, which dates back to 1845. Jugiong’s history is liberally sprinkled with famous explorers and infamous bushrangers but

today the sleepy village is regaining notoriety for an unassuming roadside eatery: the Long Track Pantry.

Situated next door to the Sir George Tavern – claimed to be Australia’s oldest family-owned inn and still in the hands of

Roadside Eats... 55

Roadside Eats...

descendants of its builder, Irishman John Philip Sheahan – the Long Track Pantry blends bucolic charm with culinary excellence in a most unlikely setting.

The Long Track Pantry opened its doors in January 2006

and has reached something approaching cult status with Canberra residents, for whom it’s the focal point of a pleasant weekend day-trip. Fresh cakes, coffee from Wagga’s award-winning Premium Coffee Roasters and homemade jams and chutneys are ideal for those

in a hurry, but to pass this cafe by without a planned stop for lunch is to do yourself a distinct disservice.

Fully licensed and open daily from 8 ‘til 4 (except Tuesdays), the menu features locally-sourced seasonal produce,

Roadside Eats...

while the rustic nature of the building and quirky decor adds to the experience. Thankfully, this is no slick city restaurant that rushes you in and out in a desperate attempt to free-up a table for a second sitting. Instead, expect laid-back country service that makes

the wait for lunch all the more worthwhile.

Run by Jules Lenehan and Juliet Robb, their years of experience and love of what they do is evident. The dining experience is excellent, imaginative and backed by

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Roadside Eats...

an eclectic wine list with a strong emphasis on local and near-country wineries. You can also sign-up for a regular newsletter, sign-on for small-group cooking classes and go online to order jams, chutneys, local olive oil, balsamic vinegar and even cookbooks and boxed gift hampers.

It’s also great to know that Jugiong welcomes RVers of all persuasions and almost straight across the road from the Long Track Pantry is an excellent and well patronised free camping area (a donation to Council in the honesty box is most appreciated). There’s also a fresh fruit and veg shop right next door and a great local wine tasting centre, in case you get thirsty.

To find out more about the Long Track Pantry, plus what else to see and do in Jugiong, visit www.longtrackpantry.com.au or call (02) 6945 4144

PLEASE ORDER AT THE COUNTER

Long Track Pantry Menu Entrees

Hummus served with toasted flatbread 8.0

LTP Olive tapenade with toasted Turkish bread 9.0

LTP smoked trout pate served with toasted Turkish bread 9.0

Mains

Soup of the Day – Please see Main Blackboard 11.0 Oven roasted tomato, Meredith dairy goat’s cheese on sourdough with eggplant jam 16.0 Sweet lentil salad with currants, goats cheese and fresh herbs 16.0

Long Track burger with pancetta, coleslaw and LTP relish 17.0

Slow cooked lamb curry 20.0

Long Track lunch plate with LTP smoked trout pate, marinated feta, chicken and pistachio terrine, artichokes, LTP red onion relish and toasted Turkish bread 20.0

Homemade Pie of the Day - Please see main Blackboard 19.0

Desserts

Apple & Walnut Cake 6.5 Tunisian Orange & Lemon Cake 6.5 Chocolate, Date & Almond Torte (gluten free) 6.5 Raspberry & White Chocolate Muffins 5.0 Chocolate Brownies 5.0

Beer

Melbourne Bitter 4.0

Cascade Premium Light 3.5

The Apple Thief Pink Lady Cider 6.0

White Wine

‘Sasha’ NV Brut 25.0

11 Two Italian Boys Pinot Grigio 6.0/25.0

08 Hundred Tree Hill Chardonnay 25.0

10 Gallagher Wines Riesling 30.00

10 Silent Range Sauvignon Blanc 30.00

Red Wine

08 Long Track Shiraz 5.0 / 20.0

10 Two Italian Boys Cabernet Sauvignon 25.0

08 Silent Range Merlot 35.0

08 Sally’s Hill Cabernet Franc 40.0

09 Sally’s Paddock 85.00

Locally Roasted Espresso Coffee Leaf Teas and Milkshakes Gluten Free & Vegetarian options on request LTP Products available here

Roadside Eats...

If you have a favourite roadside eatery please let us know so we can share it with

everyone!

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Sending a text message is a great way of keeping in touch, but

let’s face it: writing them can be a pain. Enter HeyTell, a free app that sends short voice messages to other HeyTell users for free, over Wi-Fi or your phone’s data service.

HeyTell is available for Apple, Android and Windows Phone users and is very simple to use. In the words of the Developers, “HeyTell is a cross-platform voice message that allows you to instantly

talk with friends and family. No account needed – just start the app, choose a contact and push the button to start talking!”

In reality it’s not quite that simple, mainly because the other person has to have HeyTell installed, too. That isn’t a problem though, because from within the app you can send an email or text message inviting them to join up. Once installed, you’re both in business.

To use HeyTell all you do is select a contact, hold down the bright orange button and talk. The other person then receives notification of an incoming message, which they can play at their leisure, and reply to yours in exactly the same way. It’s sort of like a telephone-based walkie-talkie system and is particularly useful for people with vision problems, who hate typing or otherwise have their hands full.

You can store messages and also set the program to

Mobile Tech...

Send short voice messages just like texts...

HEYTELLYOUR

friends

Just hold the button and speak: HeyTell delivers short voice messages that are much easier than texting!

Mobile Tech...

show your location on Google maps so family and friends can keep track of your travels. All-in-all, HeyTell is very useful program and even when running on your phone or iPad’s inbuilt data allowance uses such a small amount of capacity as to be pretty-much inconsequential.

So hey, tell your friends all about it and get voice messaging. It makes text messages look like something from the Stone Age!

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Stop Press...

Hi Richard

Thanks so much for opening up this discussion on the need to improve motorhome safety. It was media & public pressure after those horrific bus accidents on the north coast of NSW that resulted in the government introducing ADR 49/00 - Bus Rollover Strength (and yes it did put some bus manufacturers out of business but it certainly improved public safety).

Your readers may find it unbelievable, but 1998 research sponsored by the Federal Office of Road Safety into Roof Crush Strength concluded that between 13 - 16% of all fatalities were primarily as a result of rollovers, yet no ADR Standard for Rollover in cars has ever been introduced into Australia.

This highlights the problem that manufacturers only legally have to build to the minimum statutory regulations. Thankfully the majority of car manufacturers understand that consumers demand vastly superior levels of safety than the minimum standards

and now build vehicles that are well above the minimum ADR guidelines and provide a myriad of safety features, including rollover protection.

Unfortunately, the lack of rollover protection is only one of the many major safety deficiencies with the way the current ADRs allow motorhomes to be constructed. Because there are no structural or strength requirements for motorhome bodies they are allowed to be built with the same construction processes and materials (including polystyrene foam and ply) as those used to build caravans.

Anyone who has seen how easily a caravan disintegrates in an accident will understand the ramifications of being in an accident in a motorhome built like a caravan. Because the rear wall of the driver’s compartment is almost always removed, the driver and passenger are exposed to everything, including the fridge, microwave, TV and kitchen sink, when it disintegrates.

The SA Transport Department’s “Information Bulletin 28” dated March 2003 as well as its current “Caravan and Motorhome Fact Sheet” both specify that “All fittings including such items as fold away tables, fire extinguishers, stoves, cupboards etc must be capable of withstanding a force of 20 times their weight without becoming detached.” This makes me question why the ADRs don’t already identify the need for pull testing of appliances and cupboards, etc, in motorhomes to certify they are adequately attached.

Sadly no RV is audited to this standard, which could mean that every RV registered in SA could be non-compliant.

In an effort to improve motorhome safety standards Paradise Motor Homes

ccBY SA

www.Vectoriano.com

Further to Dave Berry’s comments in this issue’s Editorial, Paradise Motor Homes’ Managing Director, Colin MacLean, has added the following to the conversation:

PARADISE TALKS MOTORHOME SAFETY

STOP PRESS!!!

Stop Press...

has made a submission* to the National Transport Commission’s Review of the ADRs, recommending major changes to the standards and the removal of the current self-auditing process. Our recommendations include:

• Minimum Construction Standards to prevent motorhomes disintegrating like caravans in an accident

• Mandatory Roll Over Protection

• Pull Testing on the anchorage & attachment of Appliances, Fittings & Fixtures

• Adequate Underbody Storage Capacity to prevent heavy items like tool boxes, golf bags, batteries etc being carried inside the motorhome

• Guidelines for the attachment of the motorhome body to the vehicle chassis

• Slide-out construction strength; adequate attachment to vehicle chassis; suitability for seatbelts & occupant safety; strength of locking system in travel mode

• Structural strength of the body after a slide-out has been fitted

• Seat swivel fitment and the ability for the driver’s seat to swivelled without having to release the handbrake

• Weight allowance for occupants & load needs to be increased. Current 68kg person & 60kg load including food & clothes needs to be

increased to suit today’s demographic

• Implement independent government audits to prevent manufacturers from selling non-compliant motorhomes

I understand we have upset the other manufacturers by trying to improve the safety standards of motorhomes. But the good news for consumers is if the other manufacturers want to compete with our new price-competitive Integrity Range, they will have to absorb the cost of safety improvements without increasing their prices.”

* A copy of Paradise Motor Homes' submission is available for download from www.imotorhome.com.au/downloads

For the first time on television, Outback Truckers jumps into the cab with some men and women behind the wheel of road trains that travel Australia’s vast and remote Outback. The new show should be of interest to motorhomers and caravaners alike, providing insight into

the mindset of those behind the wheel of these enormous machines.

“When initially approached we liked the concept, and with the support of our dealers, Cat Trucks agreed to support Prospero Productions to help this project come to fruition”, Bill Fulton, Managing Director for Cat Trucks said.

“The program is raw reality; it shows these professional truck drivers in their genuine

work environment operating in challenging conditions to deliver the goods for their customers. There is no glitz, no glamour, just the real challenges faced day in and day out with truck drivers all over Australia.” Fulton added.

Outback Truckers first of five episodes premiers on 7Mate, Thursday 18th October 9.30pm, followed by episode two airing the following day, on Friday 19th at 7.30pm.

BEHIND THE WHEEL WITH OUTBACK TRUCKERS

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Show Calendar...

Know of a local or regional show coming up that attracts and promotes motorhomes, campervans and the great RV lifestyle in general?

Drop us a line at info@imotorhome.com.au and we’ll happily promote it in this calendar.

November 2-4

South Coast Caravan, Camping & Holiday Expo

Mackay Park, Batemans Bay. NSW.

• Open 9:00-5:00 daily (4:00pm Sunday)

• Free parking• Adults $10• Seniors $6• Accompanied kids free

• Website: http://south-coast.supershow.com.au

Click for Google Maps

2-4NOV

9-11NOV

26-28OCT

November 9-11

NZ Motorhome & Caravan Show

CBS Canterbury Arena,Christchurch. NZ.• Open 9:00-5:00 daily

(4:00 Sunday)• Free parking• Adults $12• Kids U12 Free

• Website: www.nzmotorhomeshow.co.nz

2-4NOV

9-11NOV

26-28OCT

Click for Google Maps

OCTOBER 26-28

Canberra Leisure, Caravan, 4WD & Camping Show

Exhibition Park, Canberra. ACT.• Open 10:00-5:00 daily• Free parking• Adults $15• Seniors $12

• Website: www.rncas.org.au/homeshow/site/

2-4NOV

9-11NOV

26-28OCT

Click for Google Maps

I n an iMotorhome exclusive, next issue will come to you ‘live’ from the CMCA Rally

in Boonah, Queensland, from the comfort of Trakka’s all-new Trakkaway 700 B-Class motorhome. Built on a Fiat Ducato cab-chassis the ‘little’ Trakkaway promises to set new standards and should also be a lot of fun. It features, amongst other things, Trakka’s first slide-out (a rear bed extension) and a rainwater harvesting system from the roof!

The trip will also be an experiment in mobile technology and I’ll be posting on Facebook during the rally and looking for interesting people to talk with and unusual rigs to report on. The plan is to be there from

Wednesday to Sunday, so drop me a line if you’d like to catch up.

Our big feature review for Issue 12 will be the luxurious and impressive Aquarius A-Class motorhome that’s Australian designed but American built. Running a Ford petrol V10 on LPG makes it even more interesting...

Malcolm Street will also bring us a review from his

recent adventures across the Tasman, which will be of particular interest to our many keen readers in New Zealand.

Lots to look forward to; see you on Saturday 20 October – or in Boonah! Remember, until then you can follow us on Facebook (www.facebook.com/iMotorhome) and Twitter (@iMotorhomeMag)

As always, please drive safely!

iMOTORHOME SCOOPS AN EXCLUSIVE WITH TRAKKA!

Next Issue.. 65