Why we designed the WT808-001 the way we did.
———
What is it really like out there?
This is what we learned. Of what we think logic points out. In the best humour.
You don’t need that picture perfect spot to enjoy a landscape or region.
You won’t find that picture perfect spot every day anyway.
The chances that you will be all by yourself are close to zero.
Because of the surge in interest or hype, many are no longer accessible
white-goods campers are everywhere.
Where a large mobil home isn’t welcome, neither are normal mobil homes.
Reality of trucks and access is :
99,9 % of all goods are delivered by trucks
98% of all goods are delivered by normal trucks
0,01% (the rest) is delivered by horse or foot.
trucks take tremendous abuse.
busses are everywhere..
Professionals tell us::
90% is on new to damaged tarmac.
7% is on-track
3% is off-track.
95% off-track is sand
10% of sand is dunes
100% of vehicles will get stuck off-track.
On ice or snow, it’s all about chains.
“People travel on foot, bicycle, motor-bike, car, van and camper” may be the biggest take away.
Off road capability: The constraints
Going off-road in a truck is quite something. .
It takes specific skills from driver and co-driver, a special vehicle that, is light, short and sits high on its tires. With specific tires, suspension, drivetrains, gearing, winches and recovery gear. Yet, it should not exceed 365cm in height.
On top, we want this vehicle to operate in arctic and desert climates. On the beach and high up in the mountains. For weeks on end with limited access to supplies. And keep up to 6 fed, washed, entertained and well rested. With a motorbike at hand. This is a lot to ask for.
Limiting volume and weight imposes restrictions. And complicates the build significantly.
So, what does it take to be highly off-road-capable?
big deflatable off road tires
3 differentials + permanent 4 or 6 WD
extra set of short gear ratios
short wheel base
maximal ground clearance
minimal overhang
minimal weight
a special zero torsion subframe
for 3 axles : lots of torque and 33T chassis to take the loads when on steep climbs.
These requirements impose constraints on usable volume and payload. Impacting just about everything.
Limited surface and volume will
minimise the amount of free available space you will be living in
impose a different feel of roominess.
limit the number and size of things you can take.
have you expose essential items to the elements - and curiosity - outside the insulated body.
complicate where to put blue, grey and black water tanks and filter systems
complicate where to put electrical systems
Reduce the Kw Solar you can install.
the specific “cut up” shape of the back of the body impacts volume and efficiency of storage space.
Limited weight will
limit the amount of fuel, water, supplies. And batteries.
limit how robust you will build things.
4WD is heavy. 4 point subframes are heavy. The storage rack at the back is heavy. Hanging spare tires and a motorbike high up and far out is heavy. As the truck’s off-road capability absorbs significant weight by itself, limitations on payload are significant.
And, as off-road subframes sit higher, the same goes for available body volume. Limiting standing room. Things get confined and tight very quickly. It may sound odd, but, in reality, being 170cm or over 185cm tall makes a big difference in how comfort will be perceived. Especially on rainy days.
So, indeed, wanting a travel truck to be fully off road capable impacts 95% of reality: travel the world where 99% of world traffic goes.
And then there is this consideration: honestly, as few of us have the experience, how much of a seasoned off-road truck driver will be become? And is our co-driver as adventurous as we think we are? When it comes to risking our “wheel-estate”, how far are we really willing to go? Probably not as much as we might think.
So, deciding exactly how much off-road capable a truck needs to be, merits significant attention.
These considerations are probably the main factor why OLMO782 - WT808 - 001 will not be a fully capable off-road vehicle. It will be a strong, sturdy, spacious, fully redundant, highly comfortable, new level autark, very capable world travel truck. Not a full fledged expedition vehicle.
We know this carries its limitations.. Which we are willing to accept.. So perhaps OLMO 002 will be that EXMO
What about size?
One of the many debates is on total size. Because size - or weight ? - dictates where you can go.
But does it? Yes it does. But differently from what we may think.
If you want to go truly to every picture perfect spot, go by jeep.
The “size = accessibility” debate changes once you enter truck territory, where reality isn’t always what it seems.
Some observations:
Hardly any city wants campers overnighting in their streets or squares. So they dedicate places.
The main limiter for access is a 3,5T van. Especially in Europe.
Most access limits are because of regulation, not infrastructure.
So are emission standards. Especially in Europe. Euro4 is the main hurdle.
250 bhp Atego and 500 bhp Arocs are both 250cm wide. Mirrors excluded.
Sitting on big tires and special subframe, roof racks and hatches included, most 12T 4x4’s total 370-380cm high. 6x6’s total 395cm
Turning radius comes from wheelbase, tire size and axle configuration. Less from length. ( 25,8m for 6x6 vs 18,7m for 6x2 on 5100 wheelbase)
Inner cities get supplied by 3 axle trucks every day.
Weight is a limiting factor on bridges. Yet only if that bridge does allow 12T but not 16T
They may be a minority, but the biggest 6X6 s travel just everywhere. Plenty of magnificent examples out there.
Most infrastructure is made to enable 4m high and 40T heavy haulers.
So, why not make the most of the volumes one can have? And take full advantage of it.
Size is a blessing.
If being off-grid is the aim, what we need most is:
· range
· water
· energy
· redundancy
The more we have of each, the more independent we are. It requires
· available volume
· payload capacity
So, practically, how much can a 17T - 10,7m vehicle take?
· Fuel : 1450L ( more needs ADR certification )
· Water : 2 x 1000L blue - 300L grey - 250L black
· Energy : 5 to 6kw of solar.
· In-box insulated and heated storage : 1250kg in 10m3.
Where as jeeps, vans and trucks up to 12T will max out their payload to total weight allowance, a 18T truck, based on a 26T chassis, will have a healthy 25-30% weight reserve.
And what about an enclosed garage? Just as Insulated and heated as the living area. So no valuables stuck up high being sand blasted in the dust or pickled when travelling on salty winter roads. Or 2 very popular spare tires inviting interest.
But perhaps most important for peace of mind: knowing you have no water and piping out in the cold. No fear that when the external tank heater stops, your tanks will be frozen solid when you wake up. With that size, you can have all tanks lifted from the floor. Another cold bridge avoided.
And be not mistaken: one cold night at 1500m is all it takes to grind travel to a halt.
which takes us to another topic: the value of one day travelled.
Time is valuable.
Many get inspired by nomad full-timers. Yet, for most of us, realities are different. Many may want to, but can’t leave and go. Family, work, roots, budget concerns put the brakes on plans. Each day of actual travel is extremely valuable.
For most of us, the first years are limited to weekends, long weekends, a 2 week holiday and a month long vacation. Valuable time where we need to make the absolute most of it. Till travellers have used their vehicle in all weather, the first main loop outside EU kicks off 3 years later.
Any specialist will tell you that shipping a truck to another continent and visit 5 countries in 6 months takes ample planning and preparation.
The same goes for lead times. When you’re 58, having to wait for 3 years to get your vehicle means that, in all likelihood, you won’t be leaving on a main trip before you’re 63. Those 5 years are very special.
So yes, speed is off essence. And so is reliability.
Redundancy. Why 2 is better than 1.
redundancy
/rɪˈdʌnd(ə)nsi/
“the inclusion of extra components which are not strictly necessary to functioning, in case of failure in other components”
When out in the Atacama desert, or on the Silk Road, your vehicle is your shelter. Your Yurt. Even though top quality, one day, components could fail. In a place where that is not an option. Knowing components will fail, redundancy is what keeps important things going. Redundancy is why aviation exists. It is why hospitals have emergency generators.
Redundancy is a design philosophy applied wherever possible. Yes, redundant setups take budget allocation and room to install.
But contrary to popular belief, redundancy does not add to complexity. Have 2 parallel setups instead of one does not complicate things.
Where we see redundancy as a requirement:
Electricity: solar - solar charging - AC charging - DC charging - inverting
Water: drink and general use
heating : water heating + air heating
Truck : batteries, tires, spares kit.
Traction : HAD or 4x6/6x6
GPS: Truck + fixed + tablet
Communication Mobile - GPRS - SAT - HAM
Anything contributing to redundancy should come as standard equipment.
Abundance?
/əˈbənd(ə)ns/
“The state or condition of having a copious quantity of something; plentifulness”
It is not because you have capacity that you need to use it all the time. But having plenty of everything will allow you to plan differently and, most of all, will take away stress. If you have 5000km fuel range, getting distance or timing wrong won’t affect you. Having capacity will reduce cost of bunkering. Why not fill up where prices are low?
The same for water. Why not fill up for where water is plenty? And quality good. And so avoid to have to fill up where water is scarce and questionable?
And solar? for the traveller, there will be extended periods of grey or partially sunny days. Every watt harvested is valuable.
Why no cabine access hatch?
It’s a choice that impacts a lot. Including cost.
And for what use?
Do you really want coffee made while driving?
Trucks are not cars. They need air pressure to release the brakes to get going.
So can you really go for it when being robbed?
Will you go to sleep every night with the camp fully packed and ready to go ?
What wild animals are waiting to eat you?
How many will stick around after a can of bear spray or with a very loud horn going off?
reality:
in Namibia , roof tents are the reality
in Europe, most burglaries happen on highway petrol stations or rest areas
Getting into a camper is one thing, getting in a truck is something else
Yet, for the motivated, the cabine access door is a much favoured entry
or why no roof hatch?
Why would you look at the sky through a square when you just sat outside all night?
why reduce solar capacity?
We decided not to have them. And this allowed us to optimise and simplify the build.