Big Truck, Little Van

Selecting the Right Expedition Chassis

Beyond VANlife Part II: Selecting the Right Expedition Chassis

Luckily for us, VANdal’s new owner agreed to let us use the van until our new rig is ready in July. We have work in Missouri later in June and, therefore, gave notice to be out of the Sarasota, FL home we used to own (but were temporarily renting back), and started our nomadic life this week! It was bittersweet as we filled the van for its last escapade with us at the helm, loaded a trailer of gear that wouldn’t fit in the van (but that we wanted in the new truck), and headed off!

IMG_2539Though we didn’t think we had that much “stuff,” it became quite clear that what we do have takes up a fair-sized footprint. It was difficult to pare down and decide what would be necessary versus preferable to take with us, yet it was equally satisfying when we shut the door on our 10’ x 10’ storage unit and walked away. Painful as it was to have to pay for storage space, there were some unavoidable heirlooms, artwork, bikes, paddleboards, tools and other gear that might follow us into our next life, and we weren’t ready to part with any of that quite yet. The rest of what we own now fits into VANdal and the tiniest U-Haul trailer you can get, ready to load into the new truck when we pick it up in July.

Part of the fun of choosing this bigger vehicle has been deciding on just the right chassis for the job. We realized that a tiny house on big wheels is really only as good as its chassis, and we were set on choosing the right one for all of the needs and wants we shared here. In choosing the right chassis, here are some undisputed aspects to consider and define:

  1. Where do you want to go? If your route simply takes you up and down the I-95 corridor, any commercial RV will do the trick. But if you desire the snows of the Rockies or the sands of Baja, then all mass-produced vehicles fall short…really short. Fuel type and range are also factors depending on where you want to take it. (See the fuel section here).
  1. How much weight will you be carrying? Your weight is a big determinant because it will define how robust your chassis needs to be. How much water do you go through for bathing, drinking, laundry and cooking? At 8 pounds per gallon of water and roughly 7.3 pounds per gallon of diesel, things can add up pretty quickly to max out your GVW. Couple that with all your personal gear and it behooves you to do your arithmetic first before overstraining your poor chassis. For us, ultimately, this was one of the biggest reasons why we had to veto many of the choices shared below.
  1. How long do you want to be? We’ve always been pleased with our Sprinter 170’s 22 ½ feet of length. But living full time, we knew we’d have to give up some of the Sprinter’s signature stealthiness for additional space. People roam the globe in anything from short Jeeps and Land Rovers to tour buses in excess of 50 feet, but bear in mind that what they are able to see and experience is quite different. You need to think about where you’d like to park, how far away you’re comfortable parking, what condition of roads you’d like to be able to be on, if there are any vehicle length restrictions on winter roads or mountain passes, and of course, your driving aptitude.

These were some of the chassis we considered in our research:

  1. Sprinter-Based Motor Homes

    • Examples: Winnebago View, Itasca Navion, AirStream Interstate, or RoadTrek
    • Sprinter-based motor homes take the regular sprinter and build on it to create a highway-friendly mid-size RV. They seem like a good idea… as long as your wheels don’t leave the pavement and you don’t plan on going over anything more than the occasional mild speed bump. While they offer significantly more room than the standard Sprinter 170 base and can be quite luxurious in appearance, that luxury is just a façade. The build quality is beyond poor, with particleboard interiors that barely pass muster and clearly won’t retain their sparkling appearance for long. They are clearly designed to commute between Indiana and Florida, predominantly residing in RV parks. Ground clearance is nearly nonexistent and they’re without 4-wheel drive or ample insulation for all-season use. And most importantly for us, there’s no gear garage, so all your equipment has to get stored outside.
  1. Off-The-Rack Truck Campers

    • Examples: Lance, Alaskan, Northwood, Host, Cirrus, Bigfoot, etc.
    • Truck campers were initially a serious consideration of ours yet, at the end of the day, we realized we didn’t want to live out of a pickup truck. To be sure, truck campers offer ample space and amenities for the buck, but with their sloppily built interiors, they are devoid of the ability to endure harsh environments, rough roads, or withstand years of abuse. While you do get 4-wheel drive and a much heavier-duty vehicle, you’re still stuck with a poorly constructed, value-built contraption with nearly non-existent insulation and a bouncy ride. In consideration #3 (vehicle length), the standard truck camper falls short because of the 4½ feet of functionless hood space. For us, that length would be better served for storage, which off-the-rack truck campers do not have. Besides that, contortionists would find it challenging to crawl between the cab and cabin, and since Bethany likes to go back to cook, work, and mobilize (sitting is the new smoking, afterall), the tiny crawl-through window was also a deal breaker.
  1. Semi-Custom Truck Campers (Built on the F-550, 650, 750 or similar heavy duty pickup truck)

    • Examples: Earth Roamer, Tiger by ProVan, Phoenix Pop Up, Bahn Composites (no website, but email us for his contact info)
    • Similar in appearance to a run-of-the-mill truck camper, but going semi-custom makes it more purpose-built with a greater degree of hardy features designed for living off the beaten path and off-grid. Solar, better insulation, and better build quality are just a few of the reasons to consider these versus one off-the rack. Certainly capable of doing everything we wanted it to do, however, most cannot be customized to offer gear storage space. Take the Earth Roamer, for example. Here’s a $500,000+ vehicle with a sexy interior layout and some cool features, yet you can’t buy one with room inside for even one bike! In our opinion, they’re designed for people who want to drive to the ends of the earth (as long as that’s no further than the US or Canada due to ULSD fuel), step out of their luxurious cocoon, clink their crystal glasses filled with wine from the on-board wine fridge, and drive home. Not us. We want to go places to do cool shit, not just see it. At the end of the day, the Earth Roamer is a half-million dollars for an F-550 with a box on it, and there’s just no way we could justify that. Plus, a brand new Ford F-550 requires ULSD…so you aren’t going any further than Tijuana, baby. If that satisfies your craving for south-of-the-border adventures, you’re good to go. If not, you may want to look further than the Earth Roamer. If you do decide to go this route, research your chariot thoroughly. Parts and service availability for Ford F-550s and their Dodge or Chevy equivalents can be a challenge outside of the US, making it important to define consideration #1 (Your geographical range) before choosing this as your chassis.
  1. Fuso-Based Semi-Custom Truck Campers
    Earth Cruiser YouTube

    • Examples: Earth Cruiser or All Terrain WarriorsPhoenix Popup also recently created a Fuso model (more on that in our next post).
    • In terms of size and cost, the next logical step up from a Sprinter would be a camper built on a Fuso Canter 4×4 by Mitsubishi, traditionally used as dependable and easy-to-maneuver delivery trucks all over the world. Look around your city today and you’ll see iterations of these flat-fronted trucks everywhere.

      The Fuso is extremely dependable, easy to get parts for and has the coveted cab-over design (cab-over meaning that the driver sits atop the engine, eliminating an extra 4 ½ feet of hood, decreasing your overall length and improving turning radius). Although certainly capable of going off-road, they were never designed or built for that purpose. The deal breaker for us was that they have a GVW of 14,000 pounds, so if you want to carry 200 gallons of fuel, 150 gallons of water, have larger tires, and carry a couple thousand pounds of livable interior (bed, bath, cabinets, etc.) plus personal gear, the vehicle maxes out pretty quickly. Your choices for Fuso-specific custom builders are few and far between, in part because none were imported into the US last year. Any custom manufacturer can build on a Fuso, but the challenge is in acquiring one. Currently, the only US company truly specializing in the Fuso-built camper truck is Earth Cruiser out of Bend, Oregon. A worthy vehicle, but we were not impressed with their limited design and layout customizations, and did not enjoy the thought of walking through the bathroom as your main entrance to the cabin. And, you guessed it, there’s also no interior storage for gear.
  1. Custom Expedition-Grade Trucks

    • Examples: Global Expedition Vehicles (US), Action Mobil (Austria), Bliss Mobil (Germany), Unicat (US & Germany), etc. *As of this post, we have learned that both Bliss and Action are currently opening up US offices as well.
    • What are they? Expedition vehicles are purpose-built down to every detail and made to be off-road and off-grid. Companies who build them specialize in global travel and can customize your vehicle inside and out to meet almost any need from the ultra-luxurious to the ultra-functional. Expedition-specific vehicles may seem overkill, and they may be for some, but we liked that we could get all the function we needed for every environment we could imagine in a package that held all our gear and still looked like home (at least on the inside; on the outside they’re admittedly a little intimidating). Most of the big players are from outside the US, so importing one can be a challenge. We opted against those added expenses and complications, sticking instead with a US-based company. In general, expedition truck manufacturers will typically build on the following truck chassis:
      • Mercedes Unimog:

        The undisputed king of off-road adventures, nothing short of an M1A1 battle tank beats a Unimog off-road. Their durability and performance are legendary, but all that comes at a cost. One, they’re not imported into the US. Two, there really is only one place in the US to get them serviced (Colorado). Availability of parts in the US is minimal at best, however, service and availability of parts worldwide is excellent. As incredible as they are off-road, they are equally miserable on a paved road. They roll, they bounce, and no one ever said they were fun to drive on the highway. So while, in Mongolia, where 5% of the roads are paved, it may be the perfect vehicle, in the US where 95% of the roads are paved, it may not be a suitable choice.
      • Commercial Tractor Truck (i.e.: Freightliner or International (US) / MAN, Mercedes, etc. (Worldwide).
        On the plus side, they’re heavy duty, you can get them in 4-wheel drive (or convert them), and they’re easy to service. Worldwide, service on a US-based International or Freightliner can be trickier and ULSD fuel is also a consideration. They have a lousy turning radius, and you’re stuck with a whole lot of hood. We originally looked at a Freightliner with a 17’ cabin box, but its overall length on its chassis ended up being 31 feet! We decided we wanted something a little sleeker.
      • Family of Light/Medium Tactical Vehicles (FLMTV) (i.e.: M1078 or M1083 by BAE, Oshkosh Truck, or Stewart & Stevenson).
        BAE M1078 Chassis 
      • SPOILER ALERT: The BAE M1083 6 x 6 is the chassis we chose to go with, using Global Expedition Vehicles out of Nixa, Missouri to engineer and customize it (more on all that soon). 

        BAE M1078 Chassis

      • These military multi-purpose trucks are the backbone of military transportation as they are proven to be extremely mobile, durable, simple to operate, and robust. Traditionally used as cargo haulers, troop transport, or gun trucks, they are seeing resurgence in the civilian market as heavy-duty ad-hoc expedition campers. They are the only cab-over 4 or 6-wheel drive vehicle in the US, giving you the benefits of easy engine access, all-wheel drive, and a turning radius similar to that of the family station wagon. Unlike an F-550, the M1078 is built specifically for the harsh off-road environment and, therefore, doesn’t need to be Frankensteined to fit the purpose. There’s no need to modify the suspension to fit larger tires, and the frame is already more reinforced than anything commercially available. Couple that with the Caterpillar engine, known for the world’s best parts availability, and you have a vehicle that you can confidently take anywhere. Where there’s construction, there are Caterpillar products, and thus a way to get parts. They are equipped with CTIS (central tire inflation system) so you can easily inflate or deflate the tires at the push of a button to create ideal traction on any terrain. The drawback is that you’re getting a 10-20 year old bare-bones vehicle (albeit with less than 10-15K miles on it), which requires a bit of a makeover. New paint, soundproofing, axels and some modifications to exhaust systems and certain comforts are almost-certain initial investments.
        An M1078 in rough shapeSome have been dropped from helicopters to their military destinations, so you need to make sure you know its history before you buy. Military vehicles are not known for their plush creature comforts, so it’s not as cushy as driving an F-550, and they’re clearly a lot more daunting in their appearance, but it’s plain to see that the many benefits outweigh the drawbacks. They meet all of the needs we shared here, plus for us, is the right answer to all three  considerations that direct and define the right chassis for YOUR purpose: 1) Geographical Range, 2) Gross Vehicle Weight Capacity, and 3) Overall Length.

After exploring every single one of these options thoroughly, and getting quotes from each of the major players in every category outlined above, we were confident in our choice. In the next round of this series, we’ll talk about our experience with each company so you can use our insights to save you some time, money and headaches down the road.


  1. 4-wheel drive gets the job done, allowing you to explore further off road and in situations with lower traction than 2-wheel drive, of course. But 6-wheel drive provides 50% more traction and 50% more floatation in snow and sand. For us, 6-wheel also gave us more security so when we got a flat in the middle of nowhere (no fun), we still had ample tire options and didn’t miss a beat. (For us, 6-wheel was also just what was available at the time). What you choose will largely depend on where you want to go & what you want to do when you get there.

  2. Do you really need 6 wheel drive? Or does 4×6 do it with lockers? I am interested in maybe buying a used logging truck as a starter platform. (and yes I’m sorry I’m commenting on a five year old post!)

  3. Thanks for writing! First of all, the Dempster Highway is gravel not sand. It’s hard packed and you can drive it in summer in 2WD. Having spare tires is more of the issue there :). Also, there is no such thing as a RAM 4000; do you par chance mean the RAM 4500? Chassis are about personal preference, itinerary and GVW. Without knowing any of the aforementioned it’s hard to advise on which chassis will be more congruent with your needs. Best of luck to you!

  4. I am considering buying a VW Constellation 26.480 6×4 to build an expedition truck. I prefer a Man, but for cost and availability, my option is the Constellation. The big question I have, that someone with experience can solve, is whether the 6×4 works well in the sand or on routes like the Dempster Highway.

    I have another alternative that is to build a camper on a Ram 4000.

  5. I also went with the Ex-Military LMTV (1078A1R). So I am reading/ watching your threads to plagiarizer your good Ideas. I have a 2006, so I hope to not have issues with the higher sulfur diesel in Mexico and Chili, but can still hope to take it back over to the EU and be able to avoid some of the diesel bans, as the c7 has the particulate filter. I have lived in Germany since 2011, and moving back to the US, this is want I wanted to build for some adventure travel- but I wanted to make sure I could get back into the EU and back in the Alps. Thanks for sharing the deliberation process

  6. Angel, Good luck with your build! Our’s were Armor Vision windows and GXV is an authorized dealer in the US. While they’re quite pricy, we found them to be worth every penny.

  7. Hello,
    Im about to buy an international work star and would like to know where or how I can get some designs for the windows. If any body can help me out i would greatly appreciate it. Im building everything from scratch buying materials from mexico since everything is cheap over their.

  8. Hi Guys , nice looking rig. I will be building a M1083 6×6 for my family of 4 ( maybe 5 if my daughter wants to join) I found it difficult to get a few measurements on this particular truck , I was wandering if you could provide them.
    Need measurements for the underside of the living box to the ground and from the back side of the cab to the back side of the last rear tire .
    Also how much stand up headroom do you have and what is the overall height for bridge clearance?
    I want to be able to carry a rigid kayak ( tandem island hobie )
    My daughter has some health issues so i will be modifying the cab to include room for full rear bucket seats and room to stretch out ( back injury ) I will also be raising the cab on the inside , kind of like yours but instead of it mounted on top it will be open inside. Im not sure if this link works for you but this is the idea …
    I will be doing a raised roof design to create more space and comfort for the family . The back section is a garage design somewhat like yours ( love your design. )

    I subscribed and look forward to reading more posts about your adventures . Thanks in advance for the info requested .

    Stay safe and happy trails


  9. Hi,

    Very nice build!

    Whats the DL requirements on one of those when its a RV? CDL or regular Class C?


  10. Pingback: An Introduction
  11. GXV had ours purchased already so we did it all through them. If it’s on the auction at, you get all that info and it’s the only place you can buy one with a title. 🙂

  12. Can you recommend a buyer’s guide for the LMTV chassis? I found a M1084 for sale and want to have a checklist on what to look for. How do you know its history and make sure it wasn’t dropped from helicopters? Sounds like helicopter drops could be a red flag? Did you or GVC find your exact 1083?
    Thank you!

  13. Wow, that sounds fantastic and like our timelines are indeed on par with one another’s! We hope to be on the Tierra del Fuego route by 2018/2019 as well so let’s definitely stay in touch :). Best to you!

  14. Of course the extra axle and 2 tons (16 short tons are 13 metric tons) make a difference in fuel consumption, no doubt. My truck has been restored at EXCAP (easy to google), it’s a 1987, ex Austrian Army and at the moment the cabin is getting built. The rig will be ready to go around Christmas. I will travel all over europe including scandinavia (the Nordkapp in winter), africa, asia and finish with my lifelong dream, the panamericana from Alaska to Terra del Fuoco. So, somewhere along the road, it would be fantastic to meet up with you guys….. I’ll keep you on my radar for sure 😉 Safe travels to you two and heaps of unforgettable adventures!

  15. All good points and thanks for writing, Peter! Unfortunately, we can’t get the Steyr in the US. Also, since ours is 6×6, not 4×4 (and we are 16 tons) that could certainly account for the difference in mileage. You’re right though, it’s overrated. ;). Viewed alongside everything else, it’s a small part of the equation. Where do you travel in yours?

  16. Hi Martin, Bethany and all followers,

    your website is fantastic and your lifestyle is pretty much the same I am living here in europe! The way you found your vehicle and your overall approach is like a twin system, developed along the same timeline!
    Anyhow, to input some info on fuel consumption. I have the original version of the FMTV M1078, the Steyr 12M18. It has a 6.6l Turbodiesel engine made and developed by Steyr itself. Steyr, however, is part of MAN, the oldest Diesel producing company in the world and one of the oldest industrial companies (founded in 1758). Parts are readily available around the world. The engine produces 180hp, with intercooler up to 280hp (like mine). the fuel consumption with mine at 11t gvw is 13mpg or 18l/100km.
    So, for all who think the CAT takes too much fuel, the Steyr might be a good alternative. Although I think fuel consumption is overrated! Just do the math in an open system not closed, you’ll see.
    I wish you all safe travels!

  17. John, just did our first big trip and averaged 6.88 mpg traveling from Missouri to Wisconsin, mostly highway and backroads. Check out the latest post for all the details. 🙂

  18. There were no difficulties with registration as we received a clean title with the vehicle, and we did decide to register as an RV. We haven’t drown enough yet to get a good feel for gas mileage but we will have a better idea of that next week. We are thinking she will get around 6 mpg.

  19. Have you had any problems registering the ex-military vehicle due to emissions or safety equipment or does it fall under RV rules? Also, how many miles to the gallon are you getting? Thanx for any input you have!!!

  20. Perhaps true for your area. Alas, it’s a different truck with a different set of capabilities. Nevertheless, for us and our intended destinations, we will be well served by the CAT. 🙂

  21. My experience, there is more delays with CAT( CAT branded Trucks, now handled by Navistar will be closing in Australia) Isuzu has an extensive coverage as well

  22. I have commented on your post on TFL Truck. My concerns as I am not from the US, is using a Caterpillar engine for your Expedition Vehicle. Parts are not that easily available, for CAT’s, in Asia or Elsewhere. They are basically construction and earthmoving vehicles. Isuzu and Mitsubishi have easily accessed parts for their Trucks.

  23. Thank you! We are so excited. Hopefully we can meander our way to where you two are late summer after your Icelandic escapades. Can’t wait to hear about that! We hope to be around Banff in August.

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