There is an endless list of things people consider when choosing a vehicle to live in and improve upon. All of my past Recreational Vehicle choices were made because I did not know any better. I was learning, testing and experimenting with the available examples. Often I made decisions based on personal feelings. It’s cool, it’s pretty, it’s the perfect size, it’s nostalgic or it’s what others are doing. The worst bad decision made is thinking the RV can be saved or converted and modified to perform as expected. To any who choose that path, all I can say is, “good luck with that”.
Cold, hard industrial logic is all I consider in the process moving forward.
I know what I want in a Primary Residence Vehicle. My ideas have evolved enough to move forward with that objective confidently.
Commercial vehicle manufacturers cater to the competitive operating expense performance needs and expectations of commercial fleets or they cease to exist. The bottom line is everything, that simple.
THE DRIVE TRAIN CHASSIS
The under hood, underbelly that keeps you moving down the road and carries you forward.
The sensible choice, Commercial Vehicle Grade. Designed and engineered to perform efficiently, work hard and carry a load under all conditions. Ergonomics are practical and sensible. Complex luxuries are secondary considerations.
As a whole, all components are durable with an intended long and trouble free service life.
My personal vehicle of choice, the Freightliner MT 45 Commercial Vehicle Chassis. Also known as the Light Delivery Vehicle class.
WHAT IT HAS GOING FOR IT
Mechanically proven drive train components and engine. Cummings 5.9 litre turbo diesel. Allison automatic transmission with engine braking. Eaton axle and differential.
The MT45 class has hydraulic brakes. Air brakes require special licensing. The load I’m expecting to carry is not in the air brake requirement class.
The tires and rims are common and the same ones used by most other brands in the same weight class. They are 19.5 rims, larger rims translate to a larger breaking pad surface which improves braking while reducing wear and extends the life of the pads.
The Gross Vehicle Weight is 19,000lbs (8,626kg). I expect my finished and loaded build to be 15,000lbs (6,818kg). This is a comfortable load to carry and does not constantly test the limits of the vehicle.
The engine and its related components are easily accessed. No complex shields and shrouds to remove when servicing.
Generally parts are in stock or a day or two away at most. The parts themselves don’t change unnecessarily year after year. They will still be available for decades into the future.
BOXY McBOX FACE BODY
The shell to build on and inside of, its built to last.
Its not popular because it’s labour intensive, time consuming and expensive to build. It is lightweight however, for commercial operators that translates into increased cargo weight capacity which means better profit margins.
To learn more about the body and its construction one must study air plane sheet metal mechanics. The aluminum shell is fastened using solid rivets mostly. Setting the rivets is a skilled two man job for sure. There are some blind pop rivets and a couple of other types I’ve not completely figured out yet.
The floor is also aluminum with a series of interlocking channels running width wise the entire length of the interior. Its heavy duty and can handle any load. Sections can be cut out to accommodate a custom floor plan without structural compromise.
The wall studs are fixed to the floor two feet on centre. The studs themselves are designed to carry heavily loaded shelve weights. The walls are strong enough to carry roof top cargo loads.
Roof designs vary from flat to curved and can be translucent fibreglass or aluminum or a combination of both. Translucent is popular with delivery services that don’t need insulated shells but prefer the light it provides.
The vehicle I have is twenty years old with no leaks to date and does not require yearly maintenance such as caulking. I did find some failed 1/4 inch pop rivets along the floor to wall joint. Underneath they are exposed to the elements when driving as the tires throw up dirt. That situation will be dealt with by closing in the sub structure.
ADVANTAGEOUS CONVERSION CONSIDERATIONS
It’s a mostly square box, no overly complex surfaces to deal with. Simple to insulate and finish for the most part.
It’s maximum width and a high ceiling. After insulating and finishing the interior cube will be seven foot six wide and six foot six high.
The body modifications I have planed are expensive. All the necessary components are available from the manufacturer. Heavy duty doors and role up power windows for instance. If you really want to go all out on security, armoured glass kits are available.
The sub floor, basement area is spacious and not cluttered. Plenty of space for tanks and mechanical systems. It will be insulated and temperature controlled like the living area above.
THE SWEET SPOT
Why I chose these dimensions for my project. I concluded these are the minimum requirements for a functional PRV.
The enclosed cubic foot volume is what matters most. If the vehicle is any shorter external cargo racks must be added. This exposes belongings to the elements and compromises their security. It also looks junk’y and attracts unwanted attention.
This volume and length provides the minimum space necessary for the best placement of the various mechanical systems and personal accommodations.
The overall external height allows for PhotoVoltaic Panels (solar panels) and vents.
Most critically, I can stand up strait without concern of banging my head, every day.