Motorhomes

We have a Ford transit motor-home, 2.4-litre turbo-diesel six-speed manual gearbox towing a Daihatsu car. Would there be a problem with that?

Is a Hino or Toyota bus (approximately eight metres) good for conversion to a motorhome?

Camping and caravanning are fine, but if you want to experience the great outdoors from the comfort of what is effectively a travelling house, then a motorhome might be more your style of moving accommodation.But some motorhomes, such as the Avida Longreach, may cost as much as $400,000, so for a lot of people purchasing a motorhome may not be an option at all – at least not until you’ve had a chance to find out if you really enjoy that sort of thing.The next best thing to owning a motorhome is hiring one for however long a period of time you want, and nowadays you can even organise motorhomes for hire directly from their owners via peer-to-peer van sharing services.So, how does that work? Is it easy to do? Is it becoming more popular? How has Covid impacted the popularity of motorhome hire?Read on.Just think of a motorhome as a campervan on steroids – a lot of steroids.A motorhome is an all-in-one vehicle-and-accommodation package that is driven as one large mobile unit and can range in size from about 6.5m long, with a gross vehicle mass of 4400kg, to something like the aforementioned luxury Avida Longreach, which is 9590mm long, 2490mm wide, 3640mm high and has a listed gross vehicle mass of 8700kg. For those intertested, the Longreach has two-slide out rooms, a bed over cabin and can tow up to 3500kg. A campervan is a vehicle-and-accommodation package and it’s driven but it is much smaller, lighter and has fewer amenities than a motorhome – for instance, usually it does not have, as standard, a toilet and shower (unless those are carried onboard as separate portable additions).A caravan is a self-contained house on wheels, replete with kitchen facilities, beds, seating, storage and some even have toilets and showers. It has to be towed behind a separate vehicle.Camper-trailers are similar to caravans in that they have to be towed, but they tend to have fewer amenities than a caravan, i.e. it has no toilet or shower.(Note from publishers: The motorhome featured in some of the attached shots, with Crafty lurking around, is Avida's C7544SL Busselton.)What type of motorhome you decide to hire will largely depend on what you want to use it for, where you’re going to take it, the duration of your trip, and the size of your wallet.And you have to ask yourself a few questions before you get cracking anyway: How many people are you taking on your trip? Will your trip involve off-roading? Are you going off-grid? Are you taking pets? Do you like a bit, or a lot, of luxury?The choices are near-endless: cheap motorhome hire, luxury motorhome hire, off grid motorhome, off road motorhome, pet friendly motorhome hire … and the list goes on and on.Motorhomes of all types are available – everything from a basic self-contained family vehicle that can accommodate four adults (referred to as a 4 berth or four berth motorhome) through to, yep, that top-shelf Avida Longreach I keep mentioning.You’ll also have to decide whether you’ll hire a motorhome from a traditional-style commercial operator with an actual office location, or opt for a peer-to-peer van sharing service, such as SHAREaCamper, Camplify, or Camptoo.Camplify, the self-described “largest and most trusted van sharing platform” in Australia, states that it has “thousands of unique vans available for hire across Australia and a community of over 50,000 holidaymakers”.Same goes for mobs such as SHAREaCamper and Camptoo – they all reckon they have plenty of motorhomes, so sourcing a suitable example shouldn’t be a problem.You will no doubt find a motorhome seemingly purpose-built precisely for your travels, whether you require off road caravan hire, off the grid motorhome hire, pet friendly motorhome hire, luxury motorhome hire, or your budget only stretches to cheap motorhome hire.Most motorhome hire companies and peer-to-peer collectives have motorhomes in pretty much all of the popular locations, so expect to find motorhome hire in Melbourne, Tasmania, Perth, Brisbane, Sydney and Adelaide, among many other locations.The duration of the loan may have a minimum period – for instance, two days – but long term rentals can be discussed with the company or the motorhome’s individual owner or agent.Working out how to hire a motorhome is easy. The first question you’ll likely ask yourself – or The Great Google God – is: where can I hire a motorhome? Is there an ‘motorhome for hire’ owner or agent near me?Commercial operators or peer-to-peer van sharing services have comprehensive online booking systems and it’s simply a case of picking a motorhome that suits you, selecting your dates, thoroughly reading the terms and conditions of the motorhome loan before you pay any money, make sure you’re fully aware of all of the fees involved (more about that in the ‘How much does it cost?’ Section below), and then laying down your cold hard cash – well, punching in your credit card details etc.When you go to collect the motorhome, you should run through a thorough motorhome checklist with the owner/agent, take photos of the whole unit (inside and out), and make sure the owner gives you the lowdown on any quirks or peculiarities in the operation of the motorhome that you need to know about it. Prices for motorhome rental vary widely, depending on location and the size and type of motorhomes for rent. Just to give you an idea, we had a look at Camplify and that search indicated that it’s possible to hire a motorhome (called “Bessie Bespoke”) that sleeps two people from $175 a day in Bulli, NSW; we saw a six-berth motorhome (“Goldfields RV”) in Kalgoorlie, WA from $200 a day; and “Gypsy Soul Copacabana” in Murwillumbah, NSW sleeps six and will set you back from $400 a day.The age, size and condition of the motorhome will determine how much you’ll be charged per day.So, motorhome hire cost will include a variety of charges.Also, be aware that peer-to-peer motorhome sharing services tend to charge fees other than simply the rental cost you will be anticipating. For instance, there may be booking fees (often non-refundable); a security deposit (taken from your credit card prior to the hire period, then released back to you when the van is returned in an owner-approved condition); credit card fees; insurance (as always, the more you pay at the start, the less excess you’re liable for if there’s a claim); and other fees, such as cleaning, any extra kilometres travelled above expected, late fees, and cancellation fees.You bet it is. If you get the urge, there are plenty of websites on which you can post/advertise your motorhome as available to lease.“How do I rent my motorhome?” I hear you ask. Well, thankfully, it appears to be quite a smooth process – once you get through the initial phase of setting up your account, that is.All you need to do is register an account and your motorhome on any of the reputable websites, upload photos and info about your motorhome (including a description, details of onboard facilities and any restrictions you want imposed on the motorhome loan) … and then away you go.Be warned: there are numerous terms and conditions and an absolute truckload of contract-related stuff you must read through and understand before you hire your motorhome, so you know where you stand with regard to loans, payment and how damage claims or disputes are dealt with by the company or agent involved.

A campervan could be your ideal gateway to a world of outdoors fun and adventure travel. Surely, the millions of people around the world who reckon #vanlife is the ultimate way to travel can’t be wrong.

Truck people know Iveco well, but the average 4WD enthusiast might not. This Turin-based truck arm of Fiat was the result of amalgamation of several European truck makers in 1975 and has no tie-up with Fiat-Chrysler, other than product sharing of some diesel engines.The Daily range emerged in 1978 and was a heavy-duty extension of the Fiat Ducato range, but with rear-wheel drive instead of front-wheel drive and a truck-style ladder frame.As with the Ducato line-up the Daily range includes vans with different wheelbases and heights, cab/chassis, including crew cabs and single-tyred and dual-tyred rear-axle variants.Now in its fourth generation, the Daily comes as a rear-wheel drive 4x2 or a 4x4. Principal buyers of 4x2 models are pick-up and delivery fleets and the 4x4s go mostly to miners, councils, fire brigades and recreational vehicle owners. The latter usually mount motorhome or camper bodies behind short-cab or crew-cab versions.The original 4x4 van and cab/chassis version was available in the second-generation Daily, from the mid-1990s and some of these made their way to Australia.I remember testing a Daily 75PC 4x4 Britz campervan version and, while being impressed with its excellent off-road ability, I understood why Britz abandoned the marque soon after: final drive ratios more suited to pushing a mini-snow-plough blade around European ski resorts meant very high engine revs at highway speeds and most of these ‘renters’ blew up.There are still a few of them around: an ex-Britz campervan was spotted on the Pacific Highway in mid-2018 and there is still a cab/chassis working for the local council at Nukurr in Arnhem Land.Iveco rethought the Daily 4x4 for some time and came up with a new concept in 2011. The new-design Iveco Daily 4x4 range was released in 2013. In place of the first model’s independent wishbone front end was a live, rigid front axle, suspended on taper-leaf springs. Ground clearance was greatly improved, along with gearing that suited highway cruising as well as off-road crawling. However, a flexible ladder-frame chassis meant that a box-body van version was not available, so the 2013 Daily 4x4 was restricted to short-cab and crew-cab bodywork.Brilliant off road credentials and more than twice the payload of a ute ensured good business for this capable machine. Refinements were added in mid-2016 and in 2018 and a greatly expanded range was released in Europe in late 2018. Interestingly, in what will be a MY2019 model when released in Australia, Iveco has abandoned the live front axle, in favour of a return to the torsion-bars of yesteryear and the reintroduction of van bodies as well as cab/chassis.Ground clearance is less, but centre of gravity is lower and ride and handling should improve greatly. Let’s look at the Iveco Daily 4x4’s score Down Under since 2013.The Daily 4x4 version was built around a turbocharged diesel engine, six-speed main transmission and, unusually, a three-speed transfer box, front and rear live axles fitted with across-axle diff locks and an additional diff lock in the transfer case.Two turbochargers operating in series helped the engine punch out 125kW (170hp) at 3000-35000rpm, with peak torque of 400Nm in the most-used 1250-3000rpm band.The truck offered twice the payload of a 4x4 ute and better comfort and off-road ability than Japanese 4x4 light trucks, for around 80 grand at launch. The Daily also appealed to buyers who wanted ute-like wheel track width, single tyres front and rear and a semi-forward-control configuration.The Iveco Daily 4x4 came as a two- or three-seat short cab or a six- or seven-seat crew cab and all outboard seating positions had lap-sash seat belts. The standard driver’s seat in both models was an ISRI air-suspended and heated seat and the standard passenger seat was a two-place bench. However, an air suspended, heated single-passenger seat was optional. The rear bench in the crew cab seated four.Equipment levels were carry-overs from the class-leading Iveco Daily 4x2 models and included ABS/EBD vacuum/hydraulic, disc and drum braking (ABS was cancelled when the centre differential is locked for off-road driving); seat belt pre-tensioners; power windows; remote central locking; powered, heated main mirrors and manual-adjust spotters; trip computer; three DIN slots, including a CD player/radio; USB outlets; cruise control; climate-control air conditioning/heating; engine fan cut-off; engine immobiliser and headlight beam-height adjustment.Both Daily 4x4 models were built on a 3400mm wheelbase, giving excellent approach, departure and ramp-over angles of 50, 30 and 150 degrees, respectively.In the interests of car-licenced driver operation the standard gross mass rating was 4495kg, but for those with a light-truck licence the vehicle could be purchased with an increased 5200kg GVM rating, without any modification being necessary.At the lower GVM rating the single cab had a body and payload capacity of 1795kg, and 2800kg at the higher rating. The crew cab had a standard payload of 1505kg and 2510kg at the higher GVM rating. All Daily 4x4s could pull a 3500kg trailer.On road, the main transmission operated in either direct-drive (1.0:1.0) or under-drive, via a lever that selected a 1:1.24 reduction. When driving with the transfer case in high range the truck’s highway gearing dropped cruising revs at 110km/h to a shade over 2500rpm. In this mode, fuel consumption worked out around 11.5-13.5L/100km, when we tested a part-loaded 2013 model.It’s as well that the fuel consumption was good, because the standard fuel tank capacity was only 90 litres.In under-drive the transmission was set up for dirt-road and track driving, with a lower-speed gearset. For example, in under-drive the road speed at 2500rpm was only 90km/h. The under-drive-into-direct shift could be done with the vehicle moving.For serious off-road work the vehicle was operated in deep-reduction low range, but had to be stopped before the low-range lever was moved. As with high-range operation the transmission could operate in under-drive or direct in low range and the reduction ratios were 1:3.87 and 1:3.12, respectively.In low-low the overall reduction was a class leading 100:1! Typical 4WD ute low-range reduction is in the 40:1 to 70:1 region.Daily 4x4 single-cab/chassis model tipped the scales at 2.7 tonnes – about the same weight as a LandCruiser 200 Series station wagon!For 2017 the Daily 4x4 configuration was unchanged, but the new model was more civilised. The cab exterior and interior were noticeably different.The post-2017 engine variants were Euro 6 complaint, although there was no legal need in Australia for that level of emissions control. The Daily engine had a 25-litre AdBlue tank for its selective catalytic reduction (SCR) emissions control system.With series turbocharging the three-litre engine obviously could produce more than 430Nm, but the torque curve was capped to deliver peak torque across a very wide rev band – ideal for an off-road machine, where the driver doesn’t want a sudden, traction-busting wallop of torque as engine revs change.Another, mechanical, reason for limiting the peak torque is the Daily 4x4’s considerable gearing reduction. With more engine torque the driveline and axles would have to be made larger – heavier – and that’s not in the interests of keeping tare weight to minimum.Speaking of weights, the optional GVM was raised to 5500kg. SRS airbags were made available in September 2018.An obvious omission from the 2013 specification was Bluetooth connectivity, but that was remedied in the 2017 model. Another inclusion was a battery isolation switch, to ensure the starting battery couldn’t be accidentally drained.Also added was an ESP9 braking system that included automatic skid reduction (ASR); trailer recognition with trailer sway mitigation; a hill holding feature; brake-fade pressure boost and roll-over intervention.RRPs in August 2016 were $88,000 for the single-cab/chassis and $94,000 for the crew-cab/chassis – up eight grand on the previous post-2013 models.By February 2019 pricing had increased still further, up to $104,000 for the short-cab and $111,000 for the crew-cab.No matter how much testing truck makers do, there are inevitable issues that develop with first-generation products in the Australian environment. The Iveco Daily was no exception.An ongoing problem with the Daily – as it is with all highly-electronic 4x4s – is diagnosis of issues in the bush. Unfortunately, Iveco country dealers are heavy-truck oriented and not so familiar with the Daily innards.Like all common-rail diesel engines the Daily engine needs perfectly clean fuel and any contamination can cause major problems. Also, the engine is Euro 6 compliant from 2017, dictating a full kit of exhaust after-treatment devices, including AdBlue for the selective catalytic reduction (SCR) system.Several owners have had braking issues, quoting situations where the front discs became red hot while the rear drums remained cool. The culprit was invariably a poorly-set-up load proportioning valve on the rear axle. That was eliminated from the 2017 model by the fitment of an ESP9 braking system. Another common complaint from owners of Dailys that travelled on corrugated roads was mangled transfer case mounting bushes. Iveco reckons the latest-generation bushes have solved that problem and they can be retro-fitted to post-2013 models.Although the Daily 4x4’s overall ground clearance was class-leading the front axle/steering design puts the anti-sway bar and the tie rod in front of the axle, behind a protective grate that intrudes into the approach angle and invariably bangs into rock shelves. It’s a shame the anti-sway bar couldn’t have been designed as a higher installation, with rod connections down to the spring plates. The tie rod, ideally, should be behind the axle housing.We’ve driven 2013 and 2017 Daily 4x4 single- and crew-cab evaluation trucks with varying loads on and off road. We’ve also driven several Dailys that have been fitted with motorhome bodies, including some Earthcruiser variants with GVM increased to six tonnes.All these machines had a definite presence, because the slightly modified Daily 4x2 cab sat up high on a purpose-built, box-section frame. Doing pre-trip checks under snub-nosed bonnet meant standing on the new three-piece bumper!Fortunately, getting in and out of the skyscraper cab was easy, thanks to an additional step bolted under each doorsill. The crew cab got rear-door entry steps as well.Seat adjustment for reach, rake and driver’s weight was easy and the 2017 seats were lower than the previous perches. Also, the new steering column and smaller wheel were better positioned. The 2017 cab had a taller windscreen, improving off-road, steep-country vision and pedal disposition was more central than previously, although the pedals were a tad close together for fat-boot work.The main transmission lever poked conveniently out of the dashboard and the two transfer case levers were close by the seat, allowing unfettered walk-through to the near-side door, or to the rear seat in crew-cabs.All Daily 4x4 vehicles drove well on sealed roads and had no trouble keeping up with traffic. Ride quality was firm, but better than that in Japanese forward-control light trucks and fat sway bars front and rear did a good job of limiting body roll in corners.On the open road the Daily was happy to cruise all day at legal speeds and noise was minimal.Vision was excellent in all directions; the wiper/washers worked a treat and the standard headlights were OK for town work. However, the 2017 cab had changed headlight positions that suggest worse lighting, so driving lights should be high on the shopping list.On dirt the Daily was in its element and the under-drive gear set was perfect for these conditions. The vehicle took corrugations in its stride.In off-road conditions the 2017 Daily 4x4 maintained the marque’s stature as one of the world’s most capable machines. Despite the Daily’s height the wheel track wasn’t much different from that of smaller 4x4 machines, so it fitted comfortably on bush tracks.Most off-road challenges were done in first-stage low range and the deep-reduction gearing was needed only for the steepest sections.The diff-locking procedure was logical and easily performed: Button One on the dashboard locked the centre differential and Button Two locked the rear diff. The Daily handled most obstacles without the front diff needing to be locked, but when it was engaged a beeper reminded the driver that steering was heavily compromised. Diff lock engagement and disengagement was quick.The diff locks operated faultlessly and disengaged automatically as road speed increased.The 2017 hill-hold function was a boon in steep country, allowing easy restarts without stress on the driver or machine.The standard tyres – a mixture of 9.5R17.5 and 255/100R16 - were fine in hard-surface conditions, but for sand work fatter rubber was available in the form of approved after-market 37x12.50R17 LTs on steel-spoked wheels.We inspected several motorhome conversions on the Daily 4x4 platform and test drove two Earthcruisers, based on post-2013 and post-2017 models. In comparison with its Japanese light truck counterparts the Daily 4x4 has better ergonomics, better access, better on and off-road ride, handling and performance, as well as offering bodybuilders the option of a walk-through cab to body corridor. This latter feature isn’t possible with Japanese vehicles that have the engine located between the driver and passenger seats. The Iveco also has the option of a two-seat passenger bench, making the short-cab a three-seater.The Iveco-based Earthcruiser models had a fibreglass pop-top body, with inbuilt shower/toilet. Standard layout had an aft-set, transverse double bed, a dinette and an electric cooktop.In 2013 we checked out the first Earthcruiser Iveco prototype, based on a long wheelbase crew-cab chassis. The shower/toilet module was located in the doorway, forming a 'wet-entry' into the living space. This was a practical change that meant wet boots and rain gear could be left in this draining area, rather than trudging mud into the cabin.There have been many detail changes to Iveco Earthcruisers since 2014, but the proved layout continues.In 2017 Iveco introduced its Euro 6 compliant model, with revisions to the cab ergonomics and seating. This dictated some interior changes to the Earthcruiser models, but essentailly the current model has similar on and off road manners to the post-2013 range.Pricing for a 2017 Earthcruiser model started around $280,000.In late 2018 Iveco released new Iveco Daily 4x4 models at the IAA Show in Hanover. They’re due for release Down Under in the fourth quarter of 2019.The current Daily 4x4 is a military-style, high-mobility vehicle with live axles front and rear, high ground clearance and three-speed transfer case. That’s fine for those who need to conquer extreme terrain, but the configuration has some limitations for those who want a less ambitious vehicle.Put a motorhome body on this truck and it develops a high centre of gravity that’s not desirable in side-slope conditions. The 2019 variants are built around a dual-wishbone, independent front suspension and a chassis that’s much closer to the ground. In place of the three-speed transfer case with an ultra-low-speed bottom ratio is a more conventional two-speed transfer.Standard is a six-speed manual and there’s an eight-speed Hi-Matic automated manual transmission option.Billed as the most comprehensive line-up in its class the 2019 Daily 4x4 range includes cab/chassis, van, chassis/cowl and crew-cab versions, with a choice of single wheels all around or duals at the rear.Also, there are GVMs up to 7.0 tonnes, with 4.3-tonnes payload, maximum load of 2700kg on the front axle and 5000kg on the rear axle.All variants are powered by the current 180hp, three-litre engine and come with four-wheel disc brakes with ABS and Electronic Stability Program (ESP). Traction gear includes centre, front and rear differential locks.The Daily 4x4 vans are 5.5- and 7.0-tonnes GVM models, with a choice of manual or auto boxes. Cargo volumes are 9.0 to 18 cubic metres for the single wheel off-road models and from 16 to 18 cubic metres for the dual-rear-wheel, all-road models.We’re looking forward to providing more details of the 2019 Daily 4x4 range and an on- and off- road test.

The motorhome is one of the biggest and most versatile home-away-from-home adventure-travel options there is.Well-known RV company Avida has recently launched its new motorhome range, the Avida Busselton, a self-contained motorhome with a kitchen, two beds, a bathroom (with shower and a toilet), and more.How does it perform on a trip away? Well, we took one to a beachside campsite find out.

Grey nomads are a very clever mob. And you’d certainly hope that’s the case because grey nomads – defined as “Australians over 55 years old who travel for an extended time — from weeks to months — and cover more than 300 kilometres in a day across semi-arid and coastal Australia”* – are, by their very nature, experienced at life and its many challenges and, hopefully, they are wiser versions of the rest of us. (* That’s according to abc.net.au, and who am I to argue with them?)Grey nomads seek comfort and functionality in their vehicles and their moveable accommodation (camper-trailer/caravan etc), but, perhaps even more than the rest of us, they like getting absolute value for money from those things, and during their travels.They’re not shy of spending top dollar on their camper-trailer/caravan at purchase time, but they’ll want it to be as close to perfect for them and their lifestyle as is possible from the get-go.Any flaws or niggles – perceived or otherwise – will be discovered and addressed as needed while grey nomads are on the move.We’ve already tackled the best grey nomad vehicles, but what vehicle-based accommodation options do grey nomads favour? They’re out there towing and camping and frequenting caravan parks, so let’s check out what we reckon are the top three. A camper-trailer provides a gateway of sorts for anyone, not just grey nomads, into the world of vehicle-based adventure travel. In its most basic form a camper-trailer is simply a trailer with a built-in tent and storage space.As you’d imagine, there are many different types of camper-trailers across many price-points, stretching from basic no-frills but very popular sub-$10,000 new models (such as Australian-made campers from Brisbane-based Walkabout Campers), to top-quality new $30,000 campers (such as Aussie-made Cub Campers’ products), through to fully kitted-out new campers that each seem to pack everything you’d ever need into one $50,000 (and up) package (such as something from Aussie company Patriot Campers). Camper-trailers are available in many different formats, including soft-floor, hard-floor, rear-fold camper, forward-fold and pop-top. (The names are kind of self-explanatory, but for more specific explanations read our Advice yarns and camper reviews in the Adventure section of carsguide-com.au.) They may have ample storage, a slide-out stove, a sink and much more. Different layouts and design mean there are different set-up and stow-away processes for campers. A soft-floor camper has a bit more all-round flexibility for the user, in terms of available storage space, but there are always ways around any problem – again, perceived or otherwise.As with anything, design, materials, ease of use, build quality and engineering vary, depending on pricing and on the manufacturer. Do your research and remember: just because something is cheap as chips doesn’t mean it’s good value, or that it is better suited to your travels, your plans and your lifestyle.Also, if you plan to take your camper off-road make sure, before you buy it, that it’s actually built for such a purpose – with a robust structure, and good off-road tyres and suspension as standard – rather than simply believing some over-exaggerated sale hype. (Sometimes “off-road” in camper-trailer and caravan parlance means “a well-maintained gravel track in dry weather”.)Keep in mind too that the weight of a camper-trailer can range from less than 500kg, through to 1500kg, depending on how much gear it has as standard, how many add-ons you get for it, and how robust its chassis is.New and used camper-trailers for sale can be found on-line and in the real world, But, be warned, at time of writing, demand far outweighed supply because of everyone’s eagerness to get out and about and buy up most of the exisiting camper-trailer stock, after being locked down due to covid restrictions. And remember to read the warranty and the fine print. Caravans have come a long, long way since your family towed an old Viscount or Millard to and from your mob’s favourite caravan park. Compared to those basic-as-can-be caravans, contemporary examples are more like space shuttles. At the very least, a modern-day caravan has a comfy double bed, a kitchen, a lounge area, a shower and a toilet. Bigger caravans have more amenities onboard, but a bigger caravan also means that there’ll be more towing-related stress on your vehicle.In broad terms, caravans are either of the normal caravan variety (exactly what you imagine it to be), or a pop-top-style caravan which, as the name implies, has a top (or roof) that you raise, or pop up, when you’re at camp to give you more room inside, and is then lowered, closed and secured when it’s time to tow it. If you intend to go off-road in your caravan, follow the same process as you would for a camper-trailer: check that it’s a purpose-built off-roader with a tough chassis, as well as decent off-road tyres and suspension as standard.The bonus of a caravan is that you have pretty much everything you need right there in the ’van – it’s an all-in-one travelling entity – so all you need to do is find a campsite with a great view and pull up for a night – or more.Negatives include the sizeable initial outlay if you spend big and the fact a caravan adds another layer of complexity – and potential strife – to your travels.Also, worth noting is the fact a caravan can range in weight from 1500kg to 3000kg or so.Caravan prices range from $15,000 for a (very) used caravan through to more than $100,000 for a brand-new behemoth with the works. Some might regard the campervan or motorhome as the perfect mobile-accommodation solution for those who want to go camping and adventuring but they don’t want to tow anything, or they don’t want to have to set up anything when they arrive at their campsite of choice for the night. At the end of a long day’s driving sometimes the easy way (no setting up) is the best way.A campervan or motorhome is just that: vehicle-based accommodation built into the vehicle itself. In basic terms, an example – perhaps a classic VW Kombi, or a modified Volkswagen Transporter or Toyota Hiace – will have a bed, minor storage spaces, a simple kitchen, onboard power and more incorporated into the vehicle’s interior. Awnings and more can make the van more versatile, in terms of campsite set-up.Bigger versions of these – such as a ready-made Jayco Campervan or a modified Mercedes-Benz Sprinter, a robust Iveco Daily 4x4 or even the more-than US$250,000 Mitsubishi Fuso-based EarthCruiser EXP 2020 overland vehicle (Google it) – will have those features mentioned above, but will also add, at the very least, a toilet and shower, more kitchen features, aircon, more extensive plumbing, water tanks (plus grey water), and much more. They more closely resemble a house on wheels, than a vehicle.Price: For a small campervan, expect to pay $12,500 for a 1999 Hiace camper van that has almost 250,000km on the odo, and anywhere up to $150,000 for a brand-new highly-modified campervan.Expect to pay anywhere from $50,000 for a 2007 VW Crafter (with a 170,000km on the odo), and, for a much larger, heftier and comprehensively-equipped motorhome-style set-up, prepare to pay more than $130,000 for a new motorhome.Sydney company Trakka, which, it states, has been “designing, manufacturing and selling luxury campervans and motorhomes in Sydney since 1973”, is well-known and -regarded in the Australian market for producing top-quality examples of these types of vehicles. For an idea of Trakka pricing, its six-metre-long adventure-ready Akuna A2M, which has permanent standing height, full bathroom module (with electric stow-away sliding toilet to provide extra showering space) and more defined separate sleeping/cooking/living areas costs from $150,000 drive-away.For more details and hints and tips on what vehicle and vehicle-based accommodation might be best for you, read our advice yarns here in the Adventure section of carsguide.com.au, as well as our comprehensive reviews.

We are looking at buying a second hand van to convert into a low profile camper. We have looked at Hyundai iLoad's/iMax's in particular. Aiming to get a diesel engine. I have heard there can be issues with the turbo failing in some of these models. Is this true? if so we are looking at vans with 150 000km or less. Are there any red flags or recommendations to look out for when shopping around for these vans? Our budget is approx. $15 000.

Thinking of making the jump from a camper trailer to a fully self-contained solution? The Trakka Akuna A2M might be the perfect option.

I have a 3.0-litre Fiat motorhome and my question is whether I must have it serviced at a Fiat dealer. I got the first service done at a Fiat dealer in Newcastle and it cost me $550 as they changed the oil filter and oil. I had only done 10,000km. My next service is 48,000km or two years and, as I'll have done only about 20,000km, I will get it done at two years. I don't do many trips a year as I am paying it off and I have to work. The Fiat dealer told me my next one will cost $900 as they change the fuel filter and do more checks on it, and he also said if I don't get a Fiat dealer to do it then it won't be covered by warranty if something happens. I‘ve been told that if I use Fiat filters and spare parts and engaged a licensed mechanic then my warranty is still covered.