The other day, while getting groceries, I saw a well-loved first-generation Toyota Tacoma with a camper shell. Walking past it, I realized that even though I hadn鈥檛 seen the owner, I had them pegged. This was the type of Tacoma that a young person would drive all across the American West. I was confident there was a homemade wooden sleeping platform and a pair of well-used hiking boots somewhere in the back.

This was all conjecture, of course, but it got me thinking about how each Tacoma, more than any other kind of car, develops a certain look and feel that often says something about their owner鈥檚 ethos, interests, politics, and lifestyle. I should know: I鈥檝e owned two Tacomas over the past decade and both trucks definitely reflected who I was, or at least who I wanted to be.

You may think your Tacoma is just how you get around, but I believe every one reveals something about the owner. I put together a random collection of Tacomas and made up descriptions of who would drive each truck. Read on to see if you find yourself in one of these stereotypes.

The Stock Classic

Even though it鈥檚 bone stock, this truck has seen more dirt miles than any overland truck out there. It鈥檚 creeping past 200,000 miles but doesn鈥檛 eat any oil and still cruises on the freeway. It鈥檚 had three owners, and the current one (which could be a man or woman) works for some kind of crunchy nonprofit that allows them to spend a lot of time outside. They had always wanted to go to NOLS, but never had the time or the money and instead got their WFR and did a three-day avalanche training course five years ago. They鈥檙e not a mountain biker because it’s too much gear, but love to in the summer (they particularly love trail running hats) and backcountry ski in the winter. There鈥檚 a sage bundle somewhere on the dash that鈥檚 never been burned, and they鈥檝e been guilty of stringing up Tibetan prayer flags at their rental house.

The Techie鈥檚 Toy

This type of Tacoma owner lives somewhere in Southern California and works in tech. They鈥檙e not at Google, but instead have an engineering position at a smaller company that contracts for the larger ones (a fact that irks him and hurts his ego a bit). The owner is a slightly overweight man, who is married but doesn鈥檛 have kids so he doesn鈥檛 feel guilty about spending thousands on his truck (there are, however, occasional fights about money with his wife). It鈥檚 his daily driver, and he secretly loves the way it stands out while stuck in freeway traffic on the 5. He鈥檚 also part of an informal Tacoma club that goes for trail rides on the weekends. In that group, he鈥檚 known as a timid driver, but is still welcomed because he鈥檚 generous and often buys dinner for the gang at a local brewery post-ride. His garage is immaculate, and he鈥檚 done some of his own modification work, but sends the truck off to the local overland shop when things get complicated.

The Lifetime Love Affair

This truck has only had one owner and they bought it new back in 1985. The owner, now 72 years old, is happily retired after a 30-year career as an accounting professor at the local community college. At least twice a week, someone leaves a note on their windshield offering to buy the truck, but they鈥檒l never sell because it only has 105,000 miles and they still love driving stick shift to get groceries (even if they now have trouble finding the gears at times). That, and the truck is full of memories. They loved the summers when they and their lifetime partner (loyalty runs deep) used it to tow a little camper out to various national parks for early-morning hikes and late-night hankypanky. They also love to talk about that one time the truck safely got them up a high-alpine Colorado four-wheel-drive road that scared the shit of them and was probably more than they should have chewed off.

The Redneck鈥檚 Rowdy Ride

This Tacoma鈥檚 owner has a Ford F-250 for their daily driver because they need more power for towing and hauling, and because they鈥檝e modified this Tacoma so much that it sucks to drive on the freeway. But when the owner, who鈥檚 very much single at the moment, is not at work, they spend hundreds of hours tinkering with this truck and love driving it at stupidly high speeds on dirt roads, rock crawling at their local spot, and standing in the bed to drink beer, listen to Kid Rock at high volume and shoot AR15s with their buddies out in the middle of the desert. The owner did all the modifications and even custom-fabricated the front bumper based on their own design. Politically, they鈥檙e on the exact opposite end of the spectrum from the first-gen owner above, but they both appreciate Toyota engine reliability in just the same way.

The Low-Key 国产吃瓜黑料鈥檚 Rig

You can tell this owner is completely unpretentious because there are zero modifications on the truck other than a simple gear rack. The on the rack also shouts 鈥渄own to earth鈥� because canoeing is such an easy-going outdoor activity (unlike jet skiing, or rock climbing) and one that鈥檚 easily shared with spouse or friends (even if he has to go solo much of the time). There were kids in the picture, but they are off to college so there鈥檚 no need for a quad-cab setup. That makes him feel a bit old, but he reinforces his youth and vigor every time he lifts the canoe off the rack and carries it on his shoulders past the trucks with trailers waiting their turn at the state park boat landing. When the canoe isn鈥檛 on the truck, there鈥檚 usually a steel-frame Jamis hard-tail in the back. The owner likes that the truck is four-wheel drive because they live down a dirt road and have to battle mud and snow. They鈥檝e never upgraded to all-terrain tires, however, because he prides himself on how well he knows their road and has never been stuck鈥攅xcept that one time when he over-estimated his skills, slid off a washout, and they had to call a neighbor to pull them out with a tractor.

The Midlife Image Change

After decades of driving boring-ass Camrys, this is a splurge by a 55-year-old man who鈥檚 wanted a truck since he was eight years old. He鈥檚 spent years obsessively researching and finding the exact truck he wants. His wife has long encouraged him to shut up and just spend the money, but he鈥檚 resisted because he prides himself on his frugality. He鈥檚 going with a Tacoma because he knows they鈥檙e legendary for being reliable and that makes him feel better about spending more cash than he ever has on a car. It鈥檚 not new, but has low miles and never been in an accident. He would never put bigger tires on (which would lower the fuel economy) and doesn鈥檛 want a camper shell because he wants to use it as a truck to haul landscaping supplies, lumber, and other materials for DIY home improvement projects. He鈥檚 meticulous about maintenance鈥攃hanging the oil every 3,000 miles even though the dealership said 8-10,000 is now the norm鈥攌eeps the interior spotless (he has a monthly membership to the do-it-yourself car wash), and isn鈥檛 bothered by the fact that the truck has no get-up-and-go because he drives defensively on city streets and never goes above 70 on the freeway.

The Handyman鈥檚 Toolbox

We all love when this Tacoma shows up in front of our house because it means the local handyman has arrived. He鈥檚 missing a few teeth, smells like cigarettes, is kind of hard to get a hold of because he鈥檚 not a proficient smartphone user, but does amazing work, can fix anything, and always undercharges, especially if you pay him cash. The back of his truck is full of tools that are organized in his own special way, and there are definitely some fast-food wrappers scattered around the cab. There鈥檚 a Steely Dan CD stuck in the stereo that still works and he drives around without a spare because he blew a tire and never got around to replacing it. He intentionally bought a rear wheel drive version of the truck: It gets much better gas mileage and the only dirt he drives on is in the alleys behind houses he鈥檚 working on.

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Most of the vehicles displayed in the booths at Overland Expo West are showpieces. They鈥檝e been built to catch your eye and highlight the newest gear. There鈥檚 nothing wrong with these adventure rigs鈥攖hey鈥檙e works of art that any overlander would be excited to drive. But, because they sit at the very top of the overland gear pyramid, they don鈥檛 exactly represent the reality of everyday overlanding.

Consequently, our team always spends a day out in the nearby campgrounds. It鈥檚 out there, under the trees and in the dirt, where you find trucks, vans, and other creations that represent the best of DIY culture and showcase the kind of rigs that people actually use on global adventures. Here are our favorite DIY overlanding rigs from this year.

Also check out: The Best Trailers, Campers, and Van Conversions of 2025 and The Best Tents for Car Camping

The post The 7 Best DIY 国产吃瓜黑料 Rigs from Overland Expo West 2025 appeared first on 国产吃瓜黑料 Online.

I remember the first time I saw someone sleeping in their vehicle for fun. It was 1999. I was in Vail, and I hit a parking lot apr猫s party with a dude who was sleeping in his Ford Ranger pickup. He had built a plywood sleeping platform with all of his ski gear stored beneath, allowing him to camp out in his truck, save money on pricey ski resort lodging, and snag first chair in the morning.

He sold me on the idea of camping out in your car, and I鈥檝e spent the last twenty-plus years trying to perfect my own system. I鈥檝e built elaborate platforms for my Toyota 4Runner with built-in gear storage, and purchased the pre-fab Decked system for the back of my Ford F150. Both are good permanent solutions for people who overland or camp on the regular, but what about the weekend warrior who only plans to sleep in their daily driver on weekends? Enter the , which might be the perfect solution for the majority of car campers who are looking to sleep in the back of their vehicle without going full van life.

Hele Box Solo Car Camping Platform

Dimensions: 6鈥� x 24鈥�
Weight: 25 lbs

Pros and Cons
鈯� Easy setup
鈯� Customizable to your vehicle
鈯� Portable
鈯� Doubles as a table
鈯� Expensive
鈯� Heavy and awkward to carry in its case

Setting Up the Hele Box

The Hele Box is a portable sleeping platform that can be broken down and stored in an included storage case when not in use, and it鈥檚 fast and easy to deploy when it鈥檚 time to camp on weekends. Fold the back seats of your vehicle down, set up the Hele Box, and you essentially double the space in your vehicle, giving you a bedroom 鈥渦pstairs鈥� and a garage 鈥渄ownstairs.鈥�

Set up takes less than five minutes, and is just a matter of sliding poles together, clicking the legs into place, and laying out the wooden slats. It鈥檚 24 inches wide and 72 inches long, which is big enough to accommodate me (I鈥檓 6鈥�3鈥�), but small enough to fit in the back of most regular-sized SUVs with the back seats folded down. Hele Outdoors has to let you know if the Hele Box platform will fit into your specific vehicle, but if you own a Subaru Outback or Toyota 4Runner (likely 75-percent of you reading this review), rest assured that it will fit.

There鈥檚 even a way to shorten the platform鈥檚 length from 72 inches to 66 inches if you have a smaller vehicle. The Hele Box fit perfectly in the back of our 2015 Nissan Pathfinder, commonly referred to as the 鈥渕om jeans of SUVs,鈥� giving me plenty of room to sleep and store gear beneath and around the platform.

Adjustable Legs to Fit a Variety of Cars and SUVs

My favorite design feature of the Hele Box is the听 independently adjustable legs, which allow you to fine tune the amount of head room you need above the platform as well as the amount of storage space below. I have some bulky gear boxes, and I found a sweet spot that gave me enough headroom while allowing me to slide my camp kitchen and other items below the Hele Box. Also, some cars have backseats that don鈥檛 fold flat, but Hele Box鈥檚 legs, which adjust in half-inch increments from 8.75 inches to 14 inches, allow you to ground the platform around any uneven surfaces while keeping the sleeping surface flat I spent a lot of time and energy trying to figure out how to design my DIY sleeping platform around my 4Runner鈥檚 back seats, which did not fold completely flat. If I had the Hele Box, it would have just been a matter of adjusting two legs.

Hele Box Add-Ons

The sleeping platform itself consists of hardwood slats, so you just throw your sleeping pad on top. Any sleeping pad that matches the Hele Box鈥檚 dimensions will work,, but if you don鈥檛 love your current pad, I can recommend Hele Outdoors鈥� pad. It鈥檚 three inches thick, made from a super plush and comfortable combo of foam and air, and has a soft topper and no-slip bottom so it stays put on the slats.

At the risk of sounding like an infomercial鈥攂ut wait, there鈥檚 more!鈥攁dd a set of tall legs to your Hele Box kit, and the platform doubles as a large table that can听 stand alone or extend from your tailgate. Either way, the six foot long table will give you plenty of room for cooking and feeding the whole family. The ($520) comes with multiple sized legs, an extra storage box, and the plush sleeping pad.

From what I can tell, nothing was overlooked in the design. The materials are solid (aerospace-grade aluminum and hardwood slats) and built to last. Each leg has a double locking system with clicking pegs and a twisting brace that further secures the connection so there鈥檚 no wobble, even if you toss and turn in the middle of the night. Even the storage case that holds the system when it鈥檚 not in use doubles as gear storage with built-in dividers. I also appreciate the ability to shorten the platform to 66 inches, because that means truck owners with 5鈥�6鈥� truck beds (like me) can still use the platform in their tiny truck beds.

It鈥檚 a small detail, but I also like how all of the components actually fit well into the storage case when you鈥檙e ready to pack it up at the end of the weekend. There鈥檚 nothing more frustrating than taking a tent out of its original packaging and not being able to fit it back into the bag.

Is the Hele Box Better Than Other Sleeping Platforms?

The Hele Box Solo weighs 25 pounds (with a weight capacity of 250 pounds), which feels heavy when you鈥檙e carrying it around in its case, but it鈥檚 a fraction of the weight of many other sleep/storage systems, like the Decked in the back of my truck, or the system I built for my 4Runner.听 I think the drawers and sleeping platform I built weighed three times as much, which meant I never took them out of the back of my 4Runner. But the Hele Box is light enough to truly be portable and removable. There is a new wave of similar portable car camping sleep systems hitting the market right now, and the Hele Box seems to be on par with the average weight and is a little less expensive than most.

One thing you should consider before buying: The Hele Box isn鈥檛 like a traditional cot, most of which are made from canvas and have at least a little bit of sag built into their design so your body is cradled in one position while you sleep. The Hele Box is a solid platform, which allows for storage beneath you while you sleep, but also means it doesn鈥檛 have any gives. This is important if you鈥檙e an active sleeper. If you鈥檙e tossing and turning all night, you might just roll right off of the platform. If you need more room to wander, or you don鈥檛 camp solo, check out the double size Hele Box.

More Gear Reviews

The Best Tents for Camping in Comfort and Style
The Best Car Camping Gear to Add Organization to Your Trips
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The post You Don’t Have to Build Your Own Sleeping Platform to Camp In your Car appeared first on 国产吃瓜黑料 Online.

I love gawking at cool 4x4s and campers, and I also love a good deal. I have a buddy who suffers from the same affliction, and we have a text thread going back several years that鈥檚 filled mainly with Craigslist links to cool vehicles we鈥檝e found online. This affinity for adventure rig classifieds is how I ended up with a 2006 Power Wagon a few years ago and how he scored a killer deal on an even rarer truck and camper. Mostly, though, surfing the web for adventure mobiles is just a fun way to pass the time when we鈥檙e bored.

So, in an attempt to do something useful with this goofy habit and put all that time spent scrolling to good work, I鈥檓 going to start highlighting some of the coolest rigs and best deals I鈥檝e found recently in an installment I鈥檓 calling 鈥淐raigslist Finds.鈥�

Keep in mind that these things sell like hotcakes, so these exact listings may no longer be available by the time you鈥檙e reading this. The hope here is to provide some insight on what to look for and how to find a good deal on a rig.

Don’t miss: The Best Trailers, Campers, and Van Conversions of 2025

There are all sorts of amazing rigs sold around the world that we never got in the United States, like the Mitsubishi Delica, 70-Series Landcruiser, and a whole host of JDM, or Japanese Domestic Market, campers sold only in Japan. Case in point, this 1998 Toyota Camroad 4WD.

The Camroad was based on a Toyota Toyoace truck chassis and sold by different Japanese manufacturers in the 鈥�90s. This one, a Champ model, has a fiberglass camper affixed to the back of it and is about 16-feet-long and 6.5-feet-wide鈥攆or perspective, that鈥檚 shorter than many full-sized trucks and Sprinter vans on the market today. Japanese campers are renowned for their efficient use of space and excellent build quality, and this one certainly looks like it lives up to that.

It has a pass-through cab, meaning you can access the camper portion of the vehicle without needing to go outside, and looks like it sleeps at least four (two above the cab and two on a convertible dinette). The seller鈥檚 description isn鈥檛 the most detailed, but from the looks of things, it鈥檚 very well-equipped with a shower and cassette toilet inside, a 20-gallon water tank, a microwave, and more.

Like all JDM vehicles, this one is right-hand drive, which may take a bit of getting used to but is legal to drive in the U.S. This rig has an automatic transmission, which makes things a bit easier, and is powered by Toyota鈥檚 legendary 3-liter diesel engine. It even has push-button four-wheel-drive.

Because it鈥檚 nearly 30 years old and was never sold in the U.S., it鈥檒l take the right kind of buyer to fully appreciate and enjoy this rig. But, if you鈥檙e into well-made, quirky adventure vehicles with four-wheel-drive capability and Toyota reliability, this could be a really cool choice.

A Sportsmobile has always been an absolute dream rig in my mind. If you鈥檙e not familiar, the company has been making some of the most . The ones I鈥檝e always been most taken with are those built on the Ford E-Series platform鈥攖hey鈥檙e the old-school, boxy Ford van that was the predecessor to the modern-day Transit. Its truck-like, body-on-frame construction made it more suitable for off-road travel and all the modifications and accessories that go along with that, like suspension lifts, larger tires, steel bumpers, and winches.

These vans were never sold with four-wheel-drive from the factory, but a few companies, including Sportsmobile, , , and , converted them to four wheel drive, turning them into true adventure rigs. Sportsmobile is perhaps best known for their pop-top conversions, which allow for a ton of standing room and extra sleeping space when parked, but retain all the benefits of a low roof van on the highway.

While cool, Sportsmobiles don鈥檛 come cheap鈥擣ord stopped selling E-Series cargo vans in 2014, so even and hold their value. You can sort of still buy from Field Van (formerly Sportsmobile West), who has created their own custom fiberglass body that fits on an E-Series cutaway chassis, but it鈥檒l cost you north of $200K.

All that to say, this particular Sportsmobile is actually a pretty good deal. It鈥檚 a 2013 (so one of the last years of the E-350) with a Quigley 4WD conversion, and it has the sought-after 6.8L, V-10 engine with only 40K original miles. Lots of folks think the diesel engines are the way to go in these vans, but the V-10 is nearly as powerful and costs significantly less to maintain鈥攜ou鈥檒l just be buying a lot of gas because the engine is not known for being efficient.

The seller says the van鈥檚 interior was updated in 2018 by Field Van (formerly Sportsmobile West) and now has a quartz countertop with an induction cooktop. There鈥檚 also 200 watts of solar panels on the roof and four AGM batteries. Should those run out, it also comes with a Yamaha generator.

It鈥檚 loaded with extras like an onboard air compressor, front and rear, heavy-duty bumpers, an outdoor shower, and one of the cleanest interiors I鈥檝e seen in a long time. I鈥檓 a big fan of the floorplan on this one, too, which gives you more seating in the back and space to walk though to the back of the van. All in all, it鈥檚 about as drool-worthy as it gets.

This one is the most turnkey of the three vehicles, and a killer option for anyone looking for a true go-anywhere, haul-anything adventure rig. The Ford F-250 is a very popular truck for hauling a camper and doing serious work, and this particular one has two of the best options available for the model: the . The 7.3L V-8 puts out 430 horsepower and 475-pound-feet of torque and is a great alternative to a diesel engine, both for the lower maintenance costs associated with it and because regular unleaded is easier to find while traveling internationally. It鈥檚 also designed to be an exceptionally long-lived engine, so 76,000 miles shouldn鈥檛 scare anyone off.

The means the truck gets a slight lift, a locking rear differential, Ford鈥檚 Trail Control drive mode selector, a special rock crawling mode, and 35-inch tires. The seller also installed an onboard air compressor for quickly airing up those big tires.

The model鈥檚 max payload is 4,210 pounds, which means it likely doesn鈥檛 even know that camper is in the bed. As for the camper, this Four Wheel Campers Hawk looks to be a fully loaded, front-dinette model. It sleeps four, and the seller says it has every option available, including an 85L Isotherm fridge, a Thetford cassette toilet, inside and outside showers, 230 watts of solar on top, and Victron charging components, among other things.

If I were looking for a slightly used three-quarter-ton truck and slide-in camper combo, this rig has just about everything I鈥檇 be looking for. You鈥檙e getting a lot of value here, too, considering a new F-250 Tremor and a new, would be north of $40K.

More Gear Reviews

Our 4 Favorite Tents for Car Campers Who Like to Go Big
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The Best Duffels, Packs, and Roller Bags for 国产吃瓜黑料 Travel

The post Craigslist Finds: Our Favorite 国产吃瓜黑料 Rig Classifieds this Month appeared first on 国产吃瓜黑料 Online.

There was a time when you had to choose between comfort and off-roading chops when it came to pulling your adventure home along with you. You could spend a week in a luxury trailer as far as the pavement would take you, or sleep off-kilter in a Jeep pop-up camper deep in the wild. Now, whether you chase your motor-powered thrills at a gravel campground or 500 miles from the nearest interstate, your options are better than ever.

Our favorite slide-in, pop-up, and tow-behind equipment of the year keeps your storage space usable, maximizes sprawl鈥攜es, there’s a short-bed camper that fits a king-sized mattress鈥攁nd promises as much off-road prowess as you can dream of.

Updated April, 2025: We added a new pick鈥攖he Wayfarer Vans Walt Conversion鈥攖o this list, and updated other pricing and product info throughout.听

At a Glance

• Best Van Conversion:
• Best Minimalist Camper:
• Best Off-Road Trailer:
• Best Luxury Rig:
• How to Choose a Trailer or Camper
• How We Test
• Meet Our Lead Testers

Best Van Conversion

Wayfarer Vans Walt Conversion

Type: Van Conversion
Material: Laminated composite wall and ceiling panel; Havelock wool insulation; 9-ply solid-core baltic birch plywood

Pros and Cons
鈯� Simple, high-quality build
鈯� Modular layouts
鈯� Will convert used vans
鈯� 2-3 day install time
鈯� Conversions only available for Ram Promaster and Ford Transit
鈯� No custom work

Watch: Inside Look at the Wayfarer Walt Van Conversion

Van conversion companies are a dime a dozen these days. The vast majority offer expensive, fully custom buildouts loaded with complicated electrical and plumbing systems that can easily cost six figures鈥攕ometimes even without factoring in the price of the van itself鈥攁nd take weeks, if not months, to build.

That鈥檚 not the case with Colorado Springs-based Wayfarer Vans: their largest conversion, built on a 159鈥� High Roof Ram Promaster cargo van platform, starts at $25K. While that price can climb to around $55K if you add every optional accessory possible, like a 12V air conditioner, bug screens, 400 watts of solar, and a Propex Heater, it鈥檚 still an incredible value in today鈥檚 campervan marketplace. Wayfarer also completes the installation in just 2-3 days.

The value is what originally caught our attention, but what stood out during a multi-week test last summer was the quality and functionality. There鈥檚 tons of storage space for gear throughout, and the Baltic Birch cabinets and furniture felt solid and didn’t rattle loose鈥攅ven after we drove on miles of washboard roads in Montana. A simple hand pump and removable, five-gallon fresh and grey water containers meant we didn’t worry about built-in tanks leaking or accidentally leaving the water pump on while out fishing for the day.

An over-bed shelf with bungees kept things like extra layers and blankets out of the way without adding the additional weight of more cabinets. The built-in, insulated partition that separates the cab and living area made for a great privacy screen while changing at trailheads, and quickly rolled up and out of the way during travel.

We also loved the modular interior: all the furniture simply bolts into cargo track on the floor, which meant we could move things around to accommodate multiple bikes and other bulky items. Most other vans with modular interiors we鈥檝e tested feel more like camping in a mobile erector set, whereas the Walt felt like a cozy, minimalist cabin with the added benefit of modularity. It鈥檚 the perfect blend of #vanlife and practical work van functionality.

Despite the reasonable price point, the brand still uses proven, premium materials throughout, like Havelock Wool insulation, 9-ply solid-core Baltic Birch plywood, and laminated composite wall and ceiling panels. Translation? They鈥檙e built for the long haul, and you鈥檇 be hard-pressed to find a better-built, more adaptable, and well-thought-out campervan for the money.

Best Minimalist Camper

Tune Outdoor Tune M1

Type: Canopy-style popup truck camper
Weight: From 387 lbs (short-bed Tacoma)
Material: Aluminum/Composite

Pros and Cons
鈯� Incredible space-to-weight ratio
鈯� Sleek
鈯� Retains bed utility
鈯� Heavier than some wedge campers
鈯� Expensive

Watch: Tour of the Tune M1 Truck Camper

True innovation has been tough to come by in the lightweight, shell-style truck camper market lately, but that changed when Denver-based Tune Outdoors launched its Tune M1 in 2023.

Instead of releasing just another wedge camper or traditional slide-in, Tune combined some of the best existing features on the market, like building with aluminum extrusions and honeycomb composite panels, and added its own twist: The Tune M1 rests on a truck鈥檚 bed rails, but the side walls flare out at the bottom to provide far more interior living space than anything else out there. That extra width also provides more standard sleeping space鈥攊n fact, an optional bed extension platform accommodates a nearly king-sized mattress on a short-bed Tacoma.

The Tune M1鈥檚 starting price includes features that cost extra at many other brands, like built-in lighting, a 4-inch memory foam mattress, and 440-plus feet of T-Track. All that T-Track means you can bolt nearly anything to the camper, and easily build out the interior if you wish.

Bonus: Side awning panels fully open for gear access. Our favorite option is the tempered glass side panels, which not only look fantastic, but also let more light inside and allow for panoramic views. 鈥淭he packed-down silhouette is so tight that we never held back on even the burliest roads,鈥� says Aaron Gulley, a longtime 国产吃瓜黑料 contributor and gear tester. 鈥淏ut it has so much popup space that the truck bed felt roomy for two people even with coolers, a generator, and requisite camping gear.鈥�

The perfect cross between a fully featured slide-in and a wedge camper, the Tune M1 is ideal for families who need more space, or anyone who wants a truck camper but also wants to continue using their truck bed for truck things.

Best Off-Road Trailer

Boreas Campers EOS-12

Type: 4-Season off-road travel trailer
Material: Composite and metal construction
Weight: 3,750 lbs (dry weight)

Pros and Cons
鈯� Incredibly capable off road
鈯� No-wood construction (no mold, rot, etc.)
鈯� 50-gallon fresh water capacity
鈯� Expensive
鈯� No indoor sink/cooking option

Watch: Inside the Boreas EOS-12 Trailer

We鈥檝e followed Pueblo, Colorado-based Boreas Campers closely since it debuted its AT and XT models, both class-leading off-road teardrops, a few years ago. The EOS-12 builds on the solid foundation of those campers and takes everything to a new level鈥攍iterally.

The EOS-12 is a 20-foot, overland-style pop-up travel trailer built to go anywhere and keep you comfortable off-grid for extended periods of time in any weather conditions. Composite panel construction keeps the rig well insulated and light on its feet with a dry weight of 3,750 pounds.

The trailer features a slim canvas pop top that keeps it aerodynamic, a well-appointed outdoor kitchen, and a full indoor wet bath. With one queen-sized main bed and a dinette that folds out to about a twin sized bed, we found it could sleep three adults comfortably, and appreciated the copious amounts of storage inside.

The EOS-12 really shines when it comes to its mechanical and electrical features. It rides on a Cruisemaster XT鈥攁n independent trailing arm suspension with airbags and auto-level, capable of handling much rougher terrain than you鈥檙e likely to experience鈥�540 amp hours of Battleborn lithium batteries, Victron electrical components, and 400 watts of solar panels.

Everything on this camper, from the exterior rock lights to the air compressor and the furnace, are operated by a portable Garmin O.N.E. tablet, which, despite our initial hesitation, performed flawlessly.

鈥淲e loved using the EOS-12 on a 5-day mule deer hunt,鈥� says Eric Ladd, a mountain biker, hunter, skier, and all-around adventure seeking ER doc based in Santa Fe, NM. 鈥淲e never worried about where we were towing it, it didn鈥檛 come close to running out of power or water, and we ate like kings thanks to the amazing outdoor kitchen鈥攄espite being off grid the entire time.鈥�

Best Luxury Rig

Airstream Trade Wind

Type: Travel Trailer
Material: Aluminum
Weight: 6200 lbs (dry weight)
Length: 25鈥� 2鈥�

Pros and Cons
鈯� Fully off-grid power system
鈯� Gorgeous interior design
鈯� Roomy floor plan
鈯� Expensive
鈯� Not as off-road-capable as others

Watch: Tour the Airstream Trade Wind Trailer

The reintroduction of the Trade Wind model shows that Airstream is listening to consumers. While the Basecamp models have been marketed towards younger generations looking to get a little further off the beaten path, the Trade Wind is the first of the company鈥檚 iconic, silver bullet-shaped travel trailers to come off the factory floor with everything a boondocker needs鈥攁nd, as it turns out, everything our testers have added to their personal Airstreams.

It comes with a robust solar system, Battleborn lithium batteries, a 3-inch lift kit and all-terrain Goodyear Wrangler Workforce Tires. When you combine the system upgrades with a stellar floor plan that sleeps up to five, gorgeous interior design, and other smart features like a recirculating water heater, optional composting toilet, and an optional rear hatch that lets you easily load bulky gear, it all adds up to an incredible, luxurious, off-grid basecamp.

鈥淲e have owned an Airstream for nearly a decade and modified it for heavy, backcountry, boondocking use. The new Trade Wind is everything we always wanted ours to be鈥攁nd much more,鈥� said Gulley. 鈥淭his is a rig built to go anywhere and do everything, and to do it in classic Airstream style. We definitely see an upgrade in our near future.鈥�

How to Choose a Camper or Trailer

Buying a camper of any kind is a big investment, so it鈥檚 best if you can try one out or at least see one in-person before pulling the trigger. Visiting a dealer is great, but a lot of today鈥檚 best rigs are sold direct-to-consumer, which means that events like Overland Expo are a great way to see a camper up close.

Even better, try renting the type of rig that interests you on to get a real feel for it. Even if they don鈥檛 have the specific model you鈥檙e looking for, you鈥檒l get an idea of whether you鈥檙e a van, trailer, or truck camper person.

What Kind of Camper Should I Buy?

The short answer is, it depends. In general, we think most folks are better served by buying a tow-behind they can pull with their current vehicle. Trailers have more space than a van or truck camper could ever provide, and they don鈥檛 have engines, transmissions, and other expensive parts to maintain.

How Much Should I Expect to Spend?

For a new rig, you should budget anywhere from $100-250K for a van, $10-30K for a truck camper (sans truck), and $30-130K for a trailer, depending on your tastes and needs.

How Much Solar Do I Need?

It all depends on how much luxury you want off grid. For most weekenders, around 200-300 watts of solar and 100-200 amp hours of lithium batteries will be more than enough.

How We Test

• Number of testers: 6
• Nights Spent Camping: Over 20
• Number of campers/trailers tested: 7
• Longest Stint Spent Off-Grid: 7 days
• Most Challenging Test Drive: 23 miles of rugged, New Mexico washboard

Between attending overland expo shows to tour the latest rigs and testing demo trailers on extended trips, category manager Bryan Rogala spends over 30 nights camping in everything from rooftop tents to Airstreams every year.

Because evaluating adventure rigs isn鈥檛 as simple as testing a pair of running shoes, our testing criteria looks a bit different. We look at build quality, standard features and components, pricing, and availability, as well as details like trailer suspension and camper wall construction methods, in an effort to find a broad array of what we think are the most well-made and value-driven rigs on the market.

Meet Our Lead Testers

Bryan Rogala is a longtime contributor to 国产吃瓜黑料 and has been reviewing trailers and campers since 2018. He covers overlanding gear and rigs in his regular column, and his 101 video series for 国产吃瓜黑料 Online. As a hunter, mountain biker and skier, he鈥檚 in a constant search for the perfect adventure rig.

Aaron Gulley and Jen Judge, both former 国产吃瓜黑料 contributors and gear testers, spent 3.5 years living full-time in their 2014 Airstream Flying Cloud 23FB. Their travels as cyclists, hikers and hunters have taken them and their Airstream all around the U.S., and provided serious insight into the world of travel trailers.

Corey Leavitt is a filmmaker, truck nerd, and adventure rig enthusiast. He鈥檚 filmed and helped produce all of Rogala鈥檚 101 videos, rehabbed a truck camper, and spends more time on Craigslist seeking the next rig than anyone should.

Eric Ladd is a mountain biker, hunter, skier, and all-around adventure seeking ER Doc. He鈥檚 modified his own travel trailer for off road and off grid use, and takes his young family of four camping all over the Western U.S.

More Gear Reviews

The Best Tents for Camping in Comfort and Style
The Camp Kitchen Gear Our Testers Swear By
11 Pieces of Camping Gear that Aren’t Essential but Are Really Nice to Have

The post The Best Trailers, Truck Campers, and Van Conversions of 2025 appeared first on 国产吃瓜黑料 Online.

Overlanding seems to have become all about creating the most ultra-luxurious or ultra-accessorized rig possible. If I鈥檝e learned one thing in all the camper and trailer testing I鈥檝e done, it鈥檚 simpler is better. Less stuff to break means more time having fun outside.

People spend stupid amounts of money building adventure rigs, and pour tons of their own time and energy into creating luxurious mobile dwellings for themselves. They鈥檙e effectively creating an AirBnB on wheels, and I fear they鈥檙e missing the point of why they got into it in the first place鈥攜ou know, to go camping.

Attend an Overland Expo show these days, or arrive at a popular dispersed camping area like Moab, Utah or Fruita, Colorado, and you鈥檒l see what I鈥檓 talking about. In a capitalist society that values consumption, and at a time where we鈥檙e constantly fed a barrage of content designed to make us want to buy things, it鈥檚 easy to get sucked into the whirlpool of wanting more.

The point of overlanding, to me at least, is to use a vehicle to better enable human-powered adventures and make camping a little easier and more comfortable. We鈥檝e now gotten to a point where ease and comfort have morphed into luxury and excess, and it鈥檚 time to take a hard look at that.

“The Most Advanced Systems and Premium Components Money Can Buy”

Before I go any further, I want to make clear that I鈥檓 guilty of this too鈥攈ell, I write about campers and trailers for a living. My wife and I ended up with our most recent adventure rig, a 19-foot Airstream trailer, because we kept seeking out more and more amenities in a camper. Like a lot of folks, we wanted something that would make boondocking more comfortable during longer trips鈥攁nd the Airstream had all the bells and whistles, like a three-burner stove, an oven, a toilet and shower with hot water, A/C, and more.

Watch: Bryan Rogala’s DIY Truck Camper

This weekend, my wife and I went camping with friends at a gorgeous, off the beaten path state park near White Sands National Park. The campground is pretty standard, consisting of a couple of paved loops with a few tent sites and some with water and electric hookups. Our neighbors were some folks camped in a built on an industrial, military truck chassis with huge, mud-terrain tires that was clearly purpose-built for off-road exploration.

There鈥檚 an abundance of awesome dispersed camping in the area, and we couldn鈥檛 help but wonder why anybody who owned a nearly half-million-dollar expedition rig designed to stay off the grid for extended periods of time鈥攃omplete with its own water-filtration system鈥攚ould stay on a paved campground loop in a state park, or use the campground bathroom when I can guarantee you the one inside that vehicle was nicer. But hey, at least they rode their dirt bikes to the bathroom each morning.

When I see rigs like selling for over $530,000 fully kitted out with features like heated floors and a full bathroom, a 14KW lithium battery system, 70 gallons of water capacity, and 鈥渢he most advanced systems and premium components money can buy or skilled hands can craft,鈥� I can鈥檛 help but wonder what happens when one of those systems fails on the road.

I鈥檝e witnessed water tanks leaking and pumps failing in fancy Sprinter conversions, and stood in the booth of a major overland trailer manufacturer at Overland Expo West as customer after customer came up to complain about cabinets falling off the walls, tank sensors failing, suspension components breaking, and more.

Is There No Middle Ground?

Rather than make campers and trailers that are as high tech and comfortable as possible, I want to see more manufacturers focus on simplicity and durability鈥攁fter all, we already have the RV industry if we want cheaply-built 鈥渓uxurious鈥� rigs. It鈥檚 as if there鈥檚 no middle ground in the camper and trailer space these days鈥攜ou either have to spend huge sums of money in the overland space to get something that鈥檚 truly well-built and won鈥檛 rattle apart on you, or you have to buy a cheap RV and cross your fingers.

To me, 鈥渙verlanding鈥� has always been more akin to car camping than extended, off-road journeys. It鈥檚 about having a rig capable enough to reach remote campsites without worry, and one that provides at least a bit more comfort during your stay than a traditional tent setup (especially in bad weather). That way, you can stay longer, sleep and eat better, and have more fun doing the other activities鈥攍ike biking, hunting, fishing, etc.鈥攜ou鈥檝e traveled for in the first place.

The Skyloft Van is obviously an extreme example, but if you take a walk around an show, it feels like the whole industry is shifting towards luxury and complication and away from its sleeping-in-the-back-of-a-Land-Cruiser roots. Even traditional RV brands like have gotten into the overland game in recent years with the series of trailers.

While I fully support the notion of an RV being built for off-pavement use, I sometimes wonder what the point is of spending $120K on a trailer with features like a pass-thru slide out kitchen, on-demand hot water, ducted heating, and a tablet that remotely controls every system on the trailer. When you zoom out a bit, the whole point of a trailer, especially an 鈥渙verland鈥� trailer, is to go camping and spend time outside.

While all those luxuries will make you more comfortable, I鈥檇 bet a lot of money you still won鈥檛 be as comfortable as you would in a nice Airbnb or fancy hotel room somewhere.

Let鈥檚 say . You could book 480 nights in an Airbnb for the price of that $120K camper. If you camp a lot, say 50 nights a year, it鈥檇 take you 9.6 years of Airbnb stays to break even. That鈥檚 a lot of vacations.

Keep It Simple (and Functional)

My point isn鈥檛 to chastise anyone for having a lot of money to spend on a camper, or to suggest we should all just toughen up and sleep in a bivvy; it鈥檚 to remind folks, and the overland industry at large, that the goal of this hobby is to get outside and go camping, and that oftentimes unnecessary luxuries can get in the way of that. You can make camping extremely comfortable while still keeping things simple, after all.

Rather than overcomplicated rigs with fancy systems and every amenity under the sun, I鈥檇 like to see the overland industry and camper manufacturers focus on building simple, durable rigs with an emphasis on reliability and quality.

Give me an insulated box鈥攚ith some lights, a heater, a basic hand-pump sink, and a Goal Zero for charging things鈥攖hat鈥檚 able to withstand washboard roads and light off-roading than a luxury apartment on wheels with leather-wrapped dinette cushions and a washer and dryer (seriously). After all, nobody will care how warm the in-floor hydronic radiant heat system keeps their feet in the morning if it quits working after a year or needs constant maintenance to keep running.

I鈥檇 rather have a rig that鈥檚 easy to deal with, requires minimal maintenance, and enables my other hobbies and passions versus an overcomplicated Airbnb on wheels that in itself becomes an all-consuming hobby to maintain.

Related

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The post When Did Overlanding Rigs Get Out of Control? appeared first on 国产吃瓜黑料 Online.

New cars and trucks are more expensive than ever鈥攖he average price of a used car was just shy of $50,000 in January, according to Kelly Blue Book. Interest rates to finance a vehicle are as well. To this car enthusiast, out of control costs sounds like a good argument for hanging on to your current vehicle, and taking care of it so you can keep driving safely and comfortably. And while maintenance often sounds intimidating, it really doesn鈥檛 need to be.

With 35,000 miles of off-road driving, plus big trips like last year鈥檚 three-month epic through Baja under its belt, is starting to feel a little beat. Like anyone whose truck is squeaking, driving poorly, and becoming a pain to use, I started to plan on buying a replacement. I pondered my options鈥攎aybe a little bigger truck, probably with a more comfortable camper, definitely brand new. But with interest rates still exceeding seven percent, vehicle prices at an all-time high, and creeping in, the thought of adding an expensive payment to my monthly budget just no longer seems prudent. So I鈥檓 doing something else: I鈥檓 keeping my truck.

But choosing to keep my truck does nothing to eliminate its squeaky bearings. So I decided to give the Ranger a makeover. And even if you鈥檙e not a truck enthusiast, here鈥檚 how you can do the same.

1. Make a List

You don鈥檛 need to be an expert to do this. Just write down everything you don鈥檛 like about how your vehicle is performing right now. Every creak or problem or task you can come up with.

Mine looks like this:

• Sticky ginger-ale explosion residue all over windshield, headliner, seats, dashboard, buttons
• Goose Gear Seat Delete plate system squeaking. Smoothie residue in nooks and crannies
• Dog hair everywhere
• Headlamps bulbs older than one year
• Intermittent check engine light
• Worn/squeaky suspension bushings on all four corners
• Oil/filter change overdue
• Differential fluid front/rear probably needs changing
• Fog lights have rattled out of alignment
• Camper interior lights broken
• Solar panel(s) broken
• Broken bumper swingout retention pin
• Bent bumper swingout latch
• Apply yellow film to rear work lights so people can see me during blizzards
• Intermittent clunking over bumps
• Decked drawer system loose and clunking, filled to brim with mess

2. Diagnose Problems

Even if you鈥檙e not an amateur mechanic, you can likely tackle more of these jobs than you think. But, you have to figure out what鈥檚 wrong in order to fix it. Don鈥檛 be intimidated;听diagnosing your car’s issues is easier than you think.

Any car or truck听made since 1996 includes a standardized electronic Onboard Diagnostic port called an OBD-II. Diagnostic ports were mandated as part of a drive for more stringent vehicle emissions standards鈥攃heck engine lights are typically related to a vehicle鈥檚 intake or exhaust systems鈥攚ith the intention of keeping these complicated parts owner-serviceable. OBD-II readers can be purchased for as little as $20. But odds are good one of your friends or neighbors already has one.

To use an OBD-II scanner, just plug it into the port below the steering wheel while the vehicle is fully off, then turn the key or push the ignition button to turn the car on in accessory mode, without starting the motor. Then follow the instructions on the screen.

Some modern vehicles may also push fault codes out to a smartphone app, along with a brief explanation.

Once you have that code or smartphone alert, all you need to do is perform a simple search. Put your car or truck鈥檚 year, make, model and trim (i.e. 2021 Ford Ranger XLT) into Google, along with the fault code or name, and you鈥檒l find help immediately.

My OBD-II scanner pointed me toward an exhaust gas pressure sensor, and a search sent me to a thread on the vehicle鈥檚 owner forum detailing the problem: the sensor can fill up with moisture created during fuel combustion. A new sensor costs $19, and following instructions on the forum meant replacing it was as simple as removing and re-tightening two bolts. The entire job took about half an hour, and the only speciality tool needed was a step stool, so I could comfortably reach all the way into my lifted truck鈥檚 engine bay.

Mechanical problems are even easier, but they typically require help from another person.

For noises, start by parking the car safely, with the engine off and parking brake engaged. Then crawl underneath your vehicle while a helper bounces whichever front, rear, or corner you think might be home to the problem. Once you can track down the noise to a specific area, like the suspension controlling a single wheel, then you鈥檙e ready to diagnose the specific component. Grab a can of penetrating oil鈥擶D40 will do in a pinch鈥攁nd carefully squirt it into and onto any part that moves, until the noise stops. When it does, you know the last component you hit with that oil is the culprit. Anything made from rubber or plastic鈥攍ike bushings, rubber isolators that reduce noise and vibrations鈥攚ill need to be replaced. Anything metal can likely be loosened, lubricated, and adjusted.

That鈥檚 what my mechanic (who鈥檚 also a friend) and I did to diagnose issues with my bushings. I鈥檓 running a complete Old Man Emu BP-51 suspension system, and it turns out the lower bushing up front, and all four bushings for the rear leafs,听were totally shot. We also found the source of that occasional clunk off-road: relocating my spare tire to the bumper swingout left the under-bed pulley with too much length in its chain, and that was whacking the underside of the body. Lefty loosey on four bolts and that鈥檚 now riding in my giant box of spare parts.

3. Decide What to Handle Yourself

Working on your own vehicle is often much easier than you think it might be. Consult owners forums and YouTube for help, invest in new tools as you need them, and the only significant cost should be to your own time.

Of course, some matters are better left to professionals. Even if you technically know how to fix something, doing so is not always convenient. Since it鈥檚 cold and snowy here in Montana, and my truck won鈥檛 fit in my garage, I let my mechanic handle those suspension bushings himself. And, try as I might, I couldn鈥檛 free the seized collar holding in the broken swingout retention pin (I have an aftermarket rear bumper that carries tools and the spare tire on a pivot), so I handed him that task, too.

I have a great relationship with an independent mechanic, and you can too. Read reviews, ask around for referrals, and chat with a few in your town until you find one that makes you feel confident.

4. Create a Maintenance Schedule

It doesn鈥檛 matter what you drive, components on your car or truck will wear out over time. Manufacturers provide maintenance schedules for their vehicles that must be followed to retain warranty coverage. Keeping yours up-to-date is probably a lot more affordable than you think it鈥檚 going to be.

Car owners tend to neglect two important maintenance principles. The first is failing understand and manage your vehicle鈥檚 maintenance schedule yourself. By relying on your dealer to tell you what work is needed, you end up paying for a ton of stuff that鈥檚 either completely frivolous or which you could do yourself for free. A real maintenance schedule includes year and mileage intervals suggesting when it鈥檚 time to change out fluids and filters, or replace items like belts. But if you just trust a dealer, they鈥檙e going to bill you for the time it takes to check your tire pressure, top up your washer fluid, or change your wiper blades鈥攁ll easy tasks you can do yourself.

For my truck, I try to change the oil and filter every 6,000 miles. I clean my aftermarket air filter with compressed air after any off-road trip, check my fluid levels whenever I think to do so, and swap my summer and winter tires once every fall and spring. Once my truck reaches 60,000 miles it鈥檒l be time to change the spark plugs, and at 100,000 miles I鈥檒l do a coolant flush. Aside from stuff like my bushings that I beat to hell off-road, that鈥檚 it.

The second principle鈥攁nd this is doubly important for us outdoor enthusiasts鈥攊s understanding that maintenance schedules are based on normal driving cycles, and not heavy use activities like towing, hauling a heavy camper around, or driving off-road. So we need to use our judgement, and bring forward certain maintenance to suit the additional wear added to some parts.

Those of us who drive off road tend to abuse our axle differentials. Any time you ask your truck to move a lot of weight, climb steep inclines, or manage traction off-road you鈥檙e asking your differentials to work hard. Drive through deep water, and your diffs may also suck in a little bit of moisture, slowly polluting the oil that lubricates them. Replacing that lubricating oil more often than the normal maintenance schedule suggests may help your differentials last longer and work more efficiently. I鈥檒l spend an hour swapping mine out once I have a dry driveway to work in.

Hard driving will have similar effects on brake pads, tires, transmission fluid, your battery, and more. Start with the manufacturer鈥檚 suggested service intervals, then modify the timing to suit how hard you use your vehicle.

My Ranger had been feeling pretty worn out. It was squeaking loudly everywhere I went, and had become a real challenge to use daily between all that ginger ale, the broken bumper, and the combination of all the other small issues. But now, after completing my to-do list? I took it out during a blizzard the other night just to play around in the snow, and my truck is back to being the smooth, controllable, extremely capable vehicle I built it to be. Heck, I can even see out of the windows. I think I鈥檓 in love with my truck again.

Wes Siler has been writing about topics like cars, trucks, and the outdoors since the early 2000s. You can find more of his work and get his help on .听

The post Can鈥檛 Afford a New 国产吃瓜黑料mobile? This Is the Ultimate Guide to Rig Maintenance. appeared first on 国产吃瓜黑料 Online.

A very cold and wet camping experience a few weeks ago reminded me of the importance of a good heater in your rig. Upon arriving at camp, I discovered that one of my water jugs had leaked about two gallons of water onto the truck bed鈥檚 . Shortly after that, it started raining, which turned to snow a few hours later. The precipitation didn鈥檛 let up for two days. It was the first winter storm of the season, and the humidity and cold temperatures made it impossible to dry out the moisture in the BedRug, not to mention all my wet clothing and gear. Like an idiot, I鈥檇 left my portable diesel heater at home, thinking it wouldn’t be cold enough over the weekend to need it. I was seriously mistaken.

In my view, the whole point of a built-out adventure rig of any kind鈥攂e it a van, travel trailer, or truck camper鈥攊s to keep you more comfortable than a simple ground tent would. A huge part of that is providing a warm and dry space to be during inclement weather, which is where heat comes into play.

Sure, a good sleeping bag is really all you need to stay warm and survive cold nights, but we aren鈥檛 talking about survival here. We鈥檙e talking about thriving, and extending your camping season well past what you鈥檇 likely suffer through in a tent. I鈥檝e been testing various budget-friendly heaters in my truck camper over the last year in an attempt to find a safe, reliable solution that鈥檒l keep me warm all winter long.

There are a few main types of heaters: electric, propane, and diesel or gasoline. (You can read more about the pros and cons of each one below, if you’re interested.) To determine the best options, I tried four of the most popular models on the market. The electric heater鈥攁 small Honeywell-brand space heater called the Heat Bud鈥攊sn’t reviewed here because it simply didn’t heat my camper effectively. It also pulled too many watts from my to make the meager heat worth it. All in all, I wouldn’t recommend a small electric heater for your van or truck camper. The propane and diesel heaters I tested, however, are certainly worth considering. Here’s how the rest of the test shook out.

The Results听

• Best Value: ($65)
• Best Propane: ($360)
• Best Diesel: ($116)
• Types of Heaters
• A Note on Safety
• Takeaways

Mr. Heater Little Buddy

听

People have been using Mr. Heater鈥檚 Little Buddy (and its more common, bigger brother, the ) portable heater to heat tents, campers and more for decades. They run on one-pound propane cylinders, are simple to use, and put out a good amount of heat for their size. The Little Buddy puts out 3800 BTUs. (For comparison鈥檚 sake, the electric heater I tested鈥攖he 鈥攑uts out just 853 BTUs.) It can run for 5.6 hours on a one-pound propane cylinder and heats up to 95 square feet. The larger Buddy puts out up to 9000 BTUs鈥攎ore than twice as much heat鈥攁nd will heat up to 225 square feet. The Buddy chews through fuel, though: it will burn for just 2.4 hours on a one-pound cylinder of propane when running on high.

While Mr. Heater says these are safe for indoor use, I personally have never felt comfortable running them overnight. Such propane heaters don’t have any way to vent exhaust, so all the byproducts of combustion, including carbon monoxide (CO), fill up the space they鈥檙e heating. That means you have to open windows to ensure your rig is properly ventilated鈥攏ot ideal if it鈥檚 frigid outside and you鈥檙e trying to keep heat in. These heaters have built-in Oxygen Depletion Sensors, so in theory they鈥檙e supposed to shut off if there鈥檚 not enough oxygen in the space. They also have an exposed flame, so you have to be careful to make sure there are no flammable materials nearby (although they do have built-in tip-over protection that shuts down the heater if it tips over).

In my experience, the Little Buddy did not put out enough heat to warm the camper sufficiently in temperatures below 40 degrees, and was better suited to keeping me warm while I was sitting around before hopping into bed. The Buddy鈥檚 9000-BTU output was a better match for the Tune M1鈥檚 size, but the safety concerns and the 2.4-hour runtime meant I only ever used it while putting clothes on in the morning or just before bed. To me, that鈥檚 not sufficient, especially if you鈥檒l spend hours inside your camper, either riding out bad weather or just killing time before bed. Winter nights are long, after all. I also found that these heaters do, in fact, add a lot of moisture to the air; I wound up with condensation on the walls of the camper after using both.

CAMCO Olympian Wave-3 Catalytic Safety Heater

听

The Wave-3 sounded like a nice compromise between the Heat Bud and Buddy heater: it ran on propane, but could allegedly be run safely for long periods of time. While this heater is not a forced-air furnace with an exhaust vent, it鈥檚 supposed to be much safer to use indoors than say, a Buddy (although it does still require ventilation in the space). That鈥檚 thanks to a chemical coating on the heating element that supposedly retains harmful gasses. It鈥檚 particularly interesting because it can be hard-mounted in a camper or used as a portable heater with the .

It puts out up to 3000 BTUs, is rated to heat up to 130 square feet, has a safety shut-off valve, doesn鈥檛 require electricity since there鈥檚 no fan, and uses very little propane. I loved that it was totally silent, and I was also able to hook it up to a rather than rely on the disposable one-pound bottles. Doing that, I was able to run the heater on high for around 30 hours before running out of fuel.

I still never felt totally comfortable leaving it running overnight while I slept since the exhaust isn鈥檛 vented to the outside, but I have run it for six hours while riding out a storm in the camper. I found that it can create condensation on the walls of the camper, but it was less noticeable than with the Buddy.

The biggest downside to the Wave-3 is that because it is a radiant heater rather than a forced-air furnace with a fan, it warms the surfaces (or people) it鈥檚 pointed at rather than heating the air itself. While that might sound great, I found that in practice it doesn鈥檛 always work鈥攜ou can feel the warmth from the heater when sitting next to it or getting dressed, but climb up into bed away from where the heater is pointed and it鈥檒l be quite chilly. If you just want to use a heater to take the edge off while hanging out inside your camper, the Wave-3 (or larger , depending on how big your rig is) is a great choice, and hard to beat from a price, efficiency, and size perspective. If, however, you want to heat the entire space in your rig and be able to hang out inside without a jacket on, keep reading.

Vevor 12V 5KW Integrated Diesel Heater

Diesel heaters have become tremendously popular for winter camping over the last five years or so. Brands like Webasto and Espar have been popular in van builds for some time, and I first used a to heat a teardrop trailer I owned several years ago. I had great luck with that heater, and it was a little too powerful鈥攊t could cook us out of the tiny teardrop.

Chinese-made versions of Espar- and Planar-style heaters available on Amazon used to be riddled with problems, and people complained about them breaking all the time. However, they鈥檝e gotten significantly better over the last few years and you can find them for much cheaper than the name brands. I decided to try a Vevor 5KW model, which seems to be the most well-regarded one of the bunch.

The Vevor is an integrated heater, meaning the fuel tank, heater, and all the components are housed together in a box. It came mostly assembled, and all I had to do was crimp two wires to , connect an exhaust and an air intake hose to the unit, fill it with diesel, and turn it on.

The beauty of this being a portable unit is that you don鈥檛 have to do a complicated installation inside your rig鈥攋ust plug it into your 12v power source, set it outside the camper, run the hose in and you鈥檝e got heat. That鈥檚 particularly nice because you don鈥檛 have to worry about exhaust leaking inside the camper, or the noise of the fuel pump or fan.

I first used this heater on a late-season Barbary Sheep hunt last January. Temps were in the teens overnight, and a buddy and I stayed warm in the Tune despite having to jerry-rig an entry port for the heat hose to enter and not having the camper鈥檚 insulation pack (basically an insulated cover that helps seal in heat)听installed at that time. From that first use, I鈥檝e been sold. I鈥檝e found that when running on high, it鈥檒l easily keep the Tune 40 degrees warmer than the ambient temperature. On a recent night that dropped into the 30鈥檚 here in Santa Fe, I let the heater run all night on high and it kept the inside above 80 degrees. None of the other heaters I tested could come close to maintaining those temperatures.

The Vevor packs enough punch for the coldest nights I鈥檝e camped in. It’s also incredibly efficient. It uses about a gallon of fuel per night, and only pulls 40 amps once it鈥檚 running, so my Goal Zero Yeti 1500x can power it for about 40 hours. That leaves plenty of battery left to run other things in the camper like lights, the fridge, and a vent fan.

The biggest downside to a diesel heater is the fact that, unless you drive a diesel rig, you need to carry an additional fuel source with you. I don鈥檛 mind, and the dry heat this thing puts out is worth the extra hassle there鈥擨 haven鈥檛 experienced any condensation inside the camper when using this heater. One thing you have to watch out for is the cap on the fuel tank鈥攊t鈥檚 vented, so if you fill the tank and then the heater is rocking around in the back of your truck, some fuel will spill out. I typically fix the issue by putting a piece of tape over the hole or a latex glove under the cap until it鈥檚 time to run.

I haven鈥檛 had any issues with the Vevor heater over the six months I鈥檝e been using it. Some folks claim Vevors need to be cleaned more frequently than the more expensive units, and that some of the parts like small gaskets and fuel lines aren鈥檛 particularly durable. At $116, though, you could buy 12 of these units for the price of , so I鈥檒l take my chances.

Types of Heaters

First, a quick primer on heaters. The types most commonly found in campers and RVs run off one of three fuel sources: propane, diesel or gasoline, and electricity.

Propane

Propane furnaces have been a mainstay in the RV industry for years. Recently, however, propane-fueled heat has gotten a bad reputation for producing a lot of condensation, but that鈥檚 only true of non-vented propane heaters (more on that below). Most quality propane furnaces installed in travel trailers or vans have an exhaust pipe that vents all the byproducts of combustion鈥攊ncluding moisture (and carbon monoxide)鈥攁way from the living space. All that to say, a quality, vented propane furnace like a Propex or Truma does not produce 鈥渨et heat,” and is a great solution for anyone who already uses propane for other camping needs, like cooking. I鈥檝e also found that they work well at high elevations, which can鈥檛 always be said for diesel heaters.

Diesel

Diesel heaters have become incredibly popular in recent years due to their size, low cost, ease of use, and in some cases, portability. They鈥檙e known for being incredibly efficient, and for producing a ton of 鈥渄ry heat.鈥� Gasoline-powered versions of these heaters also exist, which mean you can tap into your vehicle鈥檚 fuel tank whether you drive a vehicle with a gas or diesel-powered engine. If you don鈥檛 drive a diesel-powered vehicle, choosing a diesel heater means you鈥檒l need an auxiliary fuel tank and will be forced to carry around an additional fuel with you. Some diesel heaters also struggle at high altitudes.

Electric

Electric heaters, like space heaters you鈥檇 use in your home or office, or heating modes found on many RV AC units, are common. I鈥檝e found these only work for taking the chill off of a cold morning, and don鈥檛 provide enough heat to stay comfortable in really cold conditions. Unsurprisingly, they also require a lot of electricity to run, which means you have to be connected to shore power, run a generator, or have a massive, expensive battery bank in your rig.

A Note on Safety

First, it should be noted that each of these solutions could work for your rig depending on how well insulated it is. I鈥檝e been testing these in my Tune M1, which has very little insulation, but if you鈥檝e got a composite camper with a crazy high R-Value, you could likely get away with a less powerful heater.

It should also be noted that anytime you鈥檙e using a heater of any kind in a camper, you should have a working carbon monoxide (CO) detector鈥攁nd a propane detector if you鈥檙e using a propane heater鈥攁s well as a fire extinguisher. Both these detectors will alert you if gas levels get too high inside your rig, and could save your life if something goes wrong. You can鈥檛 be too careful with this stuff.

Anytime I鈥檓 winter camping, I also always bring a zero-degree sleeping bag as a backup in case the heater fails.

Takeaways

If you plan to use your rig to chase snow this winter, have a late-season hunt coming up, or just want to extend your camping season, you鈥檙e going to want a good heater. If you鈥檝e got a power source and don鈥檛 mind bringing along some diesel fuel with you, I highly recommend the . If you want something totally silent that doesn鈥檛 require power and are ok with the additional ventilation requirements, the is a big step up over a Buddy-style ceramic heater and, in my view, worth the extra money.

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On October 24, Scout Motors unveiled near-production versions of its electric Traveler SUV and Terra pickup truck. The Volkswagen subsidiary plans to begin producing the vehicles in South Carolina in 2027. With prices for the body-on-frame trucks starting as low as $50,000 (with tax incentives), and featuring an optional range-extending gasoline generator, the revived brand is addressing major barriers that have stood in the way of American buyers’ desires for EV trucks.

The deeper you dive into the spec sheets, the more appealing these trucks get. Features like body-on-frame construction, a solid rear axle, mechanical locking differentials in both the front and rear, and optional 35-inch tires will boost off-road capability and durability. An optional front bench seat and a full-length retracting roof will recreate a sense of classic truck nostalgia without sacrificing practicality for daily driving.

Everything drivers have come to love about other electric trucks will be present in Scout’s new vehicles, too. With 1,000 pound-feet of torque, zero to 60 miles per hour times will happen in as few as 3.5 seconds. They’ll sport futuristic lighting elements reminiscent of old neon signs, and a minimalist interior is dominated by a large touch-screen infotainment system.

What Is Scout Motors?

International Harvester, an American brand better known for its tractors, began making the original Scout in 1961. Intended to rival post-war Jeeps by pairing equivalent capability with extra refinement, the International Scout became an icon due to its smooth, compound body surfaces. International Harvester sunsetted passenger vehicle production in 1980 after the American auto industry suffered numerous setbacks and increasing competition from foreign automakers across the seventies.

Volkswagen purchased rights to the Scout brand in 2020 and established Scout Motors in 2022 with the goal of developing electric trucks specifically designed for American drivers. While still owned by VW, Scout operates as an independent company and has its own U.S.-based executive staff.

The Traveler and Terra were designed in Novi, Michigan, by Scout鈥檚 own R&D team, and will be produced at the brand鈥檚 new $2 billion factory in Blythewood, South Carolina. Scout says that factory will employ up to 4,000 American workers.

Scout plans to sell its vehicles directly to consumers and has plans to open a nationwide network of dedicated showroom and service locations to support that endeavor. The company says the sales process should be should be streamlined, promising 鈥渇ull price transparency,鈥� and that, 鈥渢ransactions will be completed in minutes.鈥�

While Scout Motors operates independently from VW, the backing of the world鈥檚 second-largest automaker remains a significant asset. Production targets are said to be as high as 200,000 vehicles per year.

Scout Nails the Truck Stuff

Building the Traveler and Terra using a body-on-frame design should result in higher payload and towing capacities, increase durability, and foster repairability in comparison to the unibody construction more typical in the EV space. It may also open up easier paths to modification, something Scout is teasing by stating that 鈥渞obust suspension options鈥� will be available.

The ability to easily increase suspension height, fit larger tires, adjust spring rates, and improve damping capabilities will let buyers modify their Scout to their heart’s content. This will enable the vehicles to be adapted to different use cases and allow owners plenty of opportunity to personalize their vehicles.

The Scout Terra features a squared-off cab and horizontal bed rails that will make it easy to develop compatible bed caps and campers. Accessory makers will rejoice.

The choice to employ a solid rear axle will help there, too. Using one听means the rear wheels will remain parallel, no matter what height the rear suspension sits at. Since loads change mostly in the vehicle鈥檚 cargo area, this also facilitates strong payload and towing capacities, will make lifting the vehicle easy, and enhances articulation over off-road obstacles.

And, of course, there鈥檚 the motor configuration and locking axle differentials. The Scout SUV and pickup will feature two instead of three or four motors. Moving the motors out of the wheels and reducing their number will reduce complication and parts counts (the more parts on a vehicle, the more stuff that can fail), and simplify how the Scouts handle off-road traction. The Scouts will be able to lock their mechanical diffs just like a gas-powered 4×4.

Given that these vehicles are still at least three years away, Scout is quoting specs as ranges or targets rather than definitive numbers. Payload figures are said to be 鈥渘early 2,000 pounds鈥� on both vehicles, while towing capacities are 鈥渙ver 7,000 pounds鈥� for the Traveler and 鈥渕ore than 10,000 pounds鈥� for the Terra. Those numbers are excellent when compared to similar-sized popular SUVs and pickups on the market.

It appears as if 33-inch tires may be standard, with 35-inch items available as an option. The Traveler SUV can carry a full-size 35-inch spare on its external carrier. The Terra pickup will normally carry a 33-inch spare under its bed, but needs to move a fifth 35-inch inside the bed. Expect hitch-mounted spare tire carriers like those made by to be a popular accessory.

Scout Combines Retro and Futuristic Styling

While the Terra and Traveler will carry all the amenities one might expect in a luxury EV, many customers will be relieved to find Scout is still taking an analog approach to its interiors. Scout says the vehicle will 鈥渓argely be controlled through a tactile experience.鈥�

“From mechanical door handles, to grab bars, to switches and dials, Scout vehicles will provide a real hands-on user experience,鈥� the company states.

And while individual bucket seats will remain standard, a front bench will be optional on both the Traveler and Terra. This will increase total seating capacity from five to six, and allow a couple (or throuple) to nuzzle up to each other in the cab.

Roof options strike a similar balance between practicality and enjoyment. A normal fixed roof is standard, but both a full-length sunroof and retracting fabric 鈥淐abana Top鈥� will be available as options. Because both operate within the same solid structure of the normal roof gutters, neither will impair the fitment of roof racks, rooftop tents, or other popular accessories. Cabana Top should be able to function without squeaks, rattles, leaks, or wind noise, again because it鈥檚 mounted within the permanent roof鈥檚 structure.

Electric Power, with Optional Gas Range

Scout says that basic versions of the Traveler and Terra will be normal battery-only electric vehicles. Range on those is said to be 鈥渦p to 350 miles,鈥� which may indicate the presence of different battery pack sizes available at different price points.

The Scouts will use the North American Charging Standard, an 800-volt architecture, and are capable of charging up to 350 kilowatts. They鈥檒l be able to use the Tesla Supercharger network in addition to others.

And while the pure-battery versions of the Scouts will work well for most normal driving duties, those of us who live and travel in and through remote areas鈥攐r spend a lot of time driving off-road鈥攚ill听be thrilled by the presence of a gasoline-powered range-extending generator. Scout is mum on details of that engine鈥檚 capacity, power output, location, and configuration, but does say that the generator will only operate to charge the battery, not drive the wheels.

Stellantis provided many more details of its own unique Extended Range Electric Vehicle (EREV) system when it announced its new Ramcharger electric pickup truck last year. And while some mechanical details may differ, the system鈥檚 benefits should remain largely identical.

Modern electric vehicles are fast, smooth, responsive, and quiet to drive. The downside of electric vehicles is our charging infrastructure. Even large cities struggle to offer enough charging capacity for growing fleets of EVs. Venture into a rural area and chargers may not be available at all. This can limit an EV鈥檚 ability to serve all vehicle roles within a household and make long-distance travel away from major interstates impractical.

Adding a gasoline-powered generator to an electric vehicle delivers the best of both worlds. You still get all the superlatives of electric motivation, but gain the ability to charge your batteries as you drive. And you can add more range at both gas stations and EV chargers. Until those chargers become as widespread and commonplace as gas stations, EREVs represent a practical solution that should ease EV adoption. Their only downsides are that they do cost more money, add some weight, take up space, and increase parts counts.

On the subject of pricing, Scout says the Traveler SUV should start at 鈥渦nder $60,000,鈥� but that they anticipate available tax incentives can bring the cost as low as $50,000. The Terra pickup will start $1,500 higher. There鈥檚 no word on how high options (like that range extender) could take prices. The company began to take $100 deposits on Thursday night.

With a familiar-but-futuristic design, welcome doses of functional nostalgia, what should be class-leading off-road capability, potential for modification, and the ability to extend range to anywhere you can find a gas station, as well as the financial backing of Volkswagen, Scout is launching with a winning formula. Heck, these things are compelling enough that I鈥檓 about to click over to their website听and hand over a hundred bucks for the privilege of being able to purchase one three years from now. The idea of cruising dirt roads here in Montana in near silence, with my arm around my wife or one of our dogs, is the exact experience this outdoors enthusiast can get excited about.

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If you鈥檙e reading this, you likely already drive a truck, or you鈥檙e in the market for a heavy-duty vehicle to support your adventures. Chances are also good that you鈥檙e familiar with terms like 鈥減ayload鈥� and 鈥済ross vehicle weight rating,鈥� and maybe even refer to the latter as 鈥溾€� in casual conversation. Well, I鈥檇 like to introduce you to a term you may not be as familiar with: 鈥減ayload police.鈥�

Payload police is something of an internet phenomenon. The concept seems to have stemmed from a place of genuine concern for the safety of folks overloading their rigs鈥攁nd for other drivers sharing the road with those vehicles. But, as with most things on the internet, it鈥檚 morphed into a strange subculture of shaming others for not building an adventure rig 鈥渃orrectly.鈥�

These days, if someone posts an Instagram photo of a heavily modified pickup鈥攐r even just a simple truck with a camper in the back鈥攕ome of the first comments will most assuredly be 鈥淗ow far over GVWR are you?鈥� or 鈥淲hat鈥檚 it weigh?鈥� Spend a little time , and you鈥檒l no doubt start thinking your truck is too small for the job. Spend a lot of time on these threads, and you鈥檒l probably become convinced you need a three-quarter-ton truck no matter what you plan on using it for. It doesn鈥檛 stop there, either. Hop in a three-quarter-ton forum, and you鈥檒l find everyone thinks they need a one-ton.

The dirty truth is that all truck owners think they need a bigger truck. (I know there鈥檚 a joke here to be made about bigger not always being better, but I鈥檒l resist the urge.) And while some folks would actually benefit from a one-ton vehicle, not everyone needs to go so far. So, what鈥檚 the answer? How big of a truck do you actually need?

Step One: Get Off the Internet

If you鈥檙e worried about overloading your rig, you have two options. If you don鈥檛 yet have the rig, do a lot of research before you buy and purchase the right truck for the job. And if you already have a truck, modify the one you have accordingly, and resign yourself to the fact that your rig might end up weighing a little more than the GVWR listed on the sticker. Most of all, quit spending so much time in the forums and on Instagram screaming about payload, and go use your truck.

At this point you might be gasping in your chair: Go over the GVWR?! Egads鈥攚on鈥檛 something terrible happen if I do that? For some context, I called up , who鈥檚 been a fixture in the overland industry for years and now runs one of the best overland and off-road shops in the country, Basil鈥檚 Garage. In addition to working on rigs of all shapes and sizes, Lynch has also owned his fair share鈥攔anging from an F250 with a home-built flatbed camper, to a first-gen Tundra built for high-speed desert romps. In fact, a of his is what inspired this piece.

 

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鈥淵es the Tacoma is technically overweight even with very minimal stuff in the back of it,鈥� Lynch says, 鈥渂ut you also see them loaded up all day, every day, and very rarely do people have problems with them.”

Lynch and his team take a nuanced approach to building rigs. They start by considering a truck’s GVWR and payload capacity, and they try to make sure their customers are using the right vehicle at the beginning of a build. Lynch often sees customers purchase the wrong truck鈥攅ither a vehicle that鈥檚 way too overpowered for their intended use, or one that just doesn鈥檛 have the payload capacity to handle build they want. If you鈥檙e building out a rig, Lynch says, consider consulting with your shop or vehicle outfitter before purchasing a truck. That way, a professional can help guide you in the purchase.

But, at the end of the day, Basil鈥檚 Garage will help build just about anything.

鈥淲e build a lot of campers on the backs of larger, three-quarter-ton and one-ton trucks and everyone鈥檚 like 鈥楢h, it鈥檚 still over payload.鈥� But then you also see a contractor鈥檚 truck that鈥檚 twice as much over payload and has 150,000 miles on it going down the street just fine,鈥� Lynch says. 鈥淭here are a lot of overweight vehicles out there, and you don鈥檛 see them snapped in half on the side of the highway.鈥�

Step Two: Think Carefully Before You Modify

Legality is a funny thing. While you can鈥檛 legally increase a truck鈥檚 payload in the U.S., you can do it in other places around the world. Take Australia, for example, a country known for having lots of cool rigs, and also a lot more regulations on 4x4s and off-road vehicles than we do over here. For instance, in Australia, you鈥檙e typically not allowed to lift a vehicle more than about two inches and your tires can鈥檛 stick out past the wheel wells. You can also get ticketed for driving a vehicle that weighs more than its gross vehicle mass (GVM) rating. And yet, unlike Americans, Australians are allowed to increase their vehicle鈥檚 GVM. Down Under, you can purchase a kit that consists largely of new suspension components like springs and shocks. Some upgrades also call for new tires with a higher load rating.

Companies like ARB and (which also make suspension kits for U.S. vehicles) invest in serious engineering and get their kits certified with Australia鈥檚 Federal Department of Infrastructure and Transport. So, once you add a kit to your rig, you can legally get your vehicle re-registered with a higher GVM.

In Australia, a GVM Upgrade kit can legally double the payload capacity of a 200-series Land Cruiser from 1,422 pounds to 2,888 pounds. Each kit is vehicle-specific, and not all provide gains at that magnitude, but many are still significant.

 

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The bad news is that there is no legal way to increase the payload capacity of your vehicle in the U.S. However, the physics don鈥檛 change just because we live across an ocean.

鈥淟egally, if you鈥檙e overweight in the U.S., there鈥檚 no way around that,鈥� Lynch says. 鈥淏ut, there are lots of amazing products out there that you can combine together to make a truck safely carry a decent chunk of weight over what it鈥檚 legally supposed to carry.鈥�

So, if you plan to add a lot of weight to your rig by bolting on accessories or carrying a camper in the bed, make sure to budget for any potential modifications. Updating your suspension setup, regearing the axles to run larger tires, and getting a brake upgrade can easily cost more than $10,000. Then, of course, there鈥檚 the matter of legality. Be sure to weigh the costs of those modifications against the hassle of trading in your current truck for something bigger.

Step Three: Consider a Workaround听

If you make the appropriate modifications to your rig and you鈥檙e still worried about it weighing more than the magic number printed on the door jamb, here may be some workarounds available. In some states, you can . Another option is to remove weight from the vehicle. Doing so will reduce your curb weight, technically giving you more payload. My friend Richard Giordano, an experienced overlander who travels full time out of his truck camper, recently with his Toyota Tundra. He removed the rear seats and opted for a lightweight aluminum bumper and aluminum skid plates rather than heavy steel versions.

鈥淎 lot of the time, simpler is better. Keeping lift heights low and tire sizes small is a really good way to keep [your vehicle] drivable even with the extra weight of a rig,鈥� Lynch says.

I鈥檇 also encourage you to use one last tool: common sense. Does your truck鈥檚 rear suspension look perky, or is it sagging under all the weight in the bed? Does it feel easy to tow your travel trailer, or do you feel like you鈥檙e taking your life in your hands every time you hitch up? Consider what you’re hauling, and how often. Don鈥檛 put a 3,000-pound camper in the back of a Tacoma and expect your truck to handle well. By the same token, don鈥檛 buy an F350 and expect it to handle like a Tacoma. And, no matter what you do, don鈥檛 fall victim to the constant, unsolicited shaming of the payload police. This is your rig. You get to choose how you haul with it.

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