It doesn鈥檛 matter what you drive, the only part that touches the ground is the tires. And that means components like your 4×4 or AWD system, brakes, and motor are only as good as the tires they work through. Let me make it easy for you to understand which tires are right for your vehicle, and the conditions you drive through.

Why Not Just Keep Things Stock?

The tires that come on new cars aren鈥檛 always chosen for how they鈥檒l perform in real life. Automakers have long been to hit strict fuel-economy targets, with huge fines if they fall short. One of the easiest ways to squeeze out a little extra efficiency in government tests is by equipping cars with tires like the ones you see typically come with new cars. But those gains are tiny. In the real world, they鈥檙e usually wiped out by traffic, weather, terrain, or simply the way people drive. TL;DR: stock tires are often designed to help carmakers pass a test, not to give you the best performance on the road.

Is There Such a Thing as One Tire That Can Do Everything?

No. Every tire is a compromise. If you want to boost rain performance, for example, one of the things you鈥檇 do is increase the percentage of silica versus natural rubber in the tire鈥檚 compound. But the higher the silica content, the greater the propensity for damage when driving on gravel or rocky surfaces, so that very good rain tire will wear very rapidly if used away from paved roads.

Each tire has a specific set of circumstances in which it鈥檚 designed to work best and a type of vehicle it鈥檚 designed to work with. The burden is then on you to match a tire to the conditions you encounter most frequently.

For many drivers, the answer is not a single tire. If you drive in places that experience winter conditions, you need to run a tire designed to perform in extreme cold and on surfaces as varied as slush, snow, and bare ice. Advancements in rubber compounds have given modern winter tires unbelievable amounts of grip on hitherto slippery surfaces, but those same compounds will rapidly wear out in above freezing temperatures. So it doesn鈥檛 make sense to leave winter tires on during summer months or if you鈥檙e driving to a warmer climate.

Conversely, tires designed to last many miles, or perform well in above freezing temperatures, are unable to deliver safe grip below freezing or on slippery winter surfaces. Drivers who tackle both need two sets of tires, which they should switch out late each fall and early spring, or before any trip to a place with different weather.

How Tires Are Made

Starting from the inside out, a tire鈥檚 strength is provided by its carcass, a meshwork steel or synthetic fibers. Decades ago, before the advent of modern material technologies, tire carcasses were made from cotton canvas. To make a tire stronger, additional layers of canvas (called plies) were added. You can still find those referenced on modern tires today, with their weight capacities listed in 鈥減ly equivalents.鈥� (I explained them in detail back in 2021 as part of a deep dive into all-terrain tires.)

A carcass designed to support less weight will be more flexible and require less air to achieve proper inflation. A carcass designed to support more weight will be less flexible and require higher air pressure. A more flexible tire will provide more grip and better ride quality, and changing the weight capacity of the tires on your vehicle will require you to use different pressures than those listed in your vehicle鈥檚 owner鈥檚 manual.

A tire鈥檚 tread and sidewall are made by compounding natural and synthetic rubbers with chemicals, like sulfur and carbon black. This is where most of a tire鈥檚 performance is achieved. Different performance metrics, like what kinds of surfaces a tire can grip or how many miles it鈥檒l last, are achieved in the compound. This can make visually assessing a tire difficult, since all you see is black rubber.

That rubber compound and carcass are then combined in a mold, which also forms the shape of the tire鈥檚 tread and sidewall. The deeper the tread (typically expressed in fractions of an inch), the better its pattern will grip loose surfaces and clear standing water. Tread depth also indicates how much rubber has been applied to the carcass. The thicker the rubber, the more miles it will last and the better the tire will be at resisting punctures.

The pattern in which a tire鈥檚 tread is molded is also determines how it can clear water or mud, hang onto snow (the best material for gripping snow is more snow), and mechanically key with off-road surfaces. More open patterns also tend to be noisier, as they catch more air as they spin.

Performance is a combination of all those factors: the carcass鈥檚 flexibility, the chemical properties of the rubber compound, and the pattern and depth of the tread.

Decoding the Sidewall

How do you determine if a tire is designed for your vehicle, and the conditions in which you plan to drive? Every tire tells you that exact information, right on its sidewall. There鈥檚 a lot of information on a tire鈥檚 sidewall; here’s what’s most important to drivers of normal cars, crossovers, trucks and SUVs, who use their vehicles on and off-road and in winter weather.

Tire Size

The first and most important piece of information is the tire size. On passenger car tires, these will be expressed in metric form, with a size like 265/70R18: 鈥�265鈥� is the tire鈥檚 width in millimeters and 鈥�70鈥� is the tire鈥檚 aspect ratio鈥攐r the height measured from the outer rim to the tread, as a percentage of its width. The 鈥淩鈥� stands for radial, and is a type of carcass now universal. The 鈥�18鈥� is the diameter of the wheel the tire is designed to fit.

On some larger trucks and 4x4s, you may find the tire size listed in imperial measurements. Those will read something like 35×12.5R18. These are much easier to read, with 35 being the tire鈥檚 outside diameter (in inches), 12.5 being its width, and 18 its wheel diameter.

In almost all cases, you鈥檙e going to be best off sticking with this stock size, or something very close to it. Sometimes a minor change in tire size of only a few millimeters will net you a greater variety of choice, or lower prices. will help you compare sizes. If you are modifying your 4×4 to prioritize off-road performance, I wrote about choosing upsize tires and the formulas you need to calculate their performance in this piece, a few years ago.

Date Code

Then, there’s the tire鈥檚 date code. Tires are designed to last six years from their time of manufacture. Beyond that date, tires can begin to experience invisible damage that may lead to sudden and total failure. Running old tires risks your life, as well as those of your passengers and other drivers.

You鈥檒l find the tire鈥檚 date of manufacture in the last four digits of its DOT code. Just look for the letters 鈥淒OT鈥� on a tire鈥檚 sidewall, then skip to the last four digits in the series of numbers that follows it. The first two digits there will be the week (of 52) in a given year when that tire was made, and the last two digits are the year. So, 鈥�4623鈥� means the tire was made on the 46th week of 2023, and it鈥檒l be safe to run that tire until November, 2029.

Load Rating

On passenger car tires, load rating is listed as a three-digit number. On light truck tires, it鈥檚 a letter, running from A to F. It’s all a bit complicated, and you鈥檙e probably better off using your smartphone to look up the tire鈥檚 spec sheet on its manufacturer鈥檚 website, where its load is listed as a plain number of pounds.

That data is mostly relevant if you鈥檙e planing to tow a heavy trailer or try and carry a heavy camper. But, it鈥檚 also relevant information in that you want to match a tire鈥檚 load rating as closely as possible to your vehicle鈥檚 gross weight rating. Running too strong a tire will impair ride quality and grip.

Much more easy to decipher are pictorial sidewall stamps, some of which include:

• All-Season: These are the cheapest possible tires, with the least possible performance. They begin to lose grip even on dry pavement as temperatures fall past 45 degrees Fahrenheit. If your vehicle is equipped with these, replace them at the earliest possible opportunity.
• M+S: This stands for 鈥渕ud and snow鈥� and indicates that a two-dimensional representation of the tire鈥檚 tread pattern contains at least a 20:80 ratio of void to lug. No physical test of a tire鈥檚 performance is conducted, and this stamp does not guarantee that a tire will perform safely in mud or snow.
• Three Peak Mountain Snowflake: This indicates a test has been performed in which the tire has demonstrated at least ten percent superior acceleration traction on packed snow compared to the industry鈥檚 Standard Reference Test Tire (SRTT). The SRTT is loosely equivalent to the cheapest possible all-season tire from a decade or more ago; ten percent is not a significant advantage, and packed snow is far from the only slippery surface you鈥檒l find in winter.
• Ice Grip: A new symbol that began rolling out on tires in 2023, this indicates that a tire has passed a test in which its braking distances are at least 18 percent shorter than the SRTT on bare ice. This is the only sidewall stamp that indicates a tire will be safe to use in winter conditions.

Common Tire Mistakes

In addition to selecting a tire, you need use it correctly. Avoid these common pitfalls to get the most from your tires.

1. Not Calculating Correct Pressures

Air pressure inside the tire is what supports the weight of your vehicle. As you add load in the form of cargo, a camper, a trailer, or anything else, the weight your tires need to support increases, and with it the pressure in your tires. The same is true as you fit larger tires or ones with higher load ratings. Failing to calculate the right pressures can cause disappointment when people change tires and experience poor or unpredictable handling. Here’s where to .

2. Failing to Check and Adjust Pressures

All tires will lose air over time, and pressures will change with ambient temperature and elevation. You need to adjust pressures to set your tires up to perform on different surfaces. If you are not airing down when you leave pavement, you are setting yourself up for failure.

3. Only Buying Four Tires

Failing to run a matching spare tire within its safe lifespan is setting yourself up for disaster. In a best case scenario, this will force you to immediately seek out a tire shop in the event of a puncture. In a worst case, it will leave you stranded.

4. Not Planning Ahead

What鈥檚 going to be crowded the day before the first big snowstorm hits? Your local tire shop. Set yourself up to perform seasonal tire swaps yourself by having them mounted to a dedicated set of wheels, or pick a date on the calendar and book yourself a time slot well in advance of any rush. The same goes for replacing worn out tires. The best time to select, shop for, and mount a set of replacement tires is before the old ones wear out, not after they鈥檝e left you stranded in the middle of nowhere.

5. Believing Groupthink

A colleague texted me the other day asking if some piece of conventional wisdom鈥攖hat E-rated LTs are the best option off-road鈥攚as actually true. I was flabbergasted. Check your sources, and take advantage of good information.

6. Not Running Winter Tires

I鈥檓 never going to stop trying to hammer this point home. If you plan to drive in winter conditions, you must run a real winter tire. There is no substitute, either for your own safety, or for that of the rest of us with whom you share the road.

Wes Siler, our longtime outdoor lifestyle columnist, is a trained racing driver who has organized long-distance off-road trips across six continents. You can ask him for help selecting the right tires for your unique needs, or with any other outdoor topic, by subscribing to .

The post Tires Are the Most Important Part on Any 国产吃瓜黑料mobile. Yours Probably Aren鈥檛 Good Enough. appeared first on 国产吃瓜黑料 Online.

The was airborne for what felt like an eternity, all four wheels spinning free above the rutted Baja-style course in Gateway, Colorado. When it landed鈥攚ith the kind of composed thud that suggests serious engineering鈥擨 realized this wasn’t the sanitized suburban warrior that prowls drop-off lines from the Hamptons to Malibu. This was something else entirely: a machine that looks like it drinks creatine, camps, and can quote T.S. Eliot.

The Octa represents Land Rover’s attempt to build a Defender that can haul ass as well as haul gear in style. With 626 horsepower, twin-turbo V8 fury, and a 0-60 time of 3.8 seconds, it’s genuinely impressive, especially for a 5,950 off-roader. A special “Octa Mode” optimizes suspension and braking for driving fast and hard on dirt鈥攅ssentially a doctorate in controlled violence. But it isn’t all specs and swagger. Land Rover invited us to drive it the way it was intended鈥攈ard, fast, and on gnarly trails where cell service is as scarce as the uranium once mined from these hills.

These weren’t roads in any conventional sense鈥攖hey were battle scars left by miners decades ago, serpentine ribbons of dirt and rock that would leave most vehicles with broken axles and wounded pride. The Octa attacked with predatory confidence. Where lesser machines would buck and complain, the Defender floated over washboard surfaces with supernatural smoothness. The suspension absorbed impacts that should have rattled my teeth loose, transforming punishment into poetry.

As we climbed higher, the landscape unfolded like a geological love letter written in sandstone and shadow. Century-old junipers, twisted by wind into natural bonsai, stood sentinel along ridgelines. These weren’t manicured suburban specimens; these were survivors, shaped by hardship into beauty. The views stretched to horizons that seemed to exist in another millennium, unspoiled and vast in a way that makes you remember why we venture into wilderness. I felt guilt for not using human power to earn this view. But would I have absorbed the poetic resonance of this panorama after hiking through 100-degree heat? Yeah, no. I sat back into the AC and felt less guilty. Sometimes enlightenment comes with climate control.

And then there was a river crossing.

The water was deeper than it looked鈥攊t always is. As we descended into the current, I felt the Octa’s weight shift, felt the river’s insistent push. The guides had briefed us: windows down, seatbelts undone, ready to bail. For a moment, as water crept up the sides, I wondered if I’d made a terrible mistake.

But the Defender proved it could wade up to 3.3 feet deep, even without a snorkel鈥攖wice the original’s wading depth. We emerged on the far bank with water streaming from wheel wells. If there was any justification for bringing a car into the wilderness, there it was on the grins plastered across our faces.

While most Octa owners will be content letting it one-up G-wagen owners at the Erewhon parking lot, it was built for moments when you’re wondering if you’ve finally bitten off more than you can chew鈥攁nd discovering you haven’t.

Technical Information: Land Rover Defender Octa

Engine

4.4L turbocharged V-8
8-speed automatic
626 hp @ 7000 rpm
590 lb-ft @ 1800 rpm

Speed

Top speed 155 mph
0-60 mph in 3.84 seconds

Price

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For years, I thought a two-wheel-drive (2WD) van wasn鈥檛 capable of getting me to the places I like to camp the most: dispersed sites at the end of long, rough forest service roads somewhere in Northern New Mexico. But last summer, I spent a month driving one on backroads and was pleasantly surprised by where it could go. More importantly, I took a hard look at where I actually spend the most time traveling and realized that while yes, there are absolutely situations in which four-wheel drive (4WD) is necessary, most of the time I didn鈥檛 need it.

After my time in a Ram Promaster van last summer, I spent the fall hunting season playing 鈥�4WD or Not?鈥濃�攁 game I made up to estimate how many times I actually put my truck in 4WD during hunting trips (when I spend the most amount of time driving off pavement), and whether a 2WD vehicle would鈥檝e sufficed. Between seven different trips, I threw the truck in 4WD only three times鈥攐nce when I encountered wet and sloppy roads, once when unexpected snow storm moved in, and once when I drove up an incredibly steep section of road while scouting for mule deer. There was only one situation in which I鈥檓 certain a 2WD vehicle would not have made it.

While a 2WD van can鈥檛 go everywhere a 4WD vehicle can (which has more to do with ground clearance, approach, breakover and departure angles, and suspension flex than it does with the vehicle鈥檚 drivetrain), it can get you most places. To make it better suited for off-road travel, I鈥檝e made some modifications to the Promaster in the last six months while keeping a van鈥檚 inherent limitations in mind. If you own a 2WD van and are interested in making it more capable, here鈥檚 what I鈥檇 recommend.

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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

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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.

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Be it bad reality TV, romance novels, or video games, everybody has a guilty pleasure. Mine is scrolling Craigslist and Facebook Marketplace for adventure rig classifieds.

I love gawking at cool 4x4s, RVs, trailers, 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 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 used trailers, campers, RVs, and adventure rigs 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’ve decided to highlight 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 when shopping for a used camper, trailer, or RV, and how to find a good deal on a rig.

These little hard-sided, pop-up trailers are seriously underrated in my book. My buddy owns a 2011 Aliner Ranger 12鈥攈e bought it for less than $10K in 2015, paid a welder $600 to add a metal subframe that gave the camper 4 inches of lift, and added the biggest all-terrain tires he could fit. (We made a video about that rig several years ago if you want a more in-depth look). He鈥檚 logged many miles on rough dirt roads and spent an untold number of nights in his Aliner for mountain biking, hunting, and skiing trips, and he鈥檚 not precious about where he takes that thing. Campers are tools, not jewels, after all. All things considered, it has held up great over the past 10 years.

The real beauty of these Aliners is their folding hard sides鈥攜ou get a pop-up trailer that鈥檒l fit in your garage and keeps a low profile while towing, but has hard walls and offers way more protection from the elements than typical pop-ups with sides made from tent material. This one, , is 18-feet long and weighs around 2000 lbs.

It has one 60-by-80-inch bed and a dinette on the other side that transforms into a 40-by-80-inch bed, so it can easily sleep three adults, or two adults and two kids. Best of all, this one has a dormer above the dinette that provides significantly more head room when you鈥檙e eating at the table.

This Aliner looks like it鈥檚 in great shape and also has the off-road package. It鈥檚 priced reasonably, and it鈥檇 be the perfect candidate for a lift, solar panels, and bigger tires. With those mods, you鈥檇 have a go-anywhere, four-season camper that鈥檒l last a long time without breaking the bank.

Most folks probably don鈥檛 think of 24-foot Class C RVs as being worthy of the 鈥渁dventure rig鈥� moniker, but there鈥檚 an argument to be made here鈥攕tay with me.

At 24-feet long, it’s only a foot or two longer than a Sprinter, but obviously offers significantly more living space inside. It鈥檚 also built on a Ford E450 chassis, which means parts are cheap, and it鈥檚 relatively easy to service. This one has a highly sought-after 7.3L Power Stroke diesel engine that is renowned for its longevity and reliability. With only 48,000 miles on it, it has plenty of life left (they鈥檙e known to last for 500,000+).

While these were never sold with four-wheel drive (4WD) from the factory, aftermarket upfitter converts many Class C RV鈥檚 like this one to 4WD and turns them into pretty incredible off-road machines. Here鈥檚 a of a similar rig that U-Joint converted in 2024. Conversions start around $30,000, so while it鈥檚 not cheap to make these RVs into 4WD machines, once you do you basically have a very capable expedition rig. In this model鈥檚 case, you would still have spent far less money than a significantly less capable Sprinter would鈥檝e cost.

The really special thing about this rig is that it鈥檚 a . The brand has a bit of an obsessive fanbase, and are well known for making some of the highest quality trailers, truck campers, and Class C RVs on the market. The body itself is made from fiberglass and very well insulated, and all the cabinetry inside is solid oak (versus the particle board many modern RV cabinets are made from). This rig sleeps four鈥攖here鈥檚 a fixed RV queen-size bed in the back, the dinette converts into a bed, and you can create a small bed in the cabover section, too.

Given the low mileage and solid-looking condition of this Class C, it鈥檇 be a great contender for a FWD conversion. The interior is dated, but with a little paint and some other updates, you could have a pretty killer adventure mobile for around $60K all-in (or just keep it as a 2WD and enjoy as-is).

1996 Chinook E-350 Concourse $24,000

Here鈥檚 another cool option in the same vein as the Bigfoot. has been making motorhomes since 1938, and their rigs are some of the most sought-after Class Bs on the market. The company was one of the first RV manufacturers to use fiberglass construction, and they have a reputation for being very well built.

Some of the most coveted versions include the ones built on , but I really like the late 鈥�90s-early 2000s Ford models, too. Like the Bigfoot, to 4WD, and given this one鈥檚 low mileage, it鈥檇 likely be a great candidate.

It has a full-size bed in the back, a full wet bath, refrigerator, microwave, and a lot more space inside than a Sprinter. This particular Chinook Concourse is less than 22-feet long, built on a Ford E-350 platform, and is also listed for significantly less money than you can , despite having only 50K miles on it. Another fact worth highlighting: Once you convert them to 4WD, their .

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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.

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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.

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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

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