Impressive Fuso FM 4WD Expedition Rig

[mhiscox]

Darrin Fink has been an acquaintance of mine since I first imported my Unimog, and I've watched with interest as he completed his U1300 camper and the Fuso FG camper that Tom Davies now owns. Lately, he's been building a pair of larger campers that he based on the 26K-lb. GVWR Fuso FM. He just finished the first of those campers last week and delivered it to his client.

It's a nice piece of work, to my mind. A top-flight 4WD conversion, a very strong 17'-long composite cabin, and top-flight mechanical and electrical systems, including both solar and a 7.5KW diesel generator. I personally am very fond of the trick stairs, which Darrin fabbed himself to retract under the floor.

Quite a nice piece of work in any event, but when you figure that it's pretty much the inspiration, organization and expertise of one guy, it's a helluva piece of work.

(Click for larger image)

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There's some more pictures and some information at Darrin's company website:

http://www.ruf-inc.com

[haven]

It's great to see Darrin Fink's hard work and determination pay off at last!

Darrin told me by email that he might be talked into selling the bare Mitsubishi FM260 cab/chassis with his 4x4 conversion for about $85,000 (probably $90,000 or more today, due to the expensive emissions control systems on 2008 diesel trucks).

Mike, do you have a ballpark estimate of the cost of the finished AATREC FM204 camper?

Chip Haven

[haven]

Looking closer at the photo Mike provided, I'm surprised that the steering tie rod is the lowest part of the front suspension. Time for a "Hy-Steer" kit!

I read somewhere that the conversion of the FM260 chassis was performed by Tulsa Truck Manufacturing in Oklahoma. Mike, can you confirm?

Chip Haven

[mhiscox]

Chip wrote:

Mike, do you have a ballpark estimate of the cost of the finished AATREC FM204 camper?
Only in the roughest terms . . . so don't anybody go to Darrin saying "Mike said it would cost this . . ." ;)

I'm going to GUESS that it's considerably closer to a quarter-milllion than a half-million, but I doubt that anything close to the current level of sophistication could be done under a quarter-million. Lots of top-flight components, and tens of thousands just in the drivetrain mods and composite shell.

Darrin's unusual in that he builds these campers only because he can and because he wants too, so unlike companies like EarthRoamer or UNICAT America, he may not have a great handle on his actual costs. I kind of doubt he's charging reasonably for his shop space or utilities or other fixed costs, so his campers may actually end up being something of a bargain.

I will tell you this much . . . if you are an advocate of big cabover trucks (as I am) it's good to see this big Fuso hit the streets. Overall, the LWH form factor isn't much different than an EarthRoamer XV-LT or the MTX-based UNICAT we've been discussing, but the shorter bumper-to-back-of-cab measurement on the Fuso allows a MUCH bigger cabin and there's no need to resort to a cabover bed. (I've been in apartments with smaller kitchens. :))

[mhiscox]

I read somewhere that the conversion of the FM260 chassis was performed by Tulsa Truck Manufacturing in Oklahoma. Mike, can you confirm? Chip,
Nah, probably wasn't Tulsa Truck. Darrin doesn't like them because they'll do single rear wheel conversions on trucks when the manufacturer doesn't approve and then people call Darrin and say "How come you won't put on singles; Tulsa Truck will." (:hehe: TONGUE-IN-CHEEK!!!)

Darrin's at his Mom's now. I'll find out and report back to you . . . unless it's some big secret.)

[Michael Slade]

Wow, pretty sweet!

Now that I'm in a position to actually keep my CrewCab for a while, I am mildly entertaining the idea of having a new rear box made and having it be a camper.

I wonder what one would cost to design fab and ship out to me. My measurements really couldn't exceed 7wx6.5hx8.5l

Anyone wanna play with that space and make a design?

I have lusted after the Mitsu cab-over 4x4's for many years. That one is super-duper awesome!

[mhiscox]

I found an e-mail from Darrin where he told me about developing the axles. He actually hired consulting engineers and checked out about a million possible options. Ended up having to have the components specially built for him from Dana Corporation, down to the diff locks and brakes. Got his own specification and build number . . . after about a year and a half of working with them.

BTW, there probably won't be any more exactly like these in that Fuso isn't making an FM260 these days, just an FM330. Their 26K GVWR truck is now an FK260, so instead of deriving from the heavier truck, it now shares components with the FK200. It's not clear that the lighter specification is bad (and you can get a shorter wheelbase) but you do get a lighter truck, narrower tires, an Allison 2200 instead of the 3000, and a couple of other changes. Just FYI, for all those of you looking to rush right out to get your own giant cabover. :)

[boblynch]

Mike do you have any interior pics and/or additional build info? Would like to learn more about this vehicle.

[mhiscox]

boblynch wrote:

Mike do you have any interior pics and/or additional build info? Would like to learn more about this vehicle.
I know a few more things about it, but I don't have any interior pictures. I've got to believe Darrin has some, though, so I'll write and see if I can shake some loose. Don't know whether he is back from his Mom's yet, though.

As I mentioned, that cabin is 17 feet long. Camper Mog was 13.5, and it seemed incredibly plush. This Fuso rig really is the kind of thing that a couple or family can spend months in without killing each other (something you can't say about a lot of expedition vehicles). ;)

[mhiscox]

Darrin got back to Wyoming and ponied up a few interior pictures of the new FM camper he just delivered. Actually, they were taken a bit before completion as he was working to get things finished.

He has a professional custom woodworker he employs, which helps explain the more intricate and clever cabinetry than most of us would attempt.

The picture of the panel will give you an idea of the extent of the systems, all top-flight stuff.

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[haven]

I visited Darrin Fink's RUF-Inc web pages tonight, and was pleased
to see that he has posted new photos of his Fuso FM-based
expedition vehicle. According to the web site, this is the fifth
such camper Darrin has constructed.

http://i188.photobucket.com/albums/z241/expeditioncampers/aatrec-fm204-2.jpg

http://i188.photobucket.com/albums/z241/expeditioncampers/aatrec-fm204-1.jpg

In brief, Darrin buys a Fuso FM cab/chassis, which comes stock
with a 26,000 lbs GVWR and rear wheel drive. Darrin shortens
the chassis a couple of feet to reduce rear overhang. Then he
converts the FM to 4x4. A custom camper is added, mounted to
a torsion-free subframe, and delivered to the lucky customer.

The process, of course, is more complicated than this. Details can
be found on the RUF-Inc web site, http://www.ruf-inc.com

Darrin's demonstrator camper is currently listed for sale. This
unit is based on the 2007 Fuso FM, meaning it does not require
ultra-low sulfur diesel fuel. This would be a great choice for anyone
planning to visit destinations outside USA and Canada. Read about
the camper here
http://www.ruf-inc.com/sales.htm

Chip Haven

[daniel ruops]

My wife and I purchased the first FM 260 that Darrin built 1.5 years ago. Darrin is a mechanical genius who individually, is the equal of the the entire engineering departments of Unicat and Action Mobil. We will be eternally grateful to him and his work.

[haven]

Daniel,

Please share some photos of your vehicle.
Where have you traveled with your AATREC?

Chip Haven

[jmacjgm]

Mike,
Just curious if you know for sure whether Darrin is calling it quits or not. In his recent email to me, he expressed a bit of discontent over the ULSD requirements on the new Fusos.


"Unfortunately, I don't know where I'm going next. The new emissions laws translate into absolutely no US-market chassis that can be driven outside a ULSD country.

If you want Seitz windows, or Thetford cassette toilets, I'm your man. Otherwise, I doubt I'll be building any more AATRECs, or heavy AATREC components."

Regretfully,

Darrin


I would hate for this to be true as it would be a great loss to us all. Darrin is a genius.

[dzzz]

I'm not sure why he has to build on new trucks.

[kerry]

I'm not sure why he has to build on new trucks.

My thought exactly. Europeans built a lot on used trucks.

[jmacjgm]

Darrin spoke of not actually "needing" to build these vehicles. He said he was "bloody tired" of it.
I think we have to remember, there isn't a large profit margin on these vehicles and sometimes it gets to be a pain in the @$$ dealing with all the new emission controls. Many of us would LOVE to have one of his rigs, but I doubt everyone is willing or able to front the cash.

[mhiscox]

There are three important things to remember about Darrin. One is that he doesn't really run a business building campers. He doesn't track overhead, pay himself, account for the electricity, amortize the tools, etc. My personal guess is that he's never made any money on the campers if he takes his true costs into account. He only built them because he knew how and was good at it and enjoyed seeing what he could do.

The second thing is that Darrin is no fan of modern emission-controlled engines. He likes to be able to understand what's wrong when something isn't right, and you can't do that with modern cars and trucks. (The newest car he has anything good to say about was the mid-80s M-Benz diesel sedans.) So there's no chassis out there now that he's enthusiastic about using and there may never be again.

And the third thing is that he has plenty of other stuff to occupy his time. Beyond having a 9000-acre property to manage, he has an old Land Cruiser to rebuild, a Paris-Dakar Porsche, several Mogs, etc. So he thinks he has plenty to do.

All this said, though, he is very talented and experienced builder and I'm not ready to believe that he will never build another rig. It would likely take the right client, though, maybe one willing to start with a pre-2007-engineed chassis and one with enough money to do the job right. And someone who shares Darrin's rigorous engineering standards. Darrin doesn't put singles on an FG because Fuso's engineers told him not too, and he's not likely to ever disconnect factory equipment because of the liability that might result, and he's going to need a client who buys into his rigorous approach.

All in all, he doesn't see how building another camper advantages him, but that view might not last forever. Michael Jordon missed playing basketball enough to unretire; maybe in a while Darrin will unretire and build something new. Or not. :)

[kerry]

(The newest car he has anything good to say about was the mid-80s M-Benz diesel sedans.)

In my opinion, he is a very wise man. (by the way, I happen to currently own 2 of the aforementioned vehicles and have owned two motorhomes/campers with the same engines:))

[DzlToy]

So buy something like this 2001 Fuso FM for 15 grand:

http://www.truckpaper.com/listingsdetail/detail.aspx?OHID=2198327

Sell the lift gate and box for a few grand and gut whatever is left. Install a mechanical 12 valve Cummins ISB, which can EASILY make 500hp and 1000 pound feet of torque, couple it to a medium duty transmission and transfer case and build the RV portion however you want.

Common suppliers like Eaton, Meritor, Rockwell, Cummins, Dana/Spicer, etc have offices and suppliers all over the world. You may not be able to walk into a Mitsubishi dealer in Uganda and get service, but you could get parts.

A truck like this could easily be made to fit Darrin's expectations of old fashioned, simple and straightforward and would solve all of the problems mentioned above and then some.

[mhiscox]

So buy something like this 2001 Fuso FM for 15 grand:

http://www.truckpaper.com/listingsdetail/detail.aspx?OHID=2198327

Sell the lift gate and box for a few grand and gut whatever is left. Install a mechanical 12 valve Cummins ISB, which can EASILY make 500hp and 1000 pound feet of torque, couple it to a medium duty transmission and transfer case and build the RV portion however you want.

Common suppliers like Eaton, Meritor, Rockwell, Cummins, Dana/Spicer, etc have offices and suppliers all over the world. You may not be able to walk into a Mitsubishi dealer in Uganda and get service, but you could get parts.

A truck like this could easily be made to fit Darrin's expectations of old fashioned, simple and straightforward and would solve all of the problems mentioned above and then some.
Boy, did he make that sound simple. :sombrero:

People with enough talent can do anything, but it might be worth noting that Fusos have less interchangability than you'd find among the PACCAR/International/Freightliner/big Ford/big GM conventionals. Part of this is the cabover design and part is the fact that the Asian diesel manufacturers design principally for their own engines.

Again, not saying that this sort of gut-and-rebuild process is impossible, but just for a frame of reference, it's considerably upwards of $20K to get Marmon-Harrington just to do the axle swaps on the Fuso FM to make it 4WD, and not easy to talk them into the one-off conversion in any event.

[gait]

even easier :) already done ........

http://cgi.ebay.com.au/ws/eBayISAPI.dll?ViewItem&item=140366310406&ssPageName=ADME:B:EF:AU:1123

[Amesz00]

youd probably be better off just winding up the boost on the stock motor, most jap trucks are tuned very conservatively and only run around 10psi boost...

[DzlToy]

I believe many customers would be happy to pay someone like Darrin to build an AATREC on an older simpler chassis, than on a 2010 model truck with crap that could cause problems or that they dont want . If your goal is to travel and explore, you dont want to be working on your truck. Simple is the best design.

12 valve Cummins motors came in and have been swapped into everything under the sun, they run on a few wires and have tons of options for transmissions. Making gauges and such work is straightforward, as is upgrading axles, suspension, etc, when you are building a fully custom vehicle as Darrin does. From what I know about Darrin, I do not believe that he would have any trouble with any of this. If you are so inclined, leave the stock driveline intact, turning the pump up a little if you want more power. For me, 200hp is not adequate for a large AATREC type truck that probably weighs at least 15-20k pounds.

My point was simply that one could assemble a custom truck following his philosophy of simple/basic design and have a quality, capable custom vehicle on an older/used chassis. Someone like Darrin who does not like the new ones, should also keep costs down (be more competitive) by paying 10-20k for a used chassis instead of 50-60 grand for a new one.

I would never pay MH anything near $20K for a 4wd conversion, but that's just me.

Flame suit on.