If you’ve never looked into the weight of your own 4WD, it can be a slippery slope. By the time you add a bit of gear, some modifications and the usual passengers in your vehicle can easily be over weight. That doesn’t even consider tow ball weight, which is one of the easiest ways to be overweight.
Fortunately, you have a number of avenues to go down, which are all worth considering. Weight in general is bad; it hurts your economy, increases stresses and makes 4WDing more difficult. In this post, we cover a huge range of 4WD weight related topics.
I’m very curious to know how many of you know what your 4WD weighs with no gear in it, and when it is loaded up for a trip away. In Australia, all 4WD’s come out with a GVM, Pay load, GCM and Towing Capacity. If you exceed these, you risk damaging your vehicle, having an accident and voiding your 4WD insurance.
Every day there are arguments, questions and lengthy discussions about what is legal when it comes to towing with a 4WD, and every guide I’ve ever read has not made things overly simple or clear. There is a lot more to towing capacity than just the one rating, and lots of people don’t understand this.
Not too long ago we had our Isuzu Dmax and Reconn R2 Hybrid Camper weighed by a mobile weighing service, and the results were surprising. Even with a GVM upgrade and a light trailer, we were almost overweight. This just reinforces how many others would be well and truly overweight. Want to know more? Have a read of this post.
There’s a lot of little nuances when it comes to making sure your 4WD is legal, and one of them is axle weights. Just because you are under the GVM figure doesn’t mean you are out of the woods yet. To find out more, check this out.
A few months ago, I was backed into a corner with the weight of my Isuzu Dmax. It was going to be over weight at the end of the build and no matter what I thought of the only real solution was to get a GVM Upgrade. This was done by ARB using an Old Man Emu suspension package.
Tow ball weight is one of the easiest ways to bend or break something, let alone the huge issue it creates in overloading many 4WD’s. If you add 200kg of tow ball weight, you can apply nearly 300kg on the rear axle due to leverage, and that can be a problem real quick. Want to know more about Tow Ball Weight? Check this out.
Buying a 4WD is a pretty big decision, and once you start looking into it you’ll see its just the beginning of a myriad of choices you’ll need to make.
Petrol vs Diesel? Automatic vs Manual? Ute vs Wagon? New vs old? The list keeps going, and ultimately, you should be looking for a vehicle that is going to suit your requirements as best as possible.
Weights have become a major topic in the 4WD, Caravanning and Camping world today, and for good reason. It’s almost impossible to set a 4WD up for exploring this great country without it being over weight.
When it comes to weights, there’s a couple that are more important than others, and unsprung weight is one of them. It affects how hard your suspension works, and can have a pretty big affect on general wear and tear.
How much weight do you have on your roof racks? Do you know what roof capacity your 4WD has? Do you know what the on road and off road rating is of your roof racks? Roof Racks are a great option for storage, but there’s some pretty severe limitation to what you can do with them. Want to know more? Check out our roof rack post.
There’s been a huge number of Utes with bent chassis over the last few years, and it comes down to a range of different factors. Ultimately its avoidable, on a number of fronts, but the aftermarket industry does no favours in increasing GVM and GCM ratings to crazy levels. Is your Ute likely to get a bent chassis? Find out more here!
When it comes time to take your 4WD on the holiday you’ve been planning for months, the packing can be a bit of a nightmare. Out come the clothes bags, the food tubs, drinks, toys, fishing gear, jerry cans, more bags and the list goes on and on.
You can stand there, wondering how on earth you are going to fit it all in, or just get cracking and see how you go. What happens though, if it doesn’t all fit?
In my opinion, too many people today are using 4WD’s to do a job they were never really designed to do. When I say 4WD’s, I’m referring to anything from a Suzuki Sierra through to a full size wagon like a Y62 Nissan Patrol or 200 Series Land Cruiser.
Before buying the Dmax, I sat down and made a spreadsheet covering the accessories and modifications that I wanted to put on the 4WD, as part of building it into a comfortable, reliable and mildly capable tourer.
A GVM upgrade was never on the cards, but I’ve ended up with one.
A lot of people replace the factory suspension in their 4WD with something aftermarket. This is done for a huge number of reasons, but I feel that a lot of changes that get made aren’t always fully understood. Every single modification you do has a long list of downsides, and its important to consider things from a balanced perspective.
Today, we are looking at what unsprung weight is in relation to 4WD’s, and why its so important that you think about it before making changes.
Dual cab Utes are super popular, and for good reason. They are extremely versatile, and can do the job of two different cars fairly easily. However, as part of the package, you get a lot of tray or tub that sits behind the rear axle, and this can be very, very bad.