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Introduction
When we were in our mid twenties,
we packed our rucksacks, flew to Europe, bought a little Citroen
2CV car in Paris and proceeded to travel around Europe and America
for three years. When we finally shipped it back to South Africa,
from Argentina, virtually the only additional items we had added
were tools and spares for the car. So we are fully aware of the
advantages of travelling light, but also of the disadvantages and
hardships. When young and fit, one can take it, or, as most long
distance journeys have a finite, relatively short (3 to 12 months)
time duration, one can look forward to when it ends, even if not
admitting it openly! Over subsequent years we travelled
extensively in Southern Africa by Land Rover. We also did another
one year journey around South America, when our daughters were 4
& 6 years old. (We started with a Land Rover FC motor home, but
it was wrecked on the ship. Thus we did it in a Brazilian made
camper. But that is another story).
When, 30 years after the 2CV
journey, we were planning this one, our prerequisites had changed.
The vehicle had to comply with the following, non-negotiable,
requirements: We wanted to be on the road for many years, with few
interruptions to recover. Because of this, we wanted to have all
the comforts of home living. Due to financial constraints and lack
of facilities in places where we like to go, we could not rely on
using hotels or restaurants, other than to sample the local
cuisine. The vehicle had to be able to go anywhere that any
wheeled vehicle could go, which meant that it had to be compact
and powerful with 4WD and high ground clearance. Since we wanted
to go to some of the most remote places on earth, it had to be
able to carry an adequate supply of fuel, water, food, etc., to do
so with a margin of safety. As we usually travel alone, this then
also means that we have to be as self-sufficient as absolutely
possible, particularly in terms of maintenance. Consequently it
also has to carry all equipment, tools and spares necessary to
handle virtually any situation which may arise in some obscure
corner of any of six continents. The vehicle we ended up with,
meets all of the above requirements!
This was proved by the fact that by
the time we commenced the Americas part of our journey, we had
traversed Africa, the Middle East, Eastern Europe, Russia, Asia
and Australia. The actually on the road time (excluding home
visits) was over 3˝ years, through 65 countries, over 154 000km
of roads, including some of the roughest and remotest to be had
anywhere. The catch is that you either pay the fortune that
international builders of such vehicles charge or you build it
yourself, as I did.
DIPLI - Land Rover Forward
Control Series 2B
At the time when the vehicle had to
be constructed, I had been a Land Rover enthusiast for over 30
years, so it was the natural choice. The problem was that no
off-the-floor model fully met all of the above requirements, but
the Forward Control came closest. As only 2300 of the Series 2B
were made by Land Rover at the turn of the 60s decade, they are
also practically collector's items. About 500 of them had been
supplied to the South African Army and many were fitted with,
aluminium framed and covered, panel-van type bodies. This was the
ideal starting point. Although the vehicle as originally made,
could be used for the purpose in mind, it would have meant too
many compromises with our abovementioned stringent requirements.
So I set about extensively modifying it: The entire body shell was
taken apart and, by use of much aluminium welding, re-assembled to
have windows and hatches where required and an internal standing
headroom of 2m. This also provided sufficient height for a double
Luton bed above the cab (in case we had overnight visitors, which
we did.) The interior caravan furnishings were professionally done
and included: A rear dinette which converts to a double bed; a
kitchen unit with 2 burner gas stove and grill, sink with gas
geyser, fridge, freezer; cubicle with cassette chemical toilet,
hand basin, hot shower, water filtration & sterilization unit;
numerous lockers. Some rough calculations showed that by the time
we had added all that we wanted to and with a full load of fuel
and supplies, the gross mass would be about 2 tons over the
capacity stated by Land Rover. Consequently some serious mechanical
modifications were called for:
The engine I decided on was
the GMC 6,5 litre V8 Diesel, naturally aspirated. This was to
obtain an acceptable road speed and incline capability with 5,5
tons gross. A gearbox which could handle the engine's
torque, with selectable 2 or 4 wheel drive and a good spread of
high and low range, was ex the Toyota Landcruiser 4,5l petrol. I
tried to obtain heavier duty axles, but in South Africa
nothing suitable was available. They either provided no
improvement in load capacity or were so large as to be unusable.
The closest was from a Bedford 4wd truck, but the track was so
wide that the wheels would have run outside the body! Hence I
decided to go with what it had, knowing that much
on-the-road-maintenance would be needed. My expectations were well
exceeded!
When reading Leoné's account of
the first part of our route, from South Africa to Germany, it will
be noticed that she frequently mentions breakdowns involving the
axles. The reason for this is obvious: we were overloaded in terms
of the design load capacity of the Land Rover axles. I solved this
problem permanently by installing axles with a heavier load
rating.
Having finally reached Germany, I
bought axles with all the right specifications of load and track
width and have not looked back. Note that regardless of which make
of vehicle is used, many spares would be required over say 160
000km on often rough roads. They would also mostly not be readily
available where one needed them. I therefore worked on the
principle of carrying whatever I could foresee might be required,
and then replacing whatever had been used at the earliest
opportunity. I estimate that I have needed about 75% of the items
I carry. (Of course I do not carry duplicate spares enough for the
entire journey). The alternative, of waiting until something
breaks or wears out and then having to cope with third world
communications and languages to obtain the part, at great cost,
from across the world, after paying to be towed in, just does not
appeal to me! (Since replacing the axles 100000km ago, this
scenario only happened to me once, as one cannot carry
everything!).
Summary of overland
vehicle additions:
Electrical
system:
Solar Panels: 4x75W
(Siemens)
Solar Regulator: 30A with charge & load protection (ProStar)
Alternator: 12V/135A, 220V/2500W, welding 185A (Unipower)
Split battery charging: (National Luna)
Battery charger ex 220V: 15A
Generator: 650W (Honda)
Batteries: 3x105Ah deep cycle (Delco Voyager); 1x140Ah
(685) for engine.
Battery isolators: (Very heavy duty to handle starter motor
current)
Freezer: 80 litre upright, 80mm wall thickness (Minus 40)
Fridge: 84 litre, front opening (Isotherm)
Inverter: 250W (ProWatt)
Radio/cassette/cd player
Lights, fans, water pump
Note
that brand names quoted are simply what I used and does not
necessarily constitute endorsement of the product. There are
alternative makes available.
Security:
Camper rear door: upper
and lower dead bolt locks, internal sliding bolt.
Front doors: external original locks, internal sliding
bolts + padlocks.
Hinges on old Land Rovers: weld nuts to hinge pins, fit
epoxy filled cap screws.
Windows: Padlocked sand ladders or steel mesh screens, over
all of them.
Windscreen: Now 13mm thick (4 layers glass) laminated
shatterproof glass.
Previously padlocked steel mesh screen for shipping or
longer parking.
Padlocks: keyed alike, on all external items and screens.
(We use up to 44)
Hidden door keys: magnetic holder on chassis.
Safe: bolted on in very well hidden position.
Fire extinguishers: In cab and in rear.
Security spray (Oleocapsicum): At all doors & above
bed.
(We
may not have survived in Poland if it were not for this).
Self-recovery:
Hi-lift jack: Fitted
mounting & jacking points.
Winch: Hydraulic, (& kit).
Attachment points for up-righting when overturned (I needed
them).
Axle diff locks, if side shafts can
handle it (I had to remove them).
Compressor: & tyre pump hose. (Useful for sand
driving).
Split wheel rims: To enable field repair of high (10,12,14)
ply rated tyres.
Lug/ road tread combination tyres: 2 spare wheels.
Vehicle
modifications:
Very high air intake
with ram & water release valve. (Height keeps dust out)
High capacity, two stage air filter. (Donaldson)
Electric radiator fans: 3x two-stage units (AEG/Audi) (4
thermal switches).
Radiator mesh screen: removable Nylon.
Oil cooler: (not mounted in front of radiator).
Fuel tanks: main 280 litres, reserve 65l. (1500km range).
Fuel filter system: sedimenter/water trap, filter, second
filter with water warn.
Exhaust system: straight through, but well muffled, large
diameter, s/steel.
Dual steering controls: takes 2 hours to switch between RHD
and LHD.
Power steering: ram type plus oil cooler for fluid which is
also used in winch.
Axle breather extension tubes.
Springs: re-inforce & modify for field blade change
(bolted vs. forged clamps)
Heavy duty shock absorbers: gas filled. (Black Diamond)
Mirrors: for all round view.
Spot lights: front & rear.
Head lamp stone guards.
Roof hatch: No roof carrier, only alu flat strips for if
tying on is needed.
Gas cylinders: 2x20kg, externally mounted
Lifting slings & ratcheted tie-down straps: To lift
vehicle into/out of container.
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