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We will be doing an F350 next... with flatbed. We have the F350 slide in available right now for purchase. Prices are on the website. Look at SKU A201300, follow the color code down to the price line on the spreadsheet pic provided on the website.

Thanks, Dan!

Great talking to you as well. Stay tuned... lots of great stuff coming in the near, near future!

I just released another video as a premiere, so jumping onto emails, now. 😀

Thank you for your feedback, as I personally consider it a gift. I have multiple videos explaining the differences in our subframes, how a our Zero Torsion subframe works, and we also show both an M1078 mil surplus vehicle and an F550 backing up a loading ramp dock with one rear tire on the ground and one riding up the ramp. These videos were both released over two years ago. The pivoting method is not new. This was designed decades ago for the UNIMOG, and it has been proven technology ever since. Perhaps you should lurk more... there is lots of information and educational videos that we have produced that you seem to have missed. You are also taking this video out of context. Because the bore ring not being in place, the axial thrust overcame the lock ring, where possible cracking could occur. Here we try to educate, even to a higher degree than anyone else who is doing pivoting anti-torsion subframes, and suddenly we are the bad-guys? Transparency is part of our company values because we respect those in the community that are not wanting sugar coated or watered down information. We are not afraid to make corrections or improvements and tell people about it. It just makes us have better products and increases the trust that overlanders in the OEV market desire. If anyone is looking for slick marketing, halve truths, and smoke and mirrors, I know several companies that will sell anything to you for cheap. But that is not who we are.

@@RVGlobeTrekker IDK how watching your video and asking a question is lurking but ok, I guess we're all lurking when we watch videos. Seems like an asinine comment but ok, youve always proven to be a asinine. I have watched a video where you back up a truck on a ramp and say see, it works. The recording was a fixed camera and didnt go around showing how this pivoting idea works at each corner. But you do you, dont show what we're asking to see and show how offended you get when we do ask. Im sure everyone can see your personality and attitude in your thin skinned replies.

For the 2.5" thick Expedition Series campers, yes. There may be a custom engineering fee, but it is normally not much.

@@RVGlobeTrekker Oh, alright. Thank you so much for replying!

We drove two trucks up a 4' loading ramp with one rear tire on the ramp and the other on the ground. I filmed a low angle to show the flat surface of the subframe while the truck was in torsional twist. Lasers on a deck do not prove anything, because the subframe will not remain level gravitationally to the Earth. It is easy enough to see how flat and torsion free the subframe is when you look at it on a low angle. We are not inventors of a pivoting subframe... that would be Mercedes on the UNIMOG decades ago, and there are many videos out there that can satisfy your curiosity. Although we would like to, we simply don't have the time or resources to fulfill everyone request and make proof of concept videos on tech that was not our own patented creation. Still, the proof is in the pudding. Does our Zero Torsion subframe keep the torsional twisting forces of the truck from out of the camper? You don't have to believe us... there are many resources you can use to find the answer to be, yes! Thank you for being an avid explorer and critical thinker... it keeps us all on our toes and makes us seek additional knowledge and wisdom. Cheers!

You are welcome to next year... we will most likely be there, Lord willing and the creek don't rise. Well, we'll go through the creek, but you get my point.

I hear from a squirrel out back that you are thinking about a future build for a certain Gladiator? :-D Oh my! More to come!

@@RVGlobeTrekker you never know but I still love the F550 Cabover build we did. Few more priorities ahead of a Jeep build but if/when I do it will 100% be a Globe Trekker product.

This is a 12' 4-point, meaning it has a crossmember pivot front and rear, and two axial pivots in the middle, topped with a platform we call the weldment. It is hot dip galvanized for inside and outside protection, and has two powder coat layers (one primer, and one hammer tone black). Subframe weldments can be powder coated in a range of colors for a small fee to cover the costs of the range of colors. It weighs 779 pounds.

Bill wanted me to add even more... I said, that will be for next time! So, when the Globe Trekker truck is finished, I'll post a walk through and slip in more photos from other builds. By the way, if you are reading this and have some cool Globe Trekker pics, please send them to marketingglobetrekker@gmail.com ...thank you!

In this case, the client wanted a garage under the bed for storage and for the electrical, plumbing, tanks, etc.. With these big campers, you don't have to be super concerned about space like in a sleeper cab for a big-rig. But space savers are always a good practice for getting more from the volume of living area that you have. Thanks for the thoughtful comment!

Those are coming! We hope to have much more progress completed by the next show.

@@RVGlobeTrekker Great, no ladders !

It was difficult to film much since I was solo at the event. The next two EXPO's, I'll have additional help. 😀

It is all thermal break aluminum. Clever, I know.

@@RVGlobeTrekker aha - interesting, very interesting. So where is the data sheet of you super duper “thermal break” aluminium, if it exist. Let out the exact dew point data of you super aluminium. The dew point matters at the surface, and there will be a massive moisture condensation on this huge surface you build up there.

@@felix.leiter look up the AAMA standard for thermal break. Yes, it does exist in every sky scraper in the word to reduce heat/cold transfer to help thwart the effects of condensation and energy loss. It's proven technology that we adapted for the overland expedition market. Our thermal break is an R-14. With our panels being R-17, there is very little concern with heat/cold transfer condensation. That being said, because our boxes are designed to completely hold out weather, they will also hold in "weather" just as efficiently. So, if any water does get into the box, it will have to be mitigated (vented or dried up and disposed of). This is true of any tightly constrained vapor barrier. Learn more about Globe Trekker... watch this video... ruclips.net/video/HbnBanm7b2w/видео.html and this one ruclips.net/video/DK2JqWhQI2k/видео.html

We only use HEIM joints when there is a three point pivot system. The axial pivots need a redundant capture device to prevent lateral movement. Otherwise, the HEIM joints are not required for the 4 point subframes.

@@RVGlobeTrekker thanks for your answer :)

The drill bit was quite a bit used, I believe when we started. Dull bits make drilling a real pain. Sharp, brand new bits are the way to go and how to press the "easy button."

@@RVGlobeTrekker The cutting edge of drill bit is for just that . Not the stepped up in size as was mentioned. I used to see it on jobs all the time. Having to be spun at that speed as for them.

It is lowered from a winch located on the bumper. The line wraps around and over the structure of the carrier. This is a one-off experimental tire and storage mounting system.

We do not do interiors, so these videos are just a taste of what folks have done with their epic Globe Trekker habitats. Best to do is tape out an area in your garage and walk through your designs to see if they will work for you.

To each their own... that is a body wrap that the client did. The Globe Trekker exterior color is a light grey.

@@RVGlobeTrekker the light gray looks okay

Still in production. The rest of the build is very similar to a regular departure angle camper of ours, so there has not been a big push to product part 2. I'll get around to it when I have some spare time. :-D

Contact me via the website and I can walk you through options.

Start by going to the website, fill out the contact form with your info so I can dialog with you. We can talk about what you are looking for, and I can help you decide what would work for your chassis. Once you have decided, I send you a 50% deposit invoice. Once paid, the manufacturing begins, and about 7-8 weeks later, your kit will be ready for pick up or shipping. Too easy!

This is Dave... that is wonderful! I'm glad our first went to a good home, and I pray you will have years of enjoyment from it.

Bill just sold this to a wonderful couple that just love it. They are taking it home and expect to do a lot of overlanding after their son graduates. We poured a lot of ourselves into this truck and built a business around it. I still get a kick out of doing builds from time to time.

We hope it helps you make the best decisions you can for yourself and your family.

The biggest problems with side mount pivots located on the rear of the truck frame is the inability to have a pass through from the camper into the cab of the truck. And the huge oscillations experienced by the camper does have a ripple effect much like a whip, whereas the strongest action is not at the base, but at the top of the camper, making it flex a lot more. This causes fatigue over time, stress fractures and leaks. Aesthetically, the looks are also not pleasing, but this is secondary (always) to functionality and long life. Thank you for your feedback... I hope this explains the intent of our video a little more clearly.

@@RVGlobeTrekker Thanks for your reply. I understand your intention (and totally agree with you!). I think the difference of opinion arises from the different ways the different vehicle manufacturers tackle the issue of wheel travel. The European truck manufacturers use chassis articulation in addition to axle articulation to maximise wheel travel, where as the American (and to a lesser extent , the Japanese), rely solely on axle articulation. I have a copy of the MAN body building manual and it specifically addresses this issue and specifies that the fixed point be at the rear axle. Mercedes Benz specifies the same. I would much prefer to limit the travel between the cabin and the camper for the very reasons you explained...but if I were to build on a MAN chassis, I would also like to keep my warranty. Again, great video and extremely helpful series and for that, you should be applauded.

@@andyg9991 I also agree that larger, more articulation frames + axles need to have the side pivots "close" to the rear axle, that is to say, in the middle of the subframe, as you will have subframe in front of the rear axle and cantilevering subframe behind the rear axle. Our solution is a 4-point subframe where the side pivots are in the middle (close to the rear axle) of the subframe, and a pivoting crossmember is in the rear. This keeps the subframe away from the rear axle as it articulates. When the tire rises due to terrain, it pushed on the truck frame where the side brackets are mounted, which in turn pushes on the subframe and habitat, which moves them both out of the way. The only way for them to contact is to hit very hard, compressing the suspension (and in the case of an F550, contacting and compressing the bump-stop 3/4"). The UNIMOG series truck (I can't remember which one) has this exact setup... crossmember pivots in the front and rear, and side pivots in the middle. Keep in mind that the further rearward the side brackets are from the rear axle, the more excessive the movement on the subframe and camper will be. In the video clip you have mentioned, It appears as though they placed the side pivots in the rear. This wildly exaggerates the subframe movement, when it could be properly effective if the side brackets were fitted near the rear axle. This is a very good discussion topic!

@@RVGlobeTrekker Interestingly, I now have a copy of the MAN body builders manual, and they recommend either a 3 OR 4 point system (or a diamond system as MAN calls it) and the location of the fixed supports can be located forward of the rear axle (which varies depending on the load and specific chassis used), which would cut down on the body movement exactly as you have described. SO while SLRV have built the sub-frame as per MAN directions, they could have also constructed the sub-frame in such a way that meets MAN's requirements as well as taking into account the ability to incorporate a cab-camper pass through.

@@andyg9991 This tech is not brand new nor anything we can patent. The outcomes are very predicable, especially since there have been so many years of study and observation of the different configurations. A pass through relies upon minimal location differences between the cab and habitat, or the "boot" (or whatever is being used as the pass through tunnel elastic connector) will pull away from the flanges or rip apart. I am glad we had this discussion, as many will read this and gain a greater understanding of the forces involved and how to mitigate them.

The panels are made from the same Globe Trekker engineered panels. I wouldn't necessarily say they were left over or scrap because they are still big enough to do a back wall or approach/departure angle panel as well. If you do not heat or cool your garage area, it does provide the same R value protection as the wall and ceiling panels do. Given the strength of the panels, they are more than capable of supporting a lot of weight! The sikaflex 552 also supports 250 lbs per square inch, so should be no issue. Thanks for the question!

You and me both. But I have seen folks build their camper in a carport, too. (Only recommended with good weather.)

Portland, OR is where the shop is located. We are not really set up for tours, but if I know you are coming and when, I can see about getting you access to the fabrication shop.

@@RVGlobeTrekkerthat would be awesome! I’ll reach out when I can!

Yes indeed... inspection of hardware for anything that is loosening up over time is a good practice. And, it's better than having to carry around a tube of caulk and drilling weep holes when their plastic pultrusion cracks and start leaking like in other company's products. Preventative maintenance is the key to promote a long lasting lifespan for any product.

We do our own engineered designs and have tooling and dies made for our extrusions. They are not available anywhere else, except for Globe Trekker. This goes for all the extrusions we design into our products.

@@RVGlobeTrekker Thanks for the reply. Please let us know if currently sell these extrusions to general public (DIYers)? Thanks.

You make a really good point... though it is harder to make that happen than one might imagine. It would require at least two more aluminum extrusions; one for the wall and one for the door, unless we wanted to invest in gel coat FRP molds. Both would have to be both a "Z" channel with flanges for gaskets. It would also need latching mechanisms as well. We have considered it and perhaps one day might make that happen, but the look of the Motorcraft hatches with their slick FRP designs are really nice looking and have a very good thermal property. The Tern Overland products are pretty good as well. We decided to pour our engineering time for R&D in other areas, instead. Perhaps one day, we will revisit this.

@@RVGlobeTrekker I thought of a way to do this with a singular FRP extrusion. They would simply be channels with an extensions that is half the width on the closed side of the channel. When flipped, they would fit into each other. You would just miter the four corners. It would also provide a nice flat surface for the gasket to attach to and butt up against. If you produced the extrusion, you could offer a kit for people to make themselves. I'll post something on your FB page when I have a chance with the design I am thinking of.

Are you asking as a concern for the tire to contact the subframe or habitat? If so, we do have a wheel well option available on our website if this is a concern.

Thank you my friend. My first time doing a video in one take. lol. It was a real good experience and I pray a win for Globe Trekker.

Thank you! Feedback from the community is important to us. It helps us fix potential problems and confirm we are on the right track.

Yes, we went to Overland West, NW Overland, and will be going to Overland East. We have also gone to PNW Overland Rally and the Great Western Overland Roundup.

Only the best for the best community of outdoor folks!

Of course the weight depends on the length of the subframe... we have 8' up to 22', and 3-point pivots up to 5 point pivots. Prices are all transparent and sales tax free on our website www.rvglobetrekker.com Contact me for weights with the size you are looking for on our Contact page.

They gave me the t-shirt at the studio. I asked it they had any "merch" that I could buy for the guys that could not be there.... and they said "Here you go, but you can't buy it. We are giving them to you." I got one for Bill, too, as they only had two or three left.

This design with the ISO 1161 shipping container blocks have been tested holding multi-ton cargo containers stacked many high in rough conditions at sea and on the roads for years... also used in the UNIMOG military vehicles with great success. We believe they will be about the last thing to worry about when off roading. The corner brackets are bolted with nut-plates in the extrusions; 6 plates per corner. They're not going anywhere. 😀

Mike. Who would that be? lol.

We only make the ISO subframe up to 12', so keep that in mind. I recommend the Rieco Titan, electric camper jacks. (2500 lbs. capacity per jack)

My pleasure! Thank you for watching!

We first engineered our subframes from aluminum, but during the FEA testing, found aluminum to be too weak... that is until it got so thick that it was not worth doing. We know there are some companies that do offer aluminum subframes. My guess is that either they are made for smaller applications, or they did not do their material testing and strength analysis. That's the biggest problem with pure fabrication with no engineering... who knows where the failure points are or what kinds of weight ratings it could withstand. Basically, you have to rely upon the fabricator to overbuild it, and they often do. This causes things to be over-weight and still, no one knows if there are any faulty stress points that are not accounted for. Gambling on safety if you ask me. (This is not a condemnation on aluminum frames, just a buyer beware.)

@@RVGlobeTrekker Thank you for your response. I wonder if a beefed-up aluminum subframe with your three point zero torsion system, if it would mitigate the aluminum failure problem.

@@Knight805 This is how we tested the aluminum frame; with pivot points installed. It was just not up to holding the weights that people could conceivably put in the habitats. Even with our very ridged and strong habitats, the aluminum subframes were the weak link.