The cab, engine, and frame is a 2014 IVECO Daily 4x4 55S17W, with a 3.0 liter diesel engine that produces 190 HP.  6 Speed manual transmission, all-wheel drive normally 40/60 split front to rear, with locking drive train differential for 50/50, plus locking front and rear differentials.  A 4 position transfer case allows high/low gear combinations of 1:1/1:1, 1:1.3/1:1, 1:1/1:3, and 1:1.3/1:1.3 effectively creating 24 forward gears, and 4 reverse.

The truck is 6.3 meters long, 2.3 meters wide, and 2.7 meters tall (top closed). That’s similar in length and width to an American full-size pickup with a long bed, but taller. It has a GVW of 4,450 kilos.

That varies based on terrain. On paved surface with a speed of around 100 kilometers per hour it averages about 16 liters/100 kilometers. That’s roughly 14gpm. If driving on soft sand, climbing hills, or splashing through the mud, the usage will vary.

The Iveco van chassis puts the driver behind the engine and front wheels, creating a more natural ride than other truck configurations where the driver sits over the front axle. This helps provide a comfortable ride, which is augmented with air-suspension seats for both driver and passenger. These come in handy when traversing corrugated roads, or more rutted tracks.

The tyres on the truck are off-road capable tyres. However, they do not generate the loud roaring commonly associated with many mud tyres.  They have performed well in the rocky areas as well as soft sand.  We haven't played in too much mud.

Currently, the odometer is at 100,000 kilometers (62,000 miles). We are not quite finished with our “big lap” journey yet, so the expected reading at the completion of our trip will be closer to 110,000km (68,000 miles).

The cab has air conditioning that maintains the climate while driving. There is a zippered door that separates the cab from the cabin to keep the cool (or warm) air up front when driving. The cabin does not have air conditioning, however the entire pop-top is screened, as is the entry door and 3 other windows which allow plenty of airflow. Two ceiling mounted 12v fans add extra circulation. The insulated nature of the fiberglass body and double-paned windows with solar reflecting shades also help keep it cool. There is a heater in the cabin for the cool nights when necessary.

While there is a 2 burner cooktop inside, we most often utilize a propane cooktop setup outside on a table that attaches to the side of the camper. Just our preference to keep the heat down inside, as well as limit the splashing of grease and other scents from collecting inside. On rainy days (few if you travel with the season’s properly), we use the inside cooker.

The fridge that is inside the cabin is a larger bar-type fridge roughly 125 liter capacity. With a small freezer at the top, 2 shelves, and a produce bin at the bottom, and 3 shelves on the door. Outside in the right rear locker is an additional 12v cooler style fridge or freezer (digital temperature selection) which we use as a freezer. Between the two, we have had no problems provisioning for 1-2 weeks of travel.

A standard cassette type chemical toilet from Thetford. The C200 cassette module is accessible from the exterior through the left side rear locker.

There are (3) 110Ah AGM batteries (replaced in December 2024) for the house system, and a separate engine battery. The batteries are interfaced through a BEP automatic battery combiner that bridges the house and engine batteries when a charging voltage is present (enough solar on the house side, or alternator on the engine side). There is 400 watts of solar mounted on the camper roof. On average, we draw 5 Ah for the fridge, freezer, our Starlink mini, and regular USB charging of other devices. Overnight that means we typically go from 360Ah (full) at dusk, to about 300Ah in the morning. Admittedly, we don’t use the inverter often during the evening, reserving it mostly for the afternoon when the solar is active and the batteries have recharged.

The camper has regular passenger class plates, currently registered in Queensland. As such, a standard drivers license is all that’s required. Australia allows tourist visa holders to utilize your foreign license (see their rules).
TIP: Even when using your foreign license, register for a customer number with the state motor vehicle department. Otherwise you have a very small number of “points” available for infractions before your driving privileges can be suspended. Register, and you get the same 12 points that a regular Australian license has. Speed cameras are everywhere, and they ticket for speed, seat belts, cell phone use, and probably if you’re smiling too much.

That’s the UHF radio antenna (CB radio for my US friends). UHF is used to communicate between vehicles, especially when looking to do things like pass a long truck, or driving very narrow winding roads. Conveniently, the height of the antenna matches the minimum clearance needed for the truck, providing a good visual reference when negotiating lower clearances.

A full-size spare tyre is mounted under the side entry door, along with a plug kit. Other spares for general engine maintenance include oil (engine and differential), radiator fluid, hoses and belts, air filters (engine and cabin), fuel filters, and an alternator. All spares remaining at time of sale remain onboard.