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That’s frustrating because the R1S is one of my favorite electric SUVs. It has three rows, room for seven, real off-road ability and enough performance to make the family ask whether you meant to accelerate quite that hard. The Quad-Motor model I drove produces 1,025 horsepower and 1,198 pound-feet of torque. Rivian estimates 0–60 mph in 2.6 seconds under the right conditions, which is a ridiculous number for a seven-seat SUV. Its EPA-estimated range is 374 miles with the Max battery, and it’s rated to tow 7,700 pounds. Those are impressive figures, but that range number describes the SUV without a travel trailer hanging off the back.

The Rivian R1S: Before the Hitch Goes On

Even with the more attainable Dual-Motor configuration, you’re looking at 533 horsepower, so nobody needs the Quad to merge onto a freeway. The Quad is the version for people who want their practical family vehicle to have the acceleration of something deeply impractical. I also appreciate how much the R1S can do away from pavement. Its capability is more than an adventurous-looking paint color and a screen showing pictures of rocks.

Related: The ID. Tiguan is a Full Admission About Volkswagen’s Mistakes With the ID.4

Inside, the design feels modern without making a big production of it. There’s a large central touchscreen, a separate driver display and a smaller screen for second-row passengers. I would still like more physical controls, and the front seats could use a little extra padding for my large American tush. But the cabin works well, the storage is useful, and the third row gives smaller passengers a proper place to sit. The R1S feels like an SUV that happens to be electric, which is a considerable compliment coming from me.

Still, 1,025 horsepower cannot solve a charging stop that arrives earlier than expected. The R1S has enough muscle to tow a substantial trailer; towing range is the lingering issue. That’s where the 2027 Pebble Flow gets interesting.

The Pebble Flow: The Trailer With its Own Motors

The Pebble Flow is a 24-foot, 8-inch electric travel trailer with two motors that drive its wheels while it’s being towed. Its Easy Tow system adds propulsion to reduce the work demanded of the tow vehicle. Pebble says the system cuts towing drag by an estimated 50% compared with similarly sized RVs and can provide assisted towing for up to 250 miles before the trailer needs recharging. Those are Pebble’s estimates, and the result of any particular trip will depend on speed, terrain, weather and how much assistance you ask for.

The Flow weighs 5,900 pounds dry and has a 6,800-pound gross vehicle weight rating. That matters: its motors may help move the trailer, but they do not erase its weight or increase the R1S’s tow rating. You still have to account for the loaded trailer, hitch setup and tongue weight, which Pebble lists at 680 pounds. The R1S’s 7,700-pound tow rating gives this pairing room within the published limits when properly equipped.

I’ve pulled a Pebble Flow before, behind an Ineos Grenadier Quartermaster. That wasn’t my favorite towing combination, and I was curious whether the Rivian’s electric power delivery would be a better partner for a trailer that can help propel itself. On this short drive, it was. The R1S had no trouble getting the Flow moving, and with the trailer’s added assistance, the combination felt startlingly eager. I’ve used the word “uncanny” to describe it, because you expect to feel more of a nearly 6,000-pound trailer back there. Instead, it felt as though the trailer had decided to be a team player.

I watched the Rivian’s energy-use display and saw a roughly 30% penalty during my brief test. That was encouraging compared with some of my previous EV towing experiences, but it was a snapshot, not a measured long-distance result. I would love to tell you that this pairing will reliably travel 150 or 200 miles between stops. I can’t establish that from a short drive. I can say that the technology made the R1S feel less burdened, and that’s a meaningful first impression.

Related: 2026 Toyota C-HR Review: The Small SUV Finally Gets the Power It Deserves

Pebble’s forthcoming OS 2 software adds a 40-kW Boost Mode for extra trailer assistance on grades or when the driver wants to draw more heavily on the Flow’s battery. The update is slated to reach existing Flows as well as new ones. Of course, using more trailer battery for propulsion means less energy available for camping until you recharge it. Regenerative braking can put some energy back during descents and braking, but this is not a perpetual-motion RV, no matter how badly I want one.

There’s a campsite attached to all this technology

The Flow carries a 45-kWh lithium iron phosphate battery and can DC fast charge; Pebble specifies a 0–80% charge in under an hour. It can also supply power to appliances or serve as home backup power through its 12-kW inverter. An included iPad lets you maneuver the unhitched trailer remotely, and Magic Hitch can align and couple it to the tow vehicle. Those features sound like science fiction until you’re trying to position a trailer in a cramped campsite and remember how much fun backing one up usually is.

For 2027, buyers can choose the familiar Murphy queen bed and desk arrangement or, on the Founders Edition, twin beds with a cushion that joins them into a king. The twin layout also adds about 30 cubic feet of under-bed storage. It also offers a longer awning option and a new exterior solar port. The available Self-Powered Package (a partnership with Jackery) combines the 1.1-kW rooftop array with four portable 500-watt panels for up to 3.1 kW of peak input; the system can accept up to 4 kW of combined solar with additional compatible panels. Sunshine and campsite conditions will determine what you actually collect.

It’s a clever, comfortable trailer, though I still wish the bathroom were a little roomier. It needs more storage too. It’s also expensive: Pebble lists the Magic Pack from $159,000 and the Founders Edition from $189,000. Add a Quad-Motor R1S, and you have assembled a magnificent way to make your accountant stare grimly across the desk.

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Final Thoughts

I hate the cliché “a match made in heaven,” but the R1S and Pebble Flow make a persuasive case. The Rivian supplies the family space, off-road talent, and effortless power. The Pebble tackles one of EV towing’s biggest annoyances by helping move its own substantial weight.

My drive was too short to settle the long-distance range question, and I would want a loaded highway trip before declaring victory. Still, this is the first time I’ve towed an RV with an EV and felt that the trailer was helping with the problem instead of merely creating it. That’s impressive. It’s also a lot more fun than watching the range estimate fall off a cliff.

Related: Citroën’s Iconic 2CV Returns as an EV Concept Targeting $15,000

Then there are combinations that make you scratch your head and say, “Why the hell would you do that?”

My answer is simple: it sounded like fun.

I recently had the opportunity to take a 2026 Dodge Durango SRT 392 and use it as a tow vehicle for a slightly older Coachmen Clipper Explorer 18DBS travel trailer. The trailer, loaded with camping gear and filled tanks, weighed roughly 5,000 pounds. Our destination was Laguna Seca for a race weekend and a few days of camping.

Why the Durango SRT 392? Well, it can tow up to 8,700 pounds, has a built-in trailer brake controller, and when you aren’t towing, it is stupidly fun to drive.

That’s a pretty good combination.

Full disclosure, both the Durango SRT and Clipper trailer were slightly older models. Adjusting for current market values, they are still smart buys… for the right consumer. The 2026 Dodge Durango R/T 392 Premium Launch Edition in this livery with these options runs just over $60,000. The Clipper currently runs between $20,000 and $30,000, as RV MSRPs are sometimes hard to nail down.

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Engine and Performance

The big bad Durango SRT 392 is powered by Dodge’s 6.4-liter HEMI V8, producing 475 horsepower and 470 lb-ft of torque. Power goes through an eight-speed automatic transmission, and Dodge claims a 0-to-60-mph time of about 4.4 seconds.

Yes, I realize we’re talking about a three-row SUV that can tow a small house and accelerate like something that probably shouldn’t have a third row.

That’s exactly the point.

The eight-speed automatic works beautifully with the HEMI. Gear changes are quick and smooth, and the paddle shifters give you some control when you feel like playing. When the trailer is disconnected, the Durango SRT 392 becomes a remarkably entertaining machine. Slam the accelerator and the thing doesn’t just move, it announces its intentions to everyone within several zip codes.

Related: Is The 2026 Toyota Sequoia The Ultimate “Mom Car”? Here Are My Thoughts After Putting My Family In One

The Hellcat Durango is obviously more powerful and considerably more ridiculous, but the 392 makes more sense to me. It’s still ridiculously quick, but it’s somewhat more affordable and, dare I say, practical.

The ride is also surprisingly good. This is a muscle SUV with serious performance hardware, yet it does a commendable job soaking up bumps. Even with the trailer attached, the Durango remained composed and comfortable.

Of course, it’s not exactly a lightweight. You’re moving roughly 5,400 pounds of Dodge before adding the trailer, camping gear, food, water and whatever else somehow finds its way into the vehicle. Throwing it into corners like a sports car isn’t exactly recommended.

Still, the Durango handles remarkably well for something this large and heavy. I’ve driven plenty of “sporty” SUVs that feel considerably less athletic. The SRT 392 actually makes you want to find a twisty road.

And if you have a teenager who needs to be picked up from school, the exhaust note provides an additional benefit. Nothing says “Your dad has arrived” quite like a 6.4-liter HEMI announcing your presence from three blocks away.

The Clipper Explorer 18DBS

The other half of this experiment was a Coachmen Clipper Explorer 18DBS. Our trailer was a few years older, but its floor plan and dimensions were very close to the current 18DBS. Plus, it seemed like a better fit than Winnebago or Airstream options that were priced higher while feeling a bit out of touch with the vibe. I could be wrong.

Despite being relatively compact, this is a surprisingly useful little travel trailer. It’s roughly 23 feet long, 96 inches wide, and about 10 feet tall, with a gross vehicle weight rating of around 4,915 pounds. The hitch weight is approximately 515 pounds.

The floor plan is where things get interesting.

Coachmen’s 18DBS uses its 3-in-1 space-saving front layout to create a family room, living room, and bedroom configuration within a roughly 5-by-8-foot area. There’s also a jack-knife sofa slide-out, double-over-double bunk beds, and a large bathroom with additional storage and a second sink.

Our older trailer had bunk beds in the back that were actually large enough for teenagers, which is an important distinction when you’re trying to convince your children that camping is supposed to be fun.

There is also plenty of capacity for boondocking. The trailer has a 39-gallon fresh-water tank, 37-gallon gray tank and 32-gallon black tank. Our version didn’t have solar, but it did have a generator, which proved more than adequate for our needs.

Personally, I’d love to see a modernized version with a substantial solar setup and battery system. For a three- or four-day off-grid race weekend, that would make an already useful trailer considerably better.

Towing to Laguna Seca

This was the part of the experiment I was most interested in. The Durango’s 8,700-pound maximum towing capacity gives it plenty of headroom over a trailer weighing around 5,000 pounds loaded. More importantly, the integrated trailer brake controller is something I really appreciate. It’s still surprisingly uncommon in this class of vehicle.

Once I got the trailer brake system properly calibrated, acceleration and braking were both quite good. There was a little rear-end sag from the trailer’s tongue weight, something that wouldn’t be nearly as noticeable with a pickup or larger SUV, but the Durango handled it without drama.

The trailer tracked nicely, and the Durango never felt like it was struggling. Even climbing grades, the 6.4-liter V8 had plenty of reserve power.

The biggest problem wasn’t power.

It was gasoline.

Good Lord, was it gasoline.

I could only manage about 10 mpg while towing, and that was despite doing my best to conserve fuel and, occasionally, drafting behind semis. The Durango’s 23-gallon tank suddenly seemed remarkably small.

California gasoline prices didn’t help.

Related: Ram 1500 Rumble Bee SRT Is Now a Million-Dollar Pickup Truck

I knew what I was signing up for, so I can’t exactly complain. If fuel economy is your primary concern, this is obviously not the vehicle for you. If you’re serious about towing long distances regularly, you should probably be looking at a diesel pickup.

But that’s not what this test was about.

This was about seeing whether a high-performance SUV could comfortably tow a moderately sized travel trailer to a race weekend. And the answer was absolutely yes.

Obviously, California towing laws still apply, including the 55-mph maximum for trailers. I’m not suggesting anyone should exceed that. What I will say is that the Durango and Clipper combination felt completely stable and comfortable at legal towing speeds.

Interior and Practicality

The Durango’s interior is beginning to show its age. The basic architecture has been around for a while, and compared with newer SUVs, the infotainment system and digital displays aren’t exactly cutting edge.

You get a 10.1-inch infotainment screen and a smaller 7-inch digital display between the analog gauges. It works, but nobody is buying an SRT 392 because they’re excited about the user interface.

The seats are another story. They’re comfortable, supportive and designed to hold you in place when you’re exploiting the Durango’s considerable performance capability. That’s particularly useful when you’re driving aggressively, although the trailer obviously changes that equation considerably.

With the third row available, the Durango can seat up to six people, and folding everything down gives you up to 85.1 cubic feet of cargo space. That proved extremely useful because we weren’t just taking a trailer to Laguna Seca. We were camping in it.

That means food, clothing, tools, cameras, equipment, helmets and all the other stuff that mysteriously appears whenever you’re leaving for a few days.

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Final Thoughts

I’m not going to pretend the 2026 Dodge Durango SRT 392 is the perfect tow vehicle. It isn’t.

It’s thirsty, it’s heavy and there are much more efficient ways to tow a 5,000-pound trailer. A diesel pickup would make far more sense if towing were the primary purpose. But there’s something wonderfully irresponsible about having 475 horsepower available when you’re not towing.

The Durango SRT 392 handled the Clipper Explorer 18DBS beautifully. It had more than enough power, the integrated brake controller made setup easier, the suspension remained composed and the vehicle was comfortable for the trip to Laguna Seca.

Then, when we arrived and unhooked the trailer, I had a 475-hp V8-powered SUV sitting there waiting for me.

That’s the part I really enjoyed.

We spent money on gasoline. A lot of money. But we also spent several days camping at Laguna Seca, watching racing and enjoying the kind of weekend that makes you remember why you put up with the ridiculous parts of car culture in the first place.

Would I recommend the Durango SRT 392 to someone specifically shopping for a tow vehicle?

Probably not.

Would I recommend it to someone who wants a genuinely entertaining SUV that can also tow a decent-sized travel trailer when necessary?

Absolutely.

Because sometimes the logical choice is overrated. Sometimes you just need 475 horsepower, a trailer, a campsite, and a stupid grin on your face.

Related: 2027 Polaris Xpedition NUMATIX Review: The CVT Finally Learned Some Manners

What The California Cruise Actually Offers

The build adds a mattress, a fold-out table with two chairs, and blackout coverage on every window, along with a dedicated “California mode” that keeps power, lighting, and climate control running while the van is parked and unplugged — VW rates it for 48 hours of continuous HVAC use on a full charge. An electrochromic glass roof rounds out the package, switching between opaque and transparent at the touch of a button. Pricing lands roughly around $70,000 for a short-wheelbase Buzz Pro with a 79-kWh battery rated at up to 285 miles of range, a version the US doesn’t get in any form.

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Why Germany Gets It First

The California Cruise’s launch market is Germany, where Volkswagen has sold camper versions of its vans under the California nameplate for decades, dating back to the Transporter. That head start makes sense given the timeline: Volkswagen paused ID. Buzz production entirely for the 2026 model year after the van struggled to compete with gas-powered rivals like the Toyota Sienna and Kia Carnival, both of which undercut it by roughly $20,000. A European-market camper built on an already-established platform is a far lower-risk move than adding a new US-only trim to a van still finding its footing here.

The Years-Long Wait For An American Version

There’s a real answer coming, just not this one. Volkswagen has confirmed a camping-focused “Tourer” trim for the ID. Buzz’s 2027 US return, borrowing the same fold-out mattress concept from Europe’s “Good Night Package.” Given that the current US long-wheelbase Buzz already starts just over $60,000, matching or beating the California Cruise’s roughly $70,000 price tag on a camping trim seems like a reasonable bar to clear — though after a wait that’s already stretched past what VW itself once called a rollout not coming “anytime soon,” reasonable expectations and Volkswagen’s actual pricing haven’t always lined up.

That made the Palisade’s trip into British Columbia’s scenic Squamish Valley feel a bit more nerve-wracking than the typical family-SUV review. I have driven and reviewed the Palisade XRT Pro in a few different settings now (including a week-long, multiple off-road courses, and even some track driving), so I already know it’s comfortable, spacious, quiet, and far more pleasant to live with than most vehicles trying to look rugged. At NWAPA’s 2026 Mudfest test event, I even voted it my favorite three-row family activity vehicle, though it was ultimately beaten by its pricier platform mate, the 2027 Kia Telluride X-Pro SX Prestige. This time, though, the question was different: could Hyundai’s biggest adventure-looking family SUV actually make a casual camping trip easier? The answer, even for someone as inept in the wilderness as I am, was an astounding yes.

Specs And Pricing

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My Canadian-market tester was a 2026 Hyundai Palisade XRT Pro 3.5L in Cast Iron Brown, with a listed MSRP of $58,149 CAD, $2,400 in freight/PDI, and a total price of $60,549 CAD. Standard equipment on the label includes an 8-speed automatic transmission with paddle shifters, 18-inch alloy wheels, LED lighting, a power sunroof, wireless smartphone integration, a 12.3-inch infotainment/navigation system, heated front seats, and a heated steering wheel.

Thule’s Rooftop Tent Made Setup A Breeze

The Thule Foothill 2 is the perfect roof tent for people who still want to use the rest of their roof. Instead of occupying the entire roof-rack footprint like some rooftop tents, the Foothill 2 is designed to sleep two while leaving room beside it for other gear. On this Palisade, that meant the tent sat alongside a bike mount, but that could just as easily be a spot leftover for a kayak, a surfboard, skis, or whatever other toy you’d like to bring along for your trip into the woods.

Setup took two of us no more than 10 minutes, though I admittedly fell off the car a few times trying to balance myself on top of a wheel. We parked in a remote spot in Squamish Valley near the Squamish River, set up the tent, deployed the ladder, arranged the bedding, and had a usable sleeping space before anyone started to scream at one another. The mesh screens kept bugs out well; the elevated position felt more secure and comfortable than pitching a ground tent (especially seeing as we were deep into bear country, and the whole experience made camping feel more accessible rather than more complicated.

The Palisade Makes The Drive Easy

The funny thing about the Palisade XRT Pro is that its greatest adventure trait might just be how normal it all feels. Some rugged family SUVs make every mile feel like spinal-cord punishment in favor of better capability over harsher terrain. They drone, bounce, wander, or generally behave as if comfort were never even considered in the development process. The Palisade doesn’t feel that way.

On the highway to Squamish, it was comfortable and quiet enough that the camping setup felt like an add-on rather than a burden—it didn’t even produce much wind noise, which is both a testament to its engineering and to the Palisade’s sound-deadening. Its V6 is smooth, the 8-speed automatic behaves naturally, and the HTRAC AWD system gives the Palisade a relaxed confidence that makes dusty, rutted forest service roads feel rather welcoming.

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The XRT Pro Stuff Helps, Within Reason

The XRT Pro isn’t a hardened rock crawler or dune basher, and the Palisade doesn’t suddenly become a Land Cruiser as a result of racier badging. But it does get meaningful upgrades. The XRT Pro’s extra ground clearance, all-wheel drive, 18-inch wheels, terrain modes, and more rugged tire-and-suspension attitude afford it more confidence on rough forest roads and mild trails than a normal three-row crossover. According to Hyundai, the XRT Pro’s ground clearance is 212 mm, compared with 187 mm for regular V6 models, while approach and departure angles also improve.

Around Squamish Valley, that was more than enough for our needs. We weren’t bashing skid plates through Moab or trying to prove a point to strangers in Jeeps. We were driving through gravel, uneven surfaces, forest access roads, and trailhead-adjacent terrain, which is where many adventure-family SUVs actually live most of the time when they aren’t on paved highways. The Palisade handled that easily—it was comfortable enough not to punish us, capable enough not to worry us, and spacious enough to carry the gear and groceries necessary for a short camping excursion.

The Accessories Change The Palisade’s Personality

Without the tent, the Palisade XRT Pro is a comfortable family SUV wearing hiking boots. With the tent, it becomes something more convincing. That doesn’t mean everyone needs this exact setup. Rooftop tents add cost, weight, height, and wind resistance. You have to think about where you park (it didn’t fit in my underground parking garage), how you pack, and whether the roof setup works for your life. For some families, a normal ground tent will still make more sense.

But the appeal is still obvious once you use it. The Foothill 2 turns the Palisade into a simple base camp without compromising the roof’s usefulness or the car’s comfort. The bike mount beside it is more than a nice detail; it’s the reason the setup works as well as it does. It means the SUV can support a realistic weekend plan: drive to the trailhead, ride, hike, paddleboard, set up camp, and sleep above the wet ground, where you can feel slightly distanced from potential bear encounters.

Final Verdict

The 2026 Hyundai Palisade XRT Pro isn’t the most extreme adventure SUV, but that isn’t its job. Its job is to carry people comfortably, handle family life with ease, and give owners the ability to reach places that would normally take a bit of extra planning. Add a smart rooftop tent like the Thule Foothill 2, and the Palisade becomes more than a rugged-looking three-row crossover. It becomes an accessible little campsite on wheels. The accessibility is what impressed me most.

I didn’t need to be an experienced camper, nor did I need to spend half an hour swearing at a paper instruction manual and a set of metal poles. We enjoyed the picturesque drive into Squamish Valley, set up camp in about 10 minutes, kept the bugs out, and slept above the forest floor, while still leaving enough space on the roof for other gear. The Palisade XRT Pro doesn’t turn camping into an extreme sport; it makes the idea feel so easy that anyone can do it spontaneously. For most families, that felt far more useful than pretending it could cross the Rubicon.

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Toyota’s logic is fairly simple here: give buyers the hard-to-add stuff from the factory, then let them expand outward based on their own unique wants and needs. On both the Tundra and Sequoia, the new Trailhunter package is based on the SR5 grade and adds Old Man Emu upgraded suspension, Michelin LTX Trail 265/70R18 tires, front recovery hooks, underbody protection, Multi-Terrain Select, Crawl Control, a locking rear differential, bronze-colored wheels, and Trailhunter badging. In other words, Toyota handles the suspension, electronics, and foundational off-road hardware so owners can handle the tents, racks, storage systems, lighting, fridges, drawers, recovery boards, and whatever else eventually turns a truck into a global adventure truck.

That all sounds quite sensible in theory, but perhaps the more interesting part is that, after driving both through the desert and mountains outside Moab, Utah, it was clear they were already plenty capable before the owners added anything at all.

These Are Foundations, Not Final Builds

The Tundra and Sequoia Trailhunter models aren’t intended to replace dedicated custom overlanding builds. Toyota seems to understand that the full-size truck and SUV overlanding crowd is rarely satisfied with a factory checklist—these buyers tend to know exactly what tent they want, what drawer system fits their gear, and which accessory catalog will best suit a certain expedition. So instead of trying to finish the job with a one-size-fits-all package, Toyota wants to offer a better starting point.

Toyota has not yet announced full 2027 Tundra or Sequoia pricing, with final details planned for fall 2026, but the market positioning is crystal clear: Trailhunter is meant to be a more accessible package than TRD Pro, aimed less at high-speed desert theatrics and more at people who want a durable, buildable, adventure platform that includes the stuff that’s more difficult to add later, and none of the extra fluff.

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Key Specifications

Stock Trucks, Two Weeks Of Moab Abuse

The route Toyota chose for its “Fast Lines & Trail Signs” event was far from the sort of carefully manicured gravel driveway you might find on the typical press program. Over the course of the event, the Tundra and Sequoia Trailhunter models, as well as a handful of Tacoma and 4Runner Trailhunter models, dealt with a bit of everything: sand, slickrock, gravel, ledges, ruts, climbs, descents, washboard, river crossings, and narrow technical sections where the added size of a full-size Toyota became impossible to ignore. The Tacoma and 4Runner handled the same obstacles more easily, as expected—they are smaller, shorter, and simply better suited to technical terrain, but the Tundra and Sequoia still conquered it all.

These were completely stock vehicles, and they had been taking Moab-area abuse for a whole week before I got there, and continued to hold their own during the week I was there. They weren’t pampered show trucks posing for golden-hour photos before retiring to a hotel garage and an on-site detail team. These trucks were used and abused, repeatedly, in exactly the kind of terrain their buyers will daydream about when they first lay eyes on those sharp bronze wheels and enticing Trailhunter badges.

With the backdrop of the incredibly vast and diverse terrain of Western Colorado and the picturesque plateaus of Utah, we trudged on through lightning storms, flash flooding, scorching heat, a flat tire, and endless banter over the radio. Our trucks never faltered, carrying us through what would otherwise be considered testing terrain with relative ease and comfort, guiding us along a journey we’ll remember vividly for the rest of our lives.

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Tundra Trailhunter: The Simpler Pickup Foundation

The Tundra Trailhunter might make the most obvious sense as a builder’s platform. It’s still a traditional pickup truck and, in this form, less complicated than the Sequoia because it doesn’t have a hybrid system. That might be important to buyers who plan to use it far from home, especially in rural areas where simplicity still feels like a kind of luxury. Its bed is also a natural advantage: overlanding gear, camping equipment, recovery tools, and dusty cargo all make more sense in a pickup bed than behind the second row of an SUV. The Tundra feels like the easier vehicle to imagine with a rack, rooftop tent, bed storage, and a proper long-distance build, even if that’s all still possible with the Sequoia.

On pavement and rough dirt, the Old Man Emu suspension felt compliant. The ride was comfortable, though the Tundra lacked the detachable sway bar fitted to the Tacoma and 4Runner Trailhunter models, which made those smaller trucks feel smoother over some bumpy sections. That is less a criticism than a reminder that these big Trailhunters aren’t trying to be the most technical Toyota off-roaders in the lineup. Instead, they aim to be useful, capable foundations.

Sequoia Trailhunter: The Comfortable Family Adventure SUV

The Sequoia Trailhunter makes a different argument. It has the i-FORCE MAX hybrid system, which adds immediate low-end torque that proved useful over steeper terrain. I personally preferred that extra shove, especially when easing a large SUV up and over obstacles where smooth, instant response matters most. The Sequoia was also the more comfortable of the two, though that might be a pretty obvious observation. After all, it is an enclosed SUV with greater occupant capacity and a more family-oriented mission. If the Tundra is the better platform for gear, the Sequoia is the better platform for people.

Toyota also equips the Sequoia with a 2.4-kW inverter, reinforcing its role in camping, tailgating, and travel. The raised cargo floor and hybrid packaging may limit some traditional wagon/SUV flexibility, but as a family adventure vehicle, the Sequoia Trailhunter still feels convincing. The biggest compromise is cabin content. Because these Trailhunter models are SR5-based, the Tundra and Sequoia don’t get the richer seating experience found in the Tacoma and 4Runner Trailhunter models. Those smaller Trailhunters offer ventilated synthetic leather seats, while the big trucks make do with basic cloth and no ventilation. Some buyers might reasonably expect more from an expectedly expensive full-size adventure vehicle, even if Toyota’s package logic is focused more on capability than luxury.

The Updated Tech Helps, But Capability Is The Point

For 2027, both Tundra and Sequoia will also receive Toyota’s latest Audio Multimedia system, featuring a standard 14-inch screen, updated home-screen widgets, and faster “Hey Toyota” voice assistant responses. Toyota Safety Sense 4.0 is also standard on both models.
Those upgrades matter, but they are not the reason this package works.

The reason it all works is that the Trailhunter formula feels properly matched to what these big vehicles are. The bronze wheels and badging add presence; the Old Man Emu suspension improves rough-road compliance; the Michelin LTX Trail tires felt appropriate for the terrain; and the electronic off-road systems give drivers confidence when a full-size truck or SUV starts feeling very full-size. There were moments when the added mass was noticeable compared with the 4Runner and Tacoma. There was also less clearance in some situations, mostly because of the added length. But that all feels like an acceptable trade-off for buyers who need the size.

Final Takeaway

The 2027 Toyota Tundra and Sequoia Trailhunter models are not the final word in factory overlanding. Instead, they represent something even more useful: factory-backed starting points that work straight out of the box, then leave room for owners to shape them around their own lives. Buy one, adventure with it, and add to it as needed.

The Tundra is the simpler, more traditional pickup foundation. The Sequoia is the more comfortable, hybrid-assisted family adventure platform. I don’t think one is obviously better than the other, because they solve different problems for different kinds of people. What impressed me most is that both managed the same terrain as the smaller and more aggressively outfitted Trailhunter models out of the box, even if the Tacoma and 4Runner made it look a bit easier. Against a Moab backdrop, after days of repeated abuse, the full-size Trailhunters still felt calm, capable, and ready for more.

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Exterior Changes

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With larger LED headlights, a redesigned front end, and new colors and dual-tone paint options, the updated Volkswagen Bus, or “Caravelle”, looks undeniably smarter than the outgoing Multivan. Changes to the exterior also include new alloy wheel designs, and for the base model, the old 16-inch steel wheels have been replaced by a 17-inch steel wheel setup.

Technical Specifications

The updated Caravelle features similar drivetrains to the “Multivan” that it replaces. Its eHybrid 4MOTION system pairs a 1.5L turbocharged gas engine with electric motors on each axle, giving it true all-wheel drive and a combined output of 241 horsepower. The battery pack is a small but significant 19.7 kWh. That translates to an electric-only range of around 50 miles. Charging the pack takes roughly five and a half hours via a standard AC home charger. For traditionalists, the Caravelle is also available with a 148-horsepower turbodiesel and a 201-horsepower turbocharged gas engine, both of which are only offered with a front-wheel drive setup.

Interior and Tech Upgrades

On the inside is where the most significant changes lie. A new 12.9-inch infotainment screen replaces the old 10.0-inch version and includes touch sliders for audio and climate control, more similar to what we see Stateside in the ID.Buzz. Volkswagen has improved material quality on the inside, moved the drive selector to the steering column, provided illuminated cup-holders, and increased the power of both the wireless charging pad (now 25 watts) and USB ports (now 60 watts). For front seat occupants, the van now comes with massaging and memory seats, and offers a new eight-seat configuration, allowing two three-seat benches to face each other.

The Caravelle and California eHybrid 4MOTION feature an upgraded stationary climate system capable of cooling or heating the cabin for up to eight hours while parked or charging, while the California campervan retains the traditional, fuel-operated auxiliary heater for uninterrupted use.

As for safety, the new Volkswagen Caravelle offers an enhanced “Travel Assist System” which now incorporates automated lane-changing and traffic light recognition.

Will Americans Get The Caravelle?

In short, no. Volkswagen has drawn a firm line in the sand regarding its commercial vehicles. American buyers are exclusively getting the fully electric ID. Buzz to satisfy their retro-bus cravings. The gas-powered and PHEV T7 models—including the Caravelle and the California campervan—remain locked out of the US market. If it were to cross the Atlantic, it wouldn’t be cheap. Based on UK pricing, the outgoing Multivan started around $63,000. For a fully loaded eHybrid 4MOTION Caravelle, American buyers would easily be looking at a sticker price well over $80,000.

The return of the Caravelle label proves that heritage matters, and automakers are willing to admit when a rebranding experiment fails. It’s just a bitter pill to swallow knowing the most capable VW bus on the market remains strictly European property.

Dodge Durango

The Dodge Durango is a traditional SUV in the field of electrified crossovers, aggressively tuned to pull an imposing 8,700 pounds. Starting at $38,495 in the US, this platform relies on brute force rather than sophisticated software. Marketed as a family hauler, the Durango provides a high-capacity towing experience that the modern market struggles to compete with. Traditional SUVs with torquey powertrains still earn their place in the market.

Nissan Armada

Nissan overhauled the Armada, transforming a forgotten fleet vehicle into a premium tow rig. Starting at $57,520 in the US, the new Armada pulls a highly competitive 8,500 pounds. It ditches its ancient V8 for a modern twin-turbo V6 pushing 425 horsepower and 516 pound-feet of torque. With a reinforced frame and revised trailer sway control system, towing heavy campers at highway speeds is no longer an exhausting battle. The NISMO Armada has the same towing capacity and even more sporty credentials.

Toyota Sequoia

Toyota’s Sequoia has long been suburbia’s favorite; it presents itself as an impressive towing machine pulling an impressive 9,520 pounds. Starting at $62,175 in the US, its mandatory i-FORCE MAX hybrid powertrain makes 437 horsepower and a significant 583 pound-feet of torque. Using a fully boxed frame, it trades some cargo capacity for undeniable strength, making it perfect for hauling. Factor in the undeniable Toyota reliability, and the Sequoia is hard to argue with as a package.

Ford Expedition

Equipped with the Heavy-Duty Trailer Tow Package, the Ford Expedition functions as a legitimate F-150 substitute, maxing out at a massive 9,600 pounds of towing capacity. Starting at roughly $62,000 in the US, it utilizes a 3.5-liter EcoBoost V6 generating 400 horsepower and 480 pound-feet of torque. Its proprietary Pro Trailer Backup Assist removes the anxiety of maneuvering a boat ramp by letting drivers steer via a dashboard dial.

Chevrolet Tahoe

When optioned with the Max Trailering Package, the rear-wheel-drive Chevrolet Tahoe effortlessly pulls 8,400 pounds. With US prices starting around $63,495, Chevrolet offers the highly durable 5.3-liter and 6.2-liter V8 engines. The Tahoe leverages an independent rear suspension, ensuring ride quality remains remarkably composed even with a heavy weight dragging down the rear axle, serving as an uncompromised choice for American buyers.

Chevrolet Suburban

Stretching the Tahoe’s wheelbase yields the Chevrolet Suburban, a cavernous utility vehicle remaining a staple of high-capacity transport. With US pricing starting at $61,500, the increased mass drops the maximum towing capacity to a still-formidable 8,000 pounds. However, it compensates with unrivaled interior volume. With the proven V8 powertrains, the Suburban handles severe cross-country towing assignments with a predictable, iron-clad stability that shorter-wheelbase SUVs physically cannot replicate.

GMC Yukon

The GMC Yukon shares its underlying structural architecture with the Tahoe, targeting buyers demanding massive capability wrapped in premium materials. Hitting an 8,400-pound maximum towing threshold, US models start around $69,229. Opting for top trims secures a potent 420-horsepower 6.2-liter V8. GMC heavily prioritizes visibility, outfitting the Yukon with up to thirteen distinct camera views calibrated for hitching, providing heavy-hauling competence while isolating the cabin in leather-bound comfort.

Audi Q7

European luxury vehicles are rarely associated with heavy-duty labor on American soil, but the Audi Q7 aggressively challenges that perception. Starting at $60,500 in the US, the Q7 offers an exceptional 7,700-pound maximum towing capacity. Audi utilizes a highly advanced, turbocharged V6 paired with a 48-volt mild-hybrid system for immediate torque delivery. The famous Quattro all-wheel drive system helps minimize dangerous trailer sway that often plagues lighter crossovers.

Land Rover Defender

The Land Rover Defender perfectly merges legendary, absolute off-road capability with serious payload management. It matches the German standard with a 7,700-pound towing capacity. Starting at $56,900 in the US, the Defender leverages robust turbocharged inline-six engines and an immensely stiff aluminum monocoque architecture. It is a brutally capable machine built for the buyer who needs to pull heavy equipment miles beyond where the pavement ends.

Jeep Grand Wagoneer

The Jeep Grand Wagoneer remains the undisputed king of the consumer tow, capable of dragging a staggering 10,000 pounds. Dropping the aging V8 for a twin-turbocharged inline-six, it churns out 420 horsepower and a brutal 460 pound-feet of torque. Starting around $86,945 in the US, this luxurious workhorse boasts a body-on-frame architecture, effortlessly pulling a loaded dual-axle trailer on a steep grade.

While the automotive industry is reconsidering its transition toward soft, battery-powered crossovers, the uncompromising towing segment remains anchored in the brutal physics of weight and combustion. These ten platforms prove that heavy-duty capability is still available on the market. If you routinely move massive, multi-ton loads across state lines, you simply cannot rely on aggressively marketed alternatives. You must demand the iron-clad mechanical hardware and relentless torque that only these dedicated haulers can provide.

Flexible Design That Actually Works

Built on the 144-inch AWD Sprinter 2500, the Album focuses on usability. Rather than overloading the van with fixed features, Vanspeed leans into a modular layout that adapts to different needs, whether that is commuting or extended road trips. At the centre of the cabin is the Stage Sleep System, which integrates a Murphy queen-size bed measuring 80 inches (just over 2 metres) in length. It folds away cleanly to open up a full walk-through interior during the day, freeing up space without removing hardware. The same thinking applies to the VersaCloset Wet Bath, which doubles as a storage unit when not in use. The result is a cabin that transitions easily between lounge, workspace, sleeping area, and everything in between without constant reconfiguration.

Ready for Real-World Adventure

Beyond its clever layout, the Album is designed to handle real-world travel. Inside, the Album features warm wood-style paneling and a layout designed around everyday usability. The modular rear setup allows seating and cargo space to coexist, with adjustable components that can be repositioned or removed depending on the trip. A built-in lithium power system supports off-grid use, while features like an expandable interior countertop, slide-out work surface, integrated sink, and exterior fold-out table make daily living far more practical. You won’t be winning any races with its four-cylinder diesel engine, which produces 170 hp and 295 lb-ft of torque. But paired with all-wheel drive and all-terrain tyres, you can go almost anywhere. The standard Sprinter 2500 has a 4,211-lb payload capacity and 5,000-lb towing capacity.

A Thoughtful, Expensive Way To Travel

The Album is less about excess and more about balance. Every modification Vanspeed has made serves a clear, real-world purpose. The Album gives buyers everyday usability alongside genuine adventure capability in a way few builds manage. Vanspeed 144-inch models start at $219,000. It’s not cheap, but for buyers looking for a fully integrated, all-in-one travel van, the Album makes a strong case for itself.

Over my lifetime as an automotive journalist, I’ve pulled just about every type of trailer with just about every type of vehicle. But I had never attempted anything like this: towing a futuristic, self-propelled travel trailer with a deliberately old-school pickup truck.

It was the meeting of two completely different philosophies, one rooted in rugged mechanical simplicity, the other driven by cutting-edge technology. And somehow, the combination worked.

The Premise

After being approached by Pebble to sample one of their trailers, I started looking at how other outlets had tested it. Most paired the Pebble Flow with modern pickups or electric trucks, which makes sense given the trailer’s advanced technology.

But I had a different idea.

Those vehicles are already more than capable of towing a trailer like this. In my mind, a trailer equipped with its own electric motor, one capable of powering its own wheels and reducing the load on the tow vehicle, should be connected to something a bit more challenged.

Enter the tow vehicle, the 2026 INEOS Quartermaster pickup truck.

This brute of an off-roader feels like a mashup between a Jeep Gladiator and a classic Land Rover Defender. In fact, the Quartermaster is based on the Grenadier SUV, which itself was designed as a modern interpretation of the original Defender.

That philosophy makes it something of an anachronism in today’s truck market, and exactly the kind of vehicle I wanted for this experiment.

The Challenge

I wanted to put this unusual combination to the test on a proper camping trip.

My journey began in Torrance, California, and headed south to Thousand Trails Pio Pico Campground in Jamul, near San Diego. The drive was about 140 miles each way, with a few detours and side adventures along the way.

By the time everything was said and done, the total distance was well over 300 miles.

The mission was simple. I wanted to see how much the Pebble Flow’s electric assist system could reduce strain and fuel consumption for the INEOS Quartermaster.

To do that, I ran the same route in both directions:

• One leg with the trailer’s electric assist active
• One leg with the system turned off

The difference turned out to be significant.

The Truck: 2026 INEOS Quartermaster

Price: about $84,000

Built on a beefy ladder frame with solid front and rear axles, the Quartermaster is tough right out of the box. It wasn’t designed for mall crawling. This truck was engineered to be one of the most rugged vehicles on the planet.

That might sound like marketing speak, but it isn’t far from the truth.

If I needed a pickup truck to explore the Arctic or the Sahara, the Quartermaster would absolutely be near the top of my list.

Quick Specs

Engine
3.0-liter turbocharged inline-six (BMW-sourced)

Output
282 horsepower
332 lb-ft of torque

Drivetrain
8-speed automatic
Full-time 4WD
Low range and locking front, center, and rear differentials

Capability

• Towing: up to 7,700 pounds
• Payload: roughly 1,800 to 2,200 pounds
• Bed length: 61.5 inches
• Fuel economy: EPA-estimated 14 mpg combined

My tester was loaded to the gills. It had a spare tire in the bed, snorkel, winch, and multiple off-road accessories, which added weight and reduced both payload and towing capacity.

And unlike many modern trucks in this class, there is no standard trailer brake controller.

That detail became important later.

What’s New for 2026

The most significant update for 2026 is the revised steering system.

It’s noticeably improved. The truck is easier to keep centered in a lane and easier to maneuver, and the turning radius has improved by about five percent.

That said, the turning circle is still enormous.

Driver assistance systems like lane departure warning and emergency braking are present, but this is not a truck designed for suburban errands. Everything about it prioritizes durability and off-road capability.

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Living with the Quartermaster

The Quartermaster has undeniable curbside swagger.

Up front, the Recaro seats are comfortable rather than aggressively bolstered, which works well for long drives. The cabin design is equally distinctive, with aircraft-style overhead switches that make the cockpit feel like something lifted from a military transport plane.

The rear seat area is tight, however. Because INEOS extended the chassis to create the pickup bed, the rear cabin sacrificed some space.

Legroom is actually less generous than many midsize trucks.

The bed itself is also fairly small by industry standards.

Built for Adventure

Where the Quartermaster shines is off-road.

With solid axles, locking differentials, substantial underbody protection, and aggressive tires, it delivers articulation and traction that many modern trucks simply cannot match.

The BMW-sourced inline-six is another highlight. Smooth and torquey, it provides plenty of usable power and feels well matched to the truck’s character. But towing near the limit reveals the truck’s weaknesses.

Those rugged suspension components aren’t thrilled about heavy loads. The rear suspension compresses significantly, creating noticeable sag, and occasionally the tail can wag the dog.

Fuel economy is also a challenge. The Quartermaster is rated at 14 mpg combined, and even that number can be optimistic in daily driving. Add a heavy trailer, and the numbers fall quickly.

The Trailer: Pebble Flow Founder’s Edition

Approx. price: $175,000

If the Quartermaster represents old-school mechanical durability, the Pebble Flow represents the opposite.

It’s essentially a high-tech travel trailer packed with electric propulsion and automation.

Quick Specs

Length: (just under) 25 feet
Width: 7 feet 7 inches
Height: 8 feet 9 inches

Dry weight: about 5,800 pounds
Loaded weight: close to 7,000 pounds

Battery capacity: 45 kWh
Solar system: 1.1 kW rooftop array

The electric drivetrain can power the trailer’s wheels, reducing strain on the tow vehicle.

In certain situations, the trailer can even drive itself.

Inside the Pebble Flow

Inside, the Pebble Flow comfortably accommodates up to four people.

The layout includes:

• A separate shower and bathroom
• A well-designed kitchenette
• One of the best refrigerators I’ve sampled in an RV

The main bed folds down Murphy-bed style, revealing a desk and seating area during the day. A dining nook converts into a second sleeping area.

Many traditional RV features have been replaced by technology.

For example, the windows use electrochromic glass that turns opaque with the press of a button.

The same system is used in the bathroom.

Unfortunately, the control button sits close enough to the toilet that it’s possible to accidentally make the windows transparent at the wrong moment.

Yes, that can be awkward.

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A Trailer That Thinks for Itself

The Pebble Flow includes a 45-kWh lithium-iron-phosphate battery pack, supported by a 1.1-kW rooftop solar system.

The entire trailer is controlled through an iPad interface, including:

• Lighting
• Climate control
• Power systems
• Locks
• The electric drive system
• Water tanks
• Self hitching

Remember the missing trailer brake controller in the INEOS? The Pebble Flow effectively replaces it. Its drivetrain can provide braking and propulsion assistance through the control system.

In practice, it worked surprisingly well.

The Results

This is where the experiment came full circle.

Remember the premise: pairing a technologically advanced trailer with a rugged, old-school pickup truck.

Related: These Are the Toyota Crowns That Americans Are Missing Out On

The results proved the concept works.

With the Pebble Flow’s electric assist active, I averaged roughly 10 mpg over a 100-mile stretch. With the assist disabled, fuel economy dropped to about 7 mpg. That’s a massive difference.

It clearly shows how much strain the trailer’s electric drive system removes from the tow vehicle. The trade-off is that using the assist drains the trailer’s battery, reducing the energy available while camping.

Fortunately, the trailer can recharge using Level 1 or Level 2 J1772 charging, and it even supports bidirectional charging. Fast charging is available too – but good luck finding a charging station it will comfortably fit in.

The Party Trick

My favorite feature is the Pebble Flow’s ability to move under its own power.

Using the iPad, I could maneuver the trailer around tight campsites without the truck attached. It’s not exactly like driving a giant remote-controlled car, but it’s surprisingly effective.

Even more impressive, the trailer can automatically hitch itself to the tow vehicle.

Related: Rivian R2 Leak Reveals Up to 330 Miles of Range and $45K Entry Price

Press a button and it:

1. Locates the hitch
2. Drives into position
3. Raises its suspension
4. Drops onto the hitch ball

Watching it happen feels almost surreal.

What Needs Improvement

Despite its impressive technology, the Pebble Flow isn’t perfect.

• Cargo space is limited, and several design decisions prioritize aesthetics over practicality.
• Camera system should be able to wire into any vehicle for easier parking.
• The bathroom should have solid walls, for the sake of modesty.
• The biggest issue is the complete reliance on the iPad control system. There should easy to find and access physical backup controls for essential functions. They are there, but hard to find.
• And then there’s the price. At roughly $175,000, this trailer costs more than many luxury motorhomes.

Pebble says smaller, more affordable versions may arrive in the future. If they can simplify the technology and lower the price, the concept could become far more accessible.

Final Thoughts

This pairing is undeniably expensive.

Still, if you want one of the most rugged adventure pickups available today, the INEOS Quartermaster is hard to beat. Like the Grenadier SUV, it’s immensely capable and full of personality. That probably explains why I’ve begun seeing more of them around Los Angeles.

My suspicion is that many owners haven’t quite realized how uncompromising it can be in daily commuting. As for the Pebble Flow, it’s an extraordinary piece of engineering. Everywhere I stopped, curious campers and RV owners gathered to watch it maneuver and hitch itself to the truck.

Some of its ideas feel revolutionary. Others feel overly complicated. But there’s no denying what Pebble has built. It may not be perfect yet, but it’s a fascinating glimpse at where camping technology is headed. I guess the opposite can be said about the macho INEOS Quartermaster. .

Related: I Drove The 2026 Cadillac Escalade Platinum Sport: Here’s My Honest Review.

As with most of the upfitted RVs and executive shuttles, this one began life as a Mercedes-Benz Sprinter, specifically a Sprinter 3500. From that starting point of a reliable, luxury platform, Westwind Coachworks got to work creating a distinct and unique executive coach experience.

Originally, the company’s founder, Jim Bolinger, was not a manufacturer at all, but purchased a growing fleet of rental limousines starting at the age of 18 in 1978. It was not until a partnership with Missouri-based Bob Murgel in 1996 that Westwind Coaches actually began upfitting vehicles. Originally, Lincoln Town Cars, Hummer H2s, and Ford Excursions were all features, but over the years, the brand has honed in on the Sprinter platform specifically, even becoming certified as a Mercedes Master Upfitter. With specificity comes specialized experience, and we’ll dive into just how well that experience served today’s feature.

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A big, black executive shack

The high-gloss paint job on this executive shuttle is called Jet Black, and, as the photos suggest, it is highly reflective, almost mirror-like. The original Sprinter 3500 was ordered with extra roof height that stands a bit taller than the average passenger van, accommodating all of the accessories stored inside. A three-panel window on the driver’s side, a similar set of two-panel windows, a connected sliding door window on the passenger’s side, and both barn doors are all heavily tinted while still transparent to passengers inside.

Long aftermarket running boards have been installed to make entry and exit easier, and a receiver hitch is installed on the rear for towing. The grille is all blacked out, with one of the only splashes of color on the entire vehicle being the Mercedes-Benz logo. Rounding out the outside are 16″ steel wheels with polished colander-style covers, all shod in 215/85 Continental VanContact tires.

Take a seat in the captain’s chair(s)

Up front is a pretty conventional Sprinter cabin, with a few extras. Both front captain’s chairs are power-adjustable, finished in white, and feature quilted diamond-stitching patterns that extend to the rear seating as well. The dash is done in gray, while the center console, door panels, and flooring are black.

A nice array of features, including both heat and air conditioning, cruise control, crosswind assist, and a rearview camera for parking, all make driving such a large vehicle a little bit easier. There’s also a sizable touchscreen that includes stereo integration with both Apple CarPlay and Android Auto. A meaty tri-spoke steering wheel, clad in the same gray as the dashboard, has plenty of tactile buttons to help give the driver controls without distractions. Behind the wheel sits a 0-120 mph speedometer, a tachometer that redlines at 5,000 rpm, and a configurable digital gauge display for additional vehicle information. Small auxiliary gauges for fuel and engine coolant are also tucked away in the gauge cluster.

Have a meeting on the go

Where the upfitting shines most is here in the rear. All three windows on each side have blue backlighting as well as slatted blinds to control privacy and lighting. There’s also plenty of overhead lighting and storage compartments that take advantage of the raised roof. A total of five rear bucket seats, done in the same white upholstery with stitched diamond pattern, sit around a wood-patterned table with built-in illuminated cup holders.

Behind them sits a pair of inward-facing black benches, also given diamond stitching. A retractable partition sits between the driver’s cabin and the rest of the interior, where there is also a flat-screen television and residential-style outlets. In the very back, a small bathroom composed of a toilet and sink serves your human needs.

Enough horsepower to power through

Under the hood of this luxurious meetinghouse on wheels sits a standard Sprinter engine: a 3.0L (183ci) turbodiesel V6 for better low-end power and high-end fuel efficiency, especially after the fuel filter was replaced in autumn 2024. In ideal conditions, that equates to 188 horsepower and 325 lb-ft of torque. All of that power is sent to the rear wheels by way of a 7G-TRONIC seven-speed automatic transmission, which the owner reports was serviced around the same time as the fuel filter was replaced. Factory-standard independent front suspension and dually rear axle along with a Mercedes-Benz proprietary Electronic Stability Program (ESP) keep the ride comfortable, while all four wheels feature disc brakes for better handling and stopping power. Almost all of the 36,000 miles on the odometer are from the current owner.

Final thoughts: Why have a meeting anywhere else?

Not everyone needs an executive shuttle, but after these photos, we assume almost everyone wants one now. If you are a club or company that regularly moves people around, whether it’s to and from airports, on work trips to restaurants and golf courses where deals are closed, travel to multiple facility locations, or just have a team looking for an excuse to move physically while their ideas move metaphorically, this executive shuttle is certainly worth considering. You can dive deeper into the offer before the auction closes over on Bring A Trailer by clicking here!

The original Volkswagen T2 was conceived by Dutch Importer Ben Pon after observing VW T1 Beetles jury-rigged into light commercial duties, and the rest, as they say, is history. The T2 Van would go on to become one of the most ubiquitous and popular commercial and passenger vehicles of the 20th and 21st centuries, still in production today after seven generations. Confusingly, not only is T2 the model name, but each generation is also denoted by a T1-T7 naming scheme as well, so this third-generation van is designated a T2:T3.

While the first-generation vans became a symbol of the Hippie movement and youth rebellion more broadly, later models grew up alongside their Hippie cohort into more respectable and sensible machines, though they still retain a loyal and vibrant Van Life community. A little more spacious, a little more refined, and a little more mature, this T2:T3 Vanagon Westfalia weekender is worth checking out!

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Something borrowed, something blue

We don’t know what the original color of this camper van was, but it is reported that in 2023, the exterior color was repainted to a sky blue as part of a refurbishment that also replaced the windshield and wiper arms, door and window seals, body decals, headlight lens, and sagging roof canvas.

A thin black grille sits between the two round headlights, with a VW roundel prominently atop it. Mounted to the rear is a Fiamma bike rack and luggage rack, and the owner reports that both side mirrors were replaced in spring 2024. Rounding out the outside are four five-spoke 14″ alloy wheels taken from a later-model Vanagon and shod in General Grabber A/T tires fitted in fall 2022.

Quiet comfort and subtle luxury for the era

Up front, the two bucket seats are done in brown vinyl, with cloth inserts in a striped pattern of brown, white, and blueish-grey. The dash and door panels are dark brown with black trim, while the carpeting is of a lighter brown hue, covered in black floor mats. The windows are manual for that retro feel, and the Kenwood stereo hooked up to Pioneer speakers still provides decent audio quality. A bar-spoke steering wheel, also clad in brown vinyl, sits in front of a VDO gauge cluster, featuring a 0-180 km/h (~110 mph) speedometer, an inbuilt analog clock, and auxiliary gauges for fuel and coolant temp.

In back, there’s plenty of cabinet compartments for storage as well as a rear bench seat that folds down into a second sleeping platform. If you prefer sleeping in the pop-top above, zip-down windows provide better airflow for a better night’s sleep. There is also a small kitchenette with a two-burner propane cooktop, a refrigerator, sink, and swivel-fold table. Window curtains provide lighting control and privacy, alongside a skylight installed in spring 2024. There is also a water storage tank in the back, along with residential-style outlets throughout the rear cabin.

Volkswagen brings its engines in flat

Powering this weekender experience is a rebuilt 1.9L (116ci) water-cooled flat-four engine. Power is routed to the rear wheels by way of a three-speed automatic transaxle, which combines the transmission, differential, and rear axles into one assembly.

Quite a bit of work has been done, both before and during current ownership, to keep this machine running. Some of the highlights include an engine and transaxle overhaul, a repaint, a replacement windshield, an alternator, water and oil pumps, as well as wheels and tires in 2022, a new muffler, tailpipe, and transaxle fluid in 2024, and a new ignition switch, rear springs, and tie-rod ends in 2025.

The suspension is independent, front and rear, with rack-and-pinion steering. Braking is handled by power-assisted front discs and rear drums. The odometer shows a hefty 394,000 kilometers (~245,000 miles), with only about 600 miles added by the current owner.

Final thoughts: See the country in a van that’s seen it all

Volkswagens, especially from this era, are known for being workhorses that continue to perform long after most cars call it quits. Don’t let the high mileage of this Vanagon Westfalia scare you off too much, because many of the problems have already been dealt with by the previous owners. If you’re looking for a budget camper with a lot of charm and retro flair, this is an auction to keep an eye on.

12Cilindri Gets Flip Paint and 3D Fabric

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This V12-powered grand tourer features a new Yoonseul paint scheme, an iridescent finish specially developed for this car and inspired, in part, by Korean traditional Celadon ceramics. That’s referenced in the green hue, while the violet tones are meant to call to mind the Korean capital of Seoul and its K-pop, electronic music, and neon lights. Finally, blues take their inspiration from the “sparkling sunlight on the sea, Yoonseul in Korean.” Korean artist Dahye Jeong, who specializes in hand-weaving fabrics, worked on the seat, floor, and soft surface fabrics of the 12Cilindri’s cabin, with a new 3D fabric being created in her home country for its debut application in a Ferrari. Occupants can see her work in the glass roof, too, where a screen printing of the fabric’s latticework pattern appears. Handwoven Mongolian horsehair features in the dashboard, while Hyunhee Kim, another Korean artist, helped craft the cabin’s translucent-effect center tunnel, nameplate plaque, and trunk luggage case. Also noteworthy are the translucent key fob, Scuderia Ferrari shields, wheelcaps, wordmark badge, and Prancing Horse. Since when does Ferrari allow its badging to be customized? 2026, it seems.

White Accents? On a Factory Ferrari? Yes

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For the first time on a factory-finished Ferrari, this 12Cilindri wears white brake calipers and white shift paddles, inspired by yet another artist’s work, that of TaeHyun Lee, whose “extremely complex” lacquer techniques are famed in Korea. As a finishing touch, GRAYCODE, jiiiiin, an electronic artist duo, rendered the sound of the 12Cilindri’s 6.5-liter V12 “into a visual artwork” on the car’s hood, which was applied using the same traditional paint but a shade darker, which is another first for a factory Ferrari.

With such diverse collaborations and such intense attention to detail, there’s no doubt that this particular 12Cilindri will have vastly exceeded its $464,000 base cost, but there’s nothing else like it anywhere in the world. To those of us without eight- or nine-figure bank accounts, it may be just a green, blue, and purple Ferrari with a white interior, but this 12Cilindri is proof that Maranello is letting customers take more risks than ever before. That’s good for Ferrari’s accountants, but does this freedom remove some of the world’s most snobbish automaker’s stubborn air of superiority when it comes to what is and isn’t allowed, and is that a good thing? Let us know your thoughts in the comments below.

As with so many of the upfitted campers and weekenders we feature here on Autoblog, this 2023 Entegra Coach Launch began life as a humble 2022 Mercedes-Benz Sprinter, specifically a 2500 4×4. Sprinters are the gold standard in this industry, both because they are slightly tilted towards the luxury end of the passenger van segment and because that quality comes with plenty of customization options and robust customer service. Entegra only began expanding into the Class B market in 2021, but it has a much longer pedigree in more purpose-built, ground-up RVs to draw on, resulting in the machine we are looking into today!

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They’ll never see it coming

The original exterior color of this Sprinter is Pebble Gray, and that has been accented by a vinyl camouflage strip wrapped around the middle. This particular 2500 Sprinter was ordered with an extended-height roof, and atop it sit a pair of solar panels, an air conditioner, and a storage box, with a left-side roof ladder for access and additional storage boxes in the back.

A TerraWagen hood deflector and wheel arch flares improve off-road capability, while the electric awning over the passenger side makes the campsite just a little more comfortable once you get there. Up top, a light bar has been fitted above the windshield, while aftermarket side steps and a rear hitch step have also been added. The rubber meets the road with 17″ Black Rhino Arsenal wheels that are shod in 265/70 Hankook Dynapro AT2 Extreme tires.

Live and move in style

Up front sit a pair of heated captain’s chairs, done in black leatherette with camouflage seat covers. The rest of the forward compartment is also done in black, from the door panels to the dash to the carpeting.  An MBUX infotainment screen sits in the center of the dash, where features such as Distronic cruise control, crosswind assist, and a full 360-degree camera system can be accessed. There is also a removable table set between the seats. A multifunction tri-spoke wheel sits in front of a 0-130 mph speedometer and a 5,000 rpm tachometer, with a digital display between them for additional vehicle information.

Heading back, the camouflage accents continue in the living area, which includes two linked, forward-facing seats on one side, and a kitchenette with a forest-scene countertop, folding table, sink, cooktop, and refrigerator. There is also a small bathroom with a shower and toilet further back, alongside rear cargo compartments and a bench seat, which folds down for the power-operated bed lift. Audio equipment includes a Fusion Bluetooth system linked to overhead Polk speakers.

Your standard Sprinter engine gets the job done

Under the hood sits a 3.0L (183ci) turbodiesel V6 for good low-end torque as well as high-end fuel efficiency. Factory-new, the powertrain should deliver 188 hp and 325 lb-ft of torque in ideal conditions. All of that power is pushed to the rear wheels by way of a seven-speed automatic transmission, which includes a dual-range transfer case for even more efficient running. The owner indicates that the suspension has components from a smorgasbord of companies, including Agile Off-Road, Bilstein coilovers, Fox rear shocks, and Sumo Springs bump stops. Of the 25,000 miles on the odometer, only about 5,000 have been added by the current owner in 2025.

Final thoughts: This Entegra Coach is ready for Launch

Van life can be many things to many people. It’s a weekend away every now and then to some, while to others it is about every weekend somewhere new or a 24/7 lifestyle. Whatever your experience and commitment level, though, this Entegra Launch is a good starting point. You can check out the auction here, where there are plenty more photos, and if you like what you see, even place a bid.

At the base of today’s feature is a Mercedes-Benz Sprinter, specifically a 3500 XD. The Sprinter has become something of the gold standard for RV conversions and upfitters, owing to its more luxurious trim compared to other models, as well as high reliability, extensive customization options, and top-notch customer care and service. The Sprinter has been in production for over thirty years, and still sits at the top.

The Chinook RV company has been around a bit longer, since 1938, according to their website. Between 2006 and 2020, the factory closed, and the name was rebought and relaunched in 2021. Three years later, this 2024 Chinook Summit SS finished production, part of a new generation of Chinook that has righted course and is sailing full steam ahead.

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What’s white with gray stripes and looks good all over?

The all-fiberglass body of this Summit SS has been painted white with gray and blue stripes, as well as ‘Chinook’ lettering on the sides. A stylish parallelogram-shaped window aligns with these stripes at an aesthetically pleasing angle. Off on the passenger side, a remote-controlled awning can be extended, while up top, a solar panel array capable of up to 600 watts is hooked up to a 3000-watt inverter. There is also a Cummins 3.2 kW diesel generator and AGM residential-grade batteries.

Also up top sits a cabin air conditioning unit, as well as a WiFi booster for better connectivity even in remote places. Alluring LED lighting brightens up the vehicle when parked, while side steps make ingress and egress safe and easy. Suspension is augmented by a reinforced dual rear axle, and full utility hook-ups are included. Carrying all that are 16″ aluminum Alcoa wheels shod in 215/85 Continental VanContact A/S tires.

A command center fit for a king

Up front, charcoal-black-trimmed heated captain’s chairs for the driver and passenger sit like a throne. The door panels, dash, and center console are all charcoal black as well, with darker black Chinook-branded mats covering black carpeting. In the center of the dash sits a Mercedes-Benz proprietary 10.25″ MBUX touch-screen infotainment system with built-in navigation. It also displays a rear-view camera when in reverse, and links up to Bluetooth and Apple CarPlay.

Crosswind and lane-keeping assistance features are also included, as is a special Distronic Cruise Control that automatically detects slowed and stopped cars ahead and adjusts accordingly. A three-spoke black leather-wrapped steering wheel comes with shifter paddles and plenty of tactile buttons to reduce driver distraction and keep hands on the wheel. Behind that sits a 0-130 mph speedometer, a tachometer that redlines at 5,000 rpm, and a configurable multifunction display for additional vehicle information.

Modular home away from home

Behind the two front seats lies a power-fold tan leather couch and matching convertible dining booth with fold-down table, both with a view of a front-mounted 32″ Samsung flat-screen television hooked up to a JBL speaker system. These pieces of furniture can also be rearranged to make a sleeping area, complete with pillows. Overhead lighting and roller shades control privacy and ambient light, while the aforementioned roof-mounted air conditioner keeps the rear cabin comfortable.

Behind the living area lies a galley kitchenette complete with white oak cabinets, a pull-out pantry, a microwave oven, a refrigerator, a glass stove top, a sink, and a stainless steel backsplash. There is also a small bathroom with a skylight, a detachable showerhead, a vanity sink and mirror, and, of course, a toilet. Both the bathroom and the kitchenette are sustained by a 30-gallon water tank and a Truma Combi Plus water heater.

The Sprinter’s powertrain gets you there

Under the hood is a fairly standard 3.0L (183 ci) turbodiesel V6 that puts out 188 horsepower and 325 lb-ft of torque under ideal conditions. As with most upfitted models using Sprinter as a base, this engine is plenty powerful enough to get you anywhere you want to go, and appears untouched from the factory.

All of that power is pushed to the dual rear axle courtesy of a seven-speed automatic transmission, with both independent front suspension and Mercedes-Benz’s proprietary electronic stability control (ESC) in place for better handling. All four corners feature disc brakes integrated with an Anti-lock Braking System (ABS). There are also self-leveling jacks included for when you arrive at camp. The odometer indicates only 1,400 miles have been put on the engine and chassis so far.

Final thoughts: The Summit has reached its peak

There’s really not much left to say about this comprehensive Summit recreational vehicle. Its features are well thought-out and complement rather than get in each other’s way. The Mercedes-Benz Sprinter is a fantastic base model from which you almost cannot go wrong, providing plenty of power under the hood and base luxury materials that only enhance the overall upfitting.

Chinook is an established brand, and even with its recent hiatus and restructuring, it clearly retains the design and assembly talent needed to pull off an effectively perfect weekender. If you’re as sold as we are, why not check out the auction before it ends and place a bid?

That’s given rise to a growing market for lightweight, towable RVs like the Scamp Lite and Airstream Basecamp. And they could soon get some serious competition from Honda Motor Co. The automaker today pulled the wraps off the new Base Station Prototype, a small and modular package it believes could “revolutionize and redefine the towable EV space.”

“Base Station is a perfect example of what can happen when you let a team of researchers, designers and engineers pursue bold new ideas to create new value for our customers,” Jane Nakagawa, vice president of the American Honda R&D Business Unit, said during a preview of the new camper.

Big Things in a Small Package

The camper is small enough to fit into the typical garage or parking space, Honda noted, and, at under 1,500 pounds, can be towed by even some subcompact crossovers and sedans. The futuristic design of the Base Camp Prototype is no accident. Honda didn’t want to roll out just another small RV. While it folds into a compact, aerodynamic package, the prototype quickly pops open into a roomy living space with a 7-foot ceiling and room for as many as four. That includes a fold-down, queen-size futon, as well as an optional bunk bed for the kids.

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Base Station shows a lot of creative thinking, such as the LED light ring surrounding its big side window. The design is modular, with a variety of different options available, including a fold-out kitchenette and shower. The modules, meanwhile, can be swapped in and out without the need for power tools, said the development team leader Dillon Kane.

“The goal is to democratize camping with a light, towable camper you can tow with a compact crossover or EV,” Kane explained during a sneak peek event at the Honda R&D center in Torrance, California where primary development work has been taking place.

A Focus on Comfort, Wherever You Go

Along with the kitchen and shower, Base Station can be equipped with a fully functional climate control system. You can easily plug it in should you settle in at one of the countless RV parks that dot the American landscape. But the Honda RV is designed to let you travel far off the beaten path and still enjoy many of the comforts of home.

The Base Station Prototype features a roof-mounted solar array. And its modular design also provides room, should a buyer choose, to mount a lithium-ion battery backup system, rather than having to rely on a generator for power at night or on rainy days. The pack Honda is developing should provide enough justice “to get you through a long weekend,” said Kane.

Related: The Idea of a Self-Driving RV Seems To Have Everyone Excited

A Package for Everybody

The flexibility of the Base Station design could give Honda a let up on the competition which, from a price standpoint runs around $17,000 for a stripped-down version of the Scamp Lite 13’ model to more than $54,000 for a well-equipped version of the Airstream Basecamp 16X. Honda officials haven’t yet set pricing but expect a production model “would be priced competitively in the towable RV market,” Honda’s U.S. sales chief Lance Woelfer said Tuesday during a media conference call. Translation: a stripped-down Base Station would almost certainly start at the low end, though a fully equipped package, especially with the solar array and battery backup system, would climb substantially higher.

“We wanted Base Station of be for everybody,” Nakagawa said.

Final development work is still underway and Honda hasn’t formally confirmed whether it will actually put the Base Station into production. But listening to individual members of the R&D team leaves little doubt the Japanese manufacturer is itching to get out there with Base Station. “We will share more information in the coming months,”, “including our future intentions” on building Base Station, Woelfer said.

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The original Volkswagen Type 2 (often shortened to ‘T2’) was introduced in 1950 as the second mass-produced vehicle for the brand, following the ubiquitous success of the T1 “Beetle” and consideration of an initial design concept by Dutch VW importer Ben Pon for a larger, more capable chassis. Early T2s were symbols of the Hippie and Anti-War movements, while also earning a reputation for reflecting the wild, free spirits of many of their owners. The later generations got a bit more respectable as they aged, again just like the humans who drove them, but never lost that underlying sense of adventure, becoming something of a ‘cult-classic’ in the Van Life community. The T2 van has since gone on to have seven iterations that are, confusingly, labeled T1-T7 by VW.

This particular one from 1986 is a third-generation T2:T3 van, and it sports some very special features that make it both fun to drive and highly collectable. Firstly, it is a Syncro, specifically from the first full year model that featured it. This means all-wheel drive and plenty of control and handling despite the top-heavy design. It is also a Wolfsburg Edition, which was a special trim level only available on a select few T3s, making it rare. This chassis entered current ownership in 2020 and has since undergone significant maintenance to keep it reliable and on the road.

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An earthy tone for a wanderer of the earth

The color scheme on this Vanagon is Merian Brown with black trim and a light beige pop-up camper up top. A black vinyl front cover has been installed, protecting the front end and adding a neat additional texture. Aftermarket high-powered GoWesty headlights and secondary LED bulbs have been installed, while the front and rear bumper remain chrome bars with black protective additions.

A single rear wiper can be found in the back, and each side mirror is actually two mirrors set in one. The side windows and side door all slide open, while the skylight lets the sun into the rear cabin. Wolfsburg badging can be found at the rear, as well as a single passenger-side tailpipe and exhaust. All four wheels are steel 15″ steelies coated in black and shod in 215/75 Firestone Destination A/T tires.

Brown and beige are all the rage

Up in front, a pair of captain’s chairs has been redone in beige corduroy, with matching door panels and carpeting. The accents on the door panels, the windshield columns, the dash, and the locking glove compartment are all body-matching brown and provide a lovely two-toned effect. A Kenwood header and Blue Sea charging relay have been installed, while the existing heater and air conditioning have been refurbished.

A bar-spoke steering wheel with matching brown leather sits ahead of a set of VDO gauges, including a 0-100 mph speedometer, an analog 12-hour clock, and coolant temp and fuel gauges.

In the rear, a single rear-facing seat and a front-facing three-person bench take up most of the compartment, with a brown folding table between them. All windows feature privacy curtains, storage cabinets, and a second, smaller bed platform. As mentioned earlier, the pop-up top also features a skylight.

All hail the Syncro

Volkswagen’s vans had their engines rear-mounted across most generations, with this water-cooled 2.1L (128 ci) flat-four being no exception. This one rolled off the factory floor with Digifant fuel injection that boosted its power to 95 horsepower and 117 lb-ft of torque in ideal conditions. All that power was sent to all four wheels by the coveted Syncro all-wheel-drive system, with a five-speed manual transaxle that combined the transmission, locking differential, and axles into one assembly.

Work to get this van into tip-top shape since 2020 has been extensive, but here are the highlights. The water pump, radiator, and thermostat have all been replaced, while the airflow meter and suspension have been refurbished, the latter by installing Schwenk springs, Bilstein B4 shocks, and a Burley Motorsports suspension bushing kit. Front and rear Van Cafe shifter rods, as well as a GoWesty coolant alarm and driveshaft decoupler, were also added. The front brakes are power-assisted discs, while the rear uses simple drums. The odometer shows 99,000 miles, of which over 9,000 are from current ownership. The owner also notes that the odometer was repaired in the summer of 2022 by Specialty Gauge.

Final thoughts: A special edition of a special van

It’s not terribly uncommon to find T3 Vanagons still on the road. They are well-built, with fine German engineering and an obsession for precise tolerances and high-quality materials. As a class, they are definitely not ‘rare’. However, when an example like this comes along, with layering combinations of factory features, the rarity rises accordingly. It’s worth checking out the listing for additional pictures, and perhaps placing a bid to see if you’ll be lucky enough to take this weekender home!

The base chassis for this camper conversion is the Toyota TownAce, a reliable and popular van that is especially well regarded for reliability and affordability. The original LiteAce, precursor to the TownAce, was unveiled in 1970, and Toyota went on to produce them until 2007. At that point, Japanese carmaker Daihatsu, which had already sold rebadged TownAce variants under the names Delta Van/Wagon, obtained the full rights to the name and applied it to the Daihatsu Gran Max, which, other than the name, has very little in common with the original.

This specific camper conversion was done on a 1993 Toyota TownAce, before the Daihatsu generation, with the actual conversion work being done by A’m Craft, a Japanese company about which very little is easily found on the internet. Their work seems to have outlived the company, with a U.S. dealer acquiring this camper in 2025 and importing it to now sell on Bring a Trailer.

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White and brown out on the Town(Ace)

This TownAce is draped in a white body with brown paneling along the sides, hood, and the pop-up canopy inside the fiberglass camper shell. There is also a retractable awning on what would be the driver’s side here in the U.S., but as this was a vehicle manufactured for Japan, the driver’s side is actually on the right side of the vehicle, with the passenger on the left.

Body-matching brown front and rear bumpers jut out a good way past the rest of the body, while an oversized front convex mirror helps overcome the fact that this car is designed to drive on the ‘wrong’ side of the road to where it is now being sold. A fun line of solid-color stripes rolls back in sequence to the word “European” stenciled over the rear wheelwell. All four wheels are six-spoke 14″ alloys shod in Sailun tires that were mounted last year.

Beige and grey win the day

The front bucket seats are upholstered in beige cloth with patterned inserts, with the same color also found on the lower part of the door paneling. Everything else, from the rest of the door panels to the dash to a fold-down center console to the carpeting, is done in charcoal gray. Heating and air-conditioning are functional, as is the CD radio with and rear-view camera in the dashboard.

As mentioned, the bar-spoked steering wheel is mounted on the right side of the vehicle, and is also done in a mid-range gray. Behind it sits a 0-160 kmh (0-100 mph) speedometer, as well as an aftermarket tachometer that redlines at 8,000rpm mounted up top. The gauge cluster also shows fuel and coolant temperature.

A cozy and modular living space

The rear compartment is only accessible through the left-side sliding door, with no rear doors present. Folded up one way, it is a bench with a folding table, but it can be rearranged into a full sleeping area, complete with gray pillows and patterned curtains for privacy.

Residential-style outlets are fully functional, as Japan just so happens to use the same two-prong configuration that the United States does, so no conversion is needed! There is also a kitchenette in the back that features a slide-out sink, an Electrolux refrigerator, several storage cabinets, a diesel-fueled heater, water hookups if you are at a campground with facilities, and a shower area.

Cabin over engine

You don’t so much access the engine through a traditional hood as you do through a panel located under the passenger’s seat. If you want to call that a ‘hood’, though, then under the ‘hood’ of this TownAce you’ll find a 1.8L (110ci) 2Y inline-four engine, which had a brand-new battery installed last year. These engines are rated for around 79 horsepower and 103 lb-ft of torque in ideal conditions.

That’s not muscle-car territory, but it is enough to push this light camper van along at a steady speed, with all four wheels powered by a column-shifted five-speed manual transmission. Braking is effected by front discs with manually-locking front hubs, and simple rear drums. The odometer shows about 107,000 km, or about 67,000 miles.

Final thoughts: Something unique and different

There are all manner of Sprinter van conversions available today, or if you’re looking at older markets, it seems like Volkswagen Vanagons really take the cake. If you’re someone who prefers to roll up to the RV park in something a bit more unique and stand out, while still being fully functional and reliable, then this TownAce is a strong contender. It has left-hand driving, an unusual way to access the engine, and was designed for the Japanese market, making it an easy talking piece. You can check out the auction over on Bring a Trailer, but don’t wait too long, or you might miss it!

The chassis this Heritage camper is built on is the versatile and proven Mercedes-Benz Sprinter, specifically a larger 3500XD from 2023. The Sprinter was first introduced in 1995 and has seen three generations and four manufacturers in the time since, though the latter is more a testament to a tumultuous cycle of mergers and acquisitions.

Midwest Auto Designs isn’t all that much younger, either; founded in 2000, it originally focused heavily on Sprinter conversions before branching out into other marques in more recent years. Their website boasts that the company was the “first Quality Approved upfitter for the Mercedes Sprinter in the U.S.”, and even today, these Sprinter conversions are the bread and butter of the brand, meaning you can be sure a quarter-century of expertise in how to get the best out of this already premium van went into the upfitting process.

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This is one Pebble you won’t mind in your shoe

The exterior of this Heritage camper is coated in a gentle Pebble Grey, a pale, almost cream grey that is unassuming and blends in to most any environment. Up front, there’s a prominent air dam under the front bumper, and the grille that sits atop said bumper is covered by a decorative body-color paneling with three gaps left for airflow, and a tri-spoke Mercedes round logo overtop it.

Up top, you’ll find a cabin air conditioner, as well as solar panels and a passenger-side retractable awning. In the back, there’s a receiver hitch, while exaggerated side steps have been added to both sides, and the long single windows are tinted for privacy. Rounding out the outside, the wheels are all 16″ polished alloy affairs, shod with Continental VanContact A/S tires.

Into the interior

The front heated, power-adjustable, swiveling captain’s chairs have both been done in beige leatherette with quilted patterns, while the door panels, dash, and carpets are all black. The center console is dominated by a proprietary Mercedes-Benz MBUX screen with touch and navigation integrations, while other amenities include heating and air conditioning, adaptive cruise control, crosswind assist, and a 360-view camera with front and rear parking sensors.

The tri-spoke steering wheel is wrapped in black leather with chunky pillars full of tactile buttons to reduce driver distraction. Behind the wheel sits a gauge cluster with a 0-130 mph speedometer and tachometer that redlines at 5,000 rpm, as well as a configurable information display and secondary coolant and fuel gauges.

Moving to the rear compartment, the passenger-side sliding door reveals a second row of captain’s chairs as well as a powered rear bench that doubles as a fold-out bed, all in the same beige-quilted leather, and a bright skylight up above. There are not one but two flat-screen televisions, connected to a JL Audio sound system, as well as several residential-grade power outlets and a fold-up table. A small kitchenette features a microwave, sink, two-burner stove, as well as a refrigerator, while the bathroom facilities include a shower, toilet, and a second sink.

A powertrain that’s good enough but not too notable

Under the hood, you’ll find a 2.0L (122ci) turbodiesel inline-four engine, which puts out respectable low-end torque and good fuel economy. The engine is rated for 208 horsepower and 332 lb-ft of torque in ideal conditions. All of that power is sent to the rear wheels by way of a nine-speed automatic transmission, which, coupled with a reinforced dually rear axle and Mercedes-Benz’s proprietary ESP, or Electronic Stability Program, gives a very smooth and gentle driving experience. All four wheels are fitted with disc brakes for extra control and stopping power. The odometer reads only 216 miles, meaning this is effectively a brand-new engine and chassis.

A safe and sure bet for anyone looking to get into Van Life

Midwest Automotive Design has been doing this whole RV conversion gig for a while, a quarter of a century at the time of conversion, to be exact, and that expertise shows. Nothing seems out of place or obviously clashing in either form or function, and just about everything you could need for a weekend getaway has been included.

The Sprinter makes for the gold standard in upfitting, and Midwest has leveraged its experience to squeeze every last ounce of comfort and performance into this Heritage from 2025, without going overboard or making too many sacrifices in trade-offs between style and practicality.

If you’re looking to get into the Van Life for the first time, or to gain some experience before ordering your own custom one later on, this vehicle is a solid entry-level option to get your feet wet and get away in a getaway van that someone else thoroughly planned out for the purpose.

The basis for this camper conversion is a 2022 Mercedes-Benz Sprinter 2500. The Sprinter debuted in 1995 and was late to the podium, but it has continued in production ever since, with only three generations of iteration on a near-perfect design. While the top spot for sales overall goes to the Ford Transit or Volkswagen Transporter, Sprinters are prized for conversion work for their slightly higher quality and luxury materials as a starting point, as well as the highly customizable nature of their base models.

The Sprinter has actually been made by multiple different companies, outlasting its creator
Daimler-Benz, which became DaimlerChrysler in 1998 and then Daimler AG in 2007, with the van moved under the Mercedes-Benz Group in 2022. It was picked up by Winnebago two years later and converted into a 2024 Revel 4×4. Founded in 1958 in Forest City, Iowa, Winnebago pioneered the RV here in the States, and has become one of the largest manufacturers of them all time. This Revel has had one owner since conversion, so let’s see what they are leaving to the next adventurer.

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Still waters run deep

This Revel 4×4 conversion has been finished in Pebble Grey, with a black stripe along the side to match the hood with its Aero spoiler and light kit. There’s also the black-painted Pismo steel front bumper, which features a Warn VR Evo 10 S electric winch as part of its assembly, along with the rear bumper, a black roof ladder, an Owl Outdoor bike carrier, a gear basket, a cargo box, and a Van Mart tire carrier.

Up top on the raised roof sits a black roof rack, two solar panels, a Coleman Mach cabin air conditioning unit, a LiFePO4 energy system, and a powered awning off the passenger-side door. The headlights have been retrofitted with upgraded Nova-Series LED headlights. A receiver hitch and full utility hookups are also present. The bronze-coated 17″ 710 Method Race Wheels sit ahead of a Van Compass mudflap relocation kit, and are shod in 275/70 BFGoodrich All-Terrain T/A KO3 tires, including the aforementioned full spare mounted to the rear.

A cozy and commanding view of the road

The front of the cabin features fully swiveling and heated black leatherette seats, with the same color featured on the door paneling, carpets, and dash. There is an Owl Outdoor extension to the center console with extra cup holders underneath Mercedes-Benz’s proprietary MBUX infotainment and navigation screen. In addition to ESP (Electronic Stability Program) and parking sensors, there is also a 360-degree camera system, adaptive cruise control, which will even brake for you, crosswind assist, and automatic climate control. The tri-spoke multi-function steering wheel is done in black, with plenty of tactile buttons for less distraction while driving. Behind the wheel lies a configurable digital display, with an analog 0-130 mph speedometer, a 5,000 rpm redline tachometer, and auxiliary gauges for fuel and coolant temperature.

Packing a whole lot into a small space

The rear cabin can be accessed either by the passenger side sliding door or the rear barn-style doors. There is plenty of storage, with cabinets as well as up-top and under-bed storage, thoughtfully executed. The whole cabin is illuminated by overhead lighting, with privacy curtains also included. A kitchenette with a stainless-steel sink, a Nova Kool refrigerator, and a single-burner portable induction range is minimalist yet functional, and the wet bath enclosure features a swiveling cassette toilet, a basic shower, and a powered roof vent. There’s a Lagun folding table as well as an inflatable Luno cab air mattress that goes upfront, and a Power Lift platform bed in the rear.

Solid powertrain with proven, reliable performance

Under the hood lies a 3.0L (183 ci) turbodiesel V6 with a factory rating of 188 horsepower and 325 lb-ft of torque at peak conditions. All of that power is sent to all four wheels by way of a seven-speed 7G-TRONIC automatic transmission. There is a Van Compass pedal control box and a 4.3″ lift kit with Falcon adjustable remote shocks and Baja Bracket rear shock mounts. All four wheels sport disc brakes, and the 17,000 miles on the odometer are all from one owner.

Final thoughts: Carpe Diem and take control of your adventure

All in all, this Revel 4×4 shows just how customizable Winnebago’s upscale offerings can be, with some unique aqua and bronze color accents, as well as an emphasis on storage above all else on the inside. Van Life isn’t just about sleeping in a van; it’s about making a mobile space your own, and the previous owner has put their mark down like a thrown gauntlet. Will you pick up the next chapter of this adventuring machine and add your own take?

Despite never having been officially sold here, the Mitsubishi Delica Space Gear has become an increasingly common sight on the roads—and off of roads—across North America. Adored for their rugged, go-anywhere adventure-readiness and spacious, versatile cabins, these cult-classic icons have become some of the most popular Japanese import vehicles. After initially gaining a massive following in Canada, where only cars more than 15 years old are eligible for importation, Delicas are now commonplace in America, as many of the most desirable examples have surpassed 25 years of age. North American adventurers and nomads have fallen in love with the Delica Space Gear. So, this all begs a question: if 25-year-old Mitsubishi vans are so popular here, why doesn’t Mitsubishi sell us new ones?

The market Is ripe for an adventure van comeback

After all, the Mitsubishi Delica Space Gear really is the perfect vehicle for those who crave adventure. Whether you’re stargazing in Monument Valley through its many alpine windows and sizable sunroofs, engaging the capable four-wheel drive system to scale mountains in the Rockies, or lounging surfside with old friends on the beaches of Hawai’i, the Delica Space Gear has the equipment, the durability, the comfort, and the charm to tackle whatever adventure you can throw at it.

As more people opt for a nomadic lifestyle, spurred by an abundance of remote work opportunities and a societal relearning of the importance of adventure and exploration, imported Delicas are being snatched up like hotcakes. Mercedes-Benz, Ford, and even Ram have taken advantage of the resurgence of North American van culture with models like the Sprinter 4×4, the Transit Trail, and the Promaster. Given the relentless popularity of somewhat ancient Mitsubishi vans, it astounds me that the Japanese automaker hasn’t tapped into the niche itself.

Mitsubishi still produces the Delica overseas. Plus, they’ve even teased us with a new one

In Japan and other markets, Mitsubishi still sells the Delica D:5 today. Although the beloved “Space Gear” variant is no longer produced, the Delica D:5 can still be equipped with Mitsubishi’s AWC four-wheel-drive system and even a turbodiesel engine under the hood. The D:5 has been around since 2007 and received a significant facelift for its 2019 model year (as pictured above), but, for some reason, Mitsubishi never chose to offer it stateside. Even with its modern styling and softer appearance, the Delica D:5 retains the signature old-school ruggedness that made older Delica Space Gears so appealing, and even these have begun to appear in the Canadian gray market. Still, its platform is nearly two whole decades old, and so the time for the Delica to benefit from a fully redesigned new generation has come.

Mitsubishi knows this, and its D:X Concept (pictured above), revealed to the public in 2023, is a strong sign that suggests the Delica won’t, in fact, go the way of the Dodo Bird, and will get its due replacement in some form or another—meaning Mitsubishi has an opportunity to develop its next-generation with the North American market in mind. According to The Drive, even Mitsubishi America has shown teasers of this concept, suggesting Mitsubishi is at least considering testing the waters of offering its rugged van to North American buyers. If the brand does come to its senses and decides to stock its American showrooms with a modernized version of its most iconic adventure van, it could be a significant moment for the brand.

So, with the help of Gemini 3 Pro, Midjourney 7.0, and Adobe Photoshop, I’ve put together some renders of what I think a next-generation Mitsubishi Delica Space Gear could look like, incorporating many of the signature styling fixtures and design elements its predecessors championed. These images are purely fictional and do not depict any actual Mitsubishi products.

Here’s what a modern Delica Space Gear could look like

Tough and taut, as shown, this Delica Space Gear would most certainly do its ancestors ample justice. Incorporating a blend of older examples’ boxy proportions and the rounded, tapered styling of later Delicas, this design doesn’t evoke just one past generation of Mitsubishi’s adventure van; it emanates them all. Distinctive elements such as its subtle, 4WD-branded bullbar and metal skid plates help retain the Delica’s tough-mudder persona, while its sliding rear doors and tailgate-mounted ladder enhance its overall functionality, and its glass-heavy greenhouse with numerous alpine windows brings plenty of natural light into the cabin—just as properly-equipped Delica Space Gears have always done.

What modern powertrains could make the most sense?

Throughout its lengthy history, the Delica has used various platform configurations. Older, more coveted examples offered mid-engine, rear-wheel-drive platforms, with four-wheel-drive systems standard on Space Gear models. This setup allowed for larger powertrains, including V6 engines and turbodiesels that ranged up to 2.8 liters of displacement, and more balanced handling. Later models, though, used front-engine, rear-wheel-drive platforms, and the most recent Delica—the D:5—features a transversely-mounted engine in front of the cabin and front-wheel-drive, with four-wheel-drive available as an optional extra.

The varying configurations throughout the Delica’s history leave its potential next-generation in serious debate. Should it sit on a pickup truck platform, as the first few generations did, or should Mitsubishi opt for a softer, more modernized platform for the adventure van? The possibilities are endless, but I believe there are two most likely routes for Mitsubishi to approach the next-generation Delica to optimize it for North American sales.

Firstly, thanks to Mitsubishi’s longstanding partnership with Nissan, it’s entirely possible that a redesigned Delica could share its platform with the Frontier pickup truck. Using the Frontier’s body-on-frame design could maximize the Delica’s off-road capability and perhaps even its long-term durability, especially combined with the Frontier’s uncomplicated, naturally aspirated 3.8-liter V6 engine. Give it the truck’s nine-speed automatic gearbox and four-wheel drive, and Mitsubishi would have a seriously hardcore adventure van on its hands.

The second option could follow a similar path to the Chinese-market Nissan Frontier Pro PHEV, which pairs its pickup truck ruggedness with the innovation and efficiency of a plug-in hybrid powertrain, which sees a turbocharged 1.5-liter four-cylinder engine paired with an electric motor to produce upwards of 400 horsepower, and the advancements of L2 driver assistance. This ultra-modern option could provide buyers with features that eliminate many of the headaches of rugged adventuring if fitted with V2L (Vehicle-to-Load) capability, as the Frontier Pro PHEV is, making pumping air into stand-up paddle boards and charging e-Bikes entirely seamless, even in the middle of nowhere. With the Frontier Pro’s all-wheel drive and available rear differential lock, going this route could still afford the Delica with similar or even superior off-road capability to what’s available from the D:5. Still, though, it would sacrifice some ruggedness and mechanical simplicity in favor of power, efficiency, and tech features.

Final thoughts: Would anyone actually buy a new Delica?

Of course, there’s no denying that a brand-new Mitsubishi adventure van will be a tough sell regardless of how the brand approaches it. The fact is, even though finding well-kept Delica Space Gears is becoming tougher these days, they can be purchased through Japan’s massive used-vehicle auction system for pennies on the dollar compared to what they’re worth on this side of the Pacific, making them relatively inexpensive toys and surprisingly wise investments. Add this to the fact that many of Mitsubishi’s contemporary dealerships are really just fronts for modern-age “buy here, pay here” used car lots, and suddenly the idea of the automaker selling brand-new adventure vans in North America seems like more of a challenge than a no-brainer.

Still, there’s no denying that demand for vehicles like this exists, and it’s up to automakers to decide whether they want to take the necessary risks to capitalize on its desirability or play it safe and continue peddling a lineup of unremarkable crossovers. In Mitsubishi’s case, offering an adventure van such as what you’ve seen above might not just be an opportunity for the brand’s salespeople to score a few extra stickers on their manager’s board every month, but also an opportunity for Mitsubishi to claw back some of the cultural relevance it’s let slip in recent years. So, I leave it to you, Mitsubishi. Bestow your American dealers with the gift of a sweet, adventure-ready van that’ll basically sell itself if the cards are played correctly, or don’t. But know that if you do decide to be bold, it won’t go unnoticed.

The Ford Econoline van, aka the E-Series, were introduced in 1961 and have enjoyed an unbroken chain of production through to the present, and are still going strong. For over three decades Ford’s workhorse was the undisputed king of the commercial and passenger segments, outselling all others. Even today it is only surpassed in all-time sales by it’s larger and younger cousin, the Ford Transit, and the even longer-pedigree Volkswagen Transporter.

Pair that long-standing history of universal appeal with the Mystery Machine paint scheme and livery of today’s feature, and you have a guaranteed winner. Scooby Doo launched as a show in 1969, and has had extensive spin off’s, reboots, and cameos in other media, all helping cement it as a cultural icon. The conversion was performed some time in 2024, and the result speaks for itself.

This Ford E-Series from 1988 has not only been upfitted into a weekender-style camper, but is also styled after the beloved Mystery Machine of Scooby Doo fame.

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Pile into this Mystery Machine.

The original colors have been replaced with aqua blue and vibrant green, just like the original Mystery Machine. There are also orange vinyl flower decals, as well as orange lettering and of course the whole cast up on the camper top, with Shaggy and Scooby decals poking out of the front windows of the camper. The grille is all-black, framing distinctive 80’s style E-Series squared headlights. Chrome bumpers front and back match the aluminum running boards down each side.

On the back, a door-mounted spare with black Scooby-Doo cover has been added, as well as a silver roof ladder, receiver hitch, and utility hookups. A yellow ‘ZOINKS’ vanity plate with aqua blue field helps tie the theming together nicely, as do the 16″ wheels, with eight-lug attachment that has been painted body-matched green with decal-matched orange at the centers, shod in 215/85 Sailun Terramax H/T tires. 

What’s under the mask?

This shrine to the Scoob continues on the inside, with the interior covered extensively in shag carpeting. A pair of captain’s chairs is done in simple grey cloth, protected by black covers over the top. The dash is covered with orange shag, with framed photos of all five main cast members set atop it. The floor sports blue shag carpeting with Mystery Inc. show rugs. Heat, air conditioning, power windows, and an aftermarket head unit facilitate a comfortable ride. A bar-spoke steering with wooden accents bends down to the 4 and 8 o’clock positions. Behind it sits a square 0-85mph speedometer, as well as gauges for fuel, coolant temp, and other auxiliaries.

In the back, entering from the double doors to the passenger side, a sofa with Scooby Doo cover, as well as a sleeping loft up top with plywood floors and shag carpet on the ceiling. Opposite the couch sits a well-stocked kitchenette with sink, refrigerator, microwave, and double-burners, as well as wooden cabinets. There’s also a toilet and a washtub at the back. Windows feature sliding curtains for privacy, and the owner indicates the snacks, utensils, and themed drinkware, as well as board game collection, are all included… no mention of how many of said snacks are Scooby Snacks, however.

Power to get away with it, meddling kids or no.

Under the hood lies a 5.6L Windsor V8, known for being a solid, dependable Ford engine that’s seen its share of use over the years. All of that power is sent to the rear wheels by way of a C6 three-speed automatic. Brakes are disks up front, drums in the rear. The owner notes that Fall 2023 saw the replacement of the fuel pump, spark plugs, exhaust manifolds, distributor cap and rotor, and the secondary air injection pipe. The speedometer shows 80,000 miles, but the actual mileage is sadly unknown, and likely higher.

Well gang, looks like this mystery is solved.

It’s become a truism lately to say that ‘something built for everyone is made for no one’, and that’s certainly true of today’s feature. This camper isn’t subtle about its love for the Scooby Doo Mystery Gang, and that’s what’s so charming about it. The conversion work is impressive, and perhaps a bit gaudy and cheesy, but then so were the original episodes, with canned laugh tracks and silly celebrity cameos. When one of the longest-running IP franchises of all time meets one of the longest-running and best-selling vans still being put out on the road, what’s not to love?

The original Ford E-series van was released earlier than you might think. Debuted in 1961, it has been produced in an unbroken line through four generations to the present day. That makes the Econoline one of Ford’s longest-running nameplates, one of a very few to reach the benchmark of 60+ years of production.

Perhaps not surprisingly in light of that fact, the E-series were also the best selling commercial van in the US for several decades. Even today, it is third-in-line after being overtaken by the E-series’ little brother, the Transit, as well as Volkswagen’s eternally enduring Transporter, which is even older and also still in production. Today’s feature has been made into what is known as a “Sportsmobile”, which includes a 4×4 aftermarket conversion, raised suspension, and a complete camper overhaul.

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Built for the back country

This Sportsmobile has been painted in a simple brown scheme that will hide scratches, mud, and other trail-related viscera. All four wheels are now powered thanks to a 4×4 conversion, and a pop-up tent has been added to the roof, providing ventilated sleeping space that can be deployed as needed. On top of that sits a solar panel array that provides power, augmented by an Onan generator and a 28 lb propane tank slung underneath. A 4″ Agile Off Road lift kit and off-road suspension gives you the ground clearance, set up for even the worst trails, and is bolstered by hefty aftermarket front coil springs, as well as a Fox steering stabilizer and shocks.

An Aluminess heavy-duty bar bumper keeps cosmetic damage from minor dings to a minimum, while a no-nonsense 16,500-lb Warn winch gives serious pulling power, both to get others out of a jam and yourself unstuck. Visibility can often be an issue out on the trail, which is why, in addition to fog lights, the owner has also added Vantage Optics projector headlights. Since the vehicle rides so high, the installation of Off the Grid-branded side steps helps with ingress and egress. On the rear is a swing-out full-sized spare tire, as well as a receiver hitch and large rear storage box. Once you make it to the campsite, a Fiamma roll-out awning keeps you comfy and covered from the elements. Carrying all of that are four 16-inch Vision aluminum wheels, painted black and shod in 285/75 Goodyear Wrangler tires.

An off-road machine that feels like home

The driver and passenger captain’s chairs are upholstered in simple tan cloth and can swivel back to the rear cabin. The dash, door panels, and vinyl flooring are also tan, while the entire interior has been lined with sound-dampening Dynamat. The all-black bi-spoke steering wheel is bare and straightforward, and behind it lies a gauge cluster with a 0-100 mph speedometer, with fuel and engine temp gauges to the left, and oil and battery level gauges to the right. The dash also houses a Tadi Brothers trailer brake control with monitor, as well as an Alpine touchscreen head unit with Bluetooth integration and back-up camera integration.

In the back, a red gaucho sofa folds down into a bed, and along with he pop-up tent, provides ample sleeping room. There is a kitchenette that features a sink, a Dometic propane stovetop, an Isotherm refrigerator, a simple countertop with pull-out pantry, and storage cabinets. A 2.8-kW Onan generator provides power alongside the solar panels up top, controlled by a Blue Sky controller. A 2000W Xantrex charger, several 400Ah AGM batteries, and an extra-capacity 50-gallon fuel tank ensure energy and fuel are available when you need them, not just when the sun is shining.

No kill like overkill

Under the hood of this behemoth is a truly potent 7.3L (445 ci) turbodiesel V8, specifically Ford’s much-beloved Powerstroke engine, equipped with an engine-block heater and an Edge CTS3 Tuner. All of that power is sent to all four wheels by way of a four-speed automatic transmission. Fumes and heat are shed by an aftermarket Diamond Eye Performance 4″ exhaust system. The odometer reads 177,000 miles, about 10,000 of which have been added since the owner’s purchase in 2021.

Final thoughts: An ORV first and an RV second

The Ford Econoline vans are already famed for their heavy-duty, overbuilt construction, as well as reliability and durability. Add to that a plethora of aftermarket performance parts, a 4″ lift kit, and a full 4×4 conversion, and you have a potent off-road vehicle that can take on even the toughest trails.

That focus has been augmented by the camper equipment, allowing you to make it off the beaten path and call it home when you’ve reached its end. This combination of features, when taken together, makes for a unique and powerful capability to hit the trails hard and have the base camp right there, wherever there happens to be.

First released in 1950, the Volkswagen Transporter has been one of the most widely produced vehicles of all time, with seven generations to its name and the nameplate still in production to this day. The original T2 was conceptualized by a Dutch-authorized dealer of Volkswagen products on one of his trips back to Germany to restock inventory, where he noticed VW Beetles that had been converted into makeshift light commercial vehicles using aftermarket parts. Realizing there was a need going unmet, he quickly sketched his concept for a larger yet still distinctly Volkswagen-styled van to pitch to VW executives, and the rest is history.

This particular example of VW’s ubiquitous van is believed to have been sold for export in British Columbia, Canada, before being returned to Germany to be converted into a pop-up camper by Hanover Manufacturing, and then returned to North America and sold again in 2013. A refurbishment effort was undertaken some time before the current owner’s purchase in 2021, from the same auction site it is available on today!

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A little on the nose

The body has been finished in a soothing Orient Blue, and the paint job seems to be in fairly good condition. Both bumpers have been finished in white, matching the Hanover pop-up tent on the roof as well as the jalousie-style slats over the side windows. There is a bit of silver accenting in the form of squared side mirrors, door handles, trunk, and engine compartment lock on the back, as well as the framing mounts of the round headlights. A small receiver hitch and a bike rack are also installed out back.

All four wheels, as well as the full-sized spare mounted prominently on the front, are 14″ steelies with a black finish capped with chrome Volkswagen-branded hubcaps and shod in Thunderer Ranger R101 tires. The rear tires even feature a slight fender skirting for extra style points.

A Volkswagen in sheep’s clothing

The front cabin’s most prominent and eye-catching feature is the pair of bucket seats sporting bright white sheepskin-style clovers that are plush and soft. The dash and flooring are black, while the door panels are done in tan. The air conditioning works, but the owner states that the heater is non-functional except when in the defrost setting. Windows are crank-operated, and there is an Aiwa-branded stereo with a built-in CD player in the center. The tri-spoke steering wheel is done in black, with polished wood around the rim, held in place by golden rivets. Behind it, a VDO gauge cluster features a 0-90 mph speedometer, a fuel gauge, and several warning lights. An aftermarket tachometer that redlines at 8,000 rpm is mounted under the center of the dash as well.

In the rear cabin, blue vinyl covers two benches facing one another, with a folding table between them, all of which can be converted into a sleeping area. Privacy curtains on all windows give a lovely, homely atmosphere, augmented by the Hanover pop-up tent with skylights for natural light. A three-burner gas stove, as well as a refrigerator and storage compartments, make for a decent kitchenette, especially for the era in which it was designed and built. The owner does indicate that the sink’s water pump is currently non-operational.

Power to the people(‘s van)

The current engine is a replacement, rear-mounted 2.0L (122ci) flat-four, which the VW T2 is iconic for holding onto and relying on even as other manufacturers moved to more conventional front-mounted designs. All of that power is pushed to the rear wheels by way of a four-speed manual transaxle, which combines the transmission, differential, and rear axles into one assembly.

A single downdraft carburetor feeds the engine and is kept well-oiled by an auxiliary oil cooler. Braking is handled by drums in the rear and discs up front. The odometer reads 35,000 miles, with about 3,000 or so added under current ownership, but the true mileage is unknown. The owner reports that the heater has been disconnected, and the sale includes various spare parts.

Final thoughts: Classic camping experience that’s ready to go

The T2 Van has had many names over its long history, depending on regional and era preferences: the Transporter, Combi/Kombi, Microbus, Bulli, The Bread Loaf, Hippie Van, Westy, and so many more. It came to define an entire generational epoch of music, youthful rebellion, and a thirst for adventure. This second-generation T2 carries on that torch, barely showing its age thanks to thoughtful care and a bit of refurbishment as needed. That tradition is now on offer at auction for a new owner who will write the next chapter. Maybe that person will be you?

The Mercedes-Benz Sprinter van is a popular starting point for this kind of transformation. While it is not the top-selling full-sized van either globally or in North America (depending on how you count it, that goes to either the Ford Transit or the Volkswagen Transporter), the Sprinter is widely available and in general tends to be a touch more higher-end when it comes to materials and trim packages. Mercedes-Benz also has a reputation for better customer support, and the vans are noted for superior reliability and higher resale value. All of these things come together to make the Sprinter something of a gold standard for RV conversion.

The Sprinter was launched in 1995, and since then has been through three generations, though this slightly older model was still well within the 2006-2018 second-generation. Midwest Automotive Designs was founded in 2000, and per its site, was the first ‘Quality Approved upfitter’ for Sprinter RV conversions by Mercedes, at least in the United States. Let’s see how they did on this 2016 Weekender.

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Large and in charge out of the gate

This camper is finished in black paint, and it seems Midwest Automotive Design went for the biggest dimensions available on a stock Sprinter for this job. It’s fairly unassuming, though, aside from size, and there’s not a whole lot from the outside to indicate there’s a whole camper on the inside. The first clue would be the air-conditioner mounted on the roof that’s not too hard to miss. The rear spare carrier isn’t exactly standard for a passenger or work van either, though it sure does look nice and makes changing a flat a lot easier.

There’s also the long gray tube on the passenger side, which houses the roll-out awning. Side steps and runners make getting in and out easier, while a receiver hitch and full utility connections add that extra functionality when setting up the campsite. Rounding out the outside, the wheels are Alcoa 16″ shod with an assortment of both Continental and Michelin tires.

A commanding cabin

Up front, a pair of captain’s chairs has been reupholstered in beige with diamond-pattern insets, and the whole thing has been given black piping for contrast, with a similar treatment applied to all of the seating in the rear cabin. The same color has been used for the door panels, with beige and black carpeting. A Kenwood touchscreen unit has been installed in the center of the polished burl wood-paneled dash, with cruise control and air conditioning also on offer.

A black four-spoke steering wheel is pretty no-frills, and behind it is a hooded gauge cluster with a 0-120 mph speedometer, a tachometer that redlines at 5,000 rpm, and a fuel gauge. All other information can be accessed by way of the configurable digital display and the monitor that displays the feed from external cameras.

Polished wood and beige leather

The biggest glow-up can be found in the back, where there are two seating areas, one front and one back. Up front are two more captain’s chairs, while in back, two individual seats face inwards towards each other, with a rear sofa that converts into a bed, all in similar beige. Liberal use of polished burl wood trim for decorative paneling, as well as overhead storage doors, gives an incredibly posh feel to the space.

Not one but two flat-screen TVs with Polk speakers are present, as well as two fold-down tables, one for each seating area. In the kitchenette can be found a sink, refrigerator, cooktop, microwave, and a small fold-down table. A fully enclosed bathroom with both toilet and shower is also present, with a water heater powered by a generator that also runs a furnace for keeping warm in cold weather.

Solid, dependable power

Under the hood is a potent 3.0L (183 ci) turbodiesel V6, providing solid low-end power and good fuel economy. The engine is rated for 188 horsepower and 325 lb-ft of torque. All of that power is sent to the rear wheels by way of a five-speed automatic transmission, with independent front suspension and an upgraded dually rear axle. Disc brakes give added stopping power and handling, while Mercedes-Benz’s proprietary Electronic Stability Program (ESP) helps keep control and prevent sliding. There are about 39,000 miles on the odometer, with the owner indicating almost all of them are from previous ownership.

Final thoughts: A little slice of heaven, out on the road

All in all, this conversion weekender has an almost heavenly air to the interior, with cream-beige and burled wood giving the height of class and refinement. The tinted windows help protect that pristine atmosphere and keep it close and personal. The arrangement of seating could serve equally well as on a party bus, executive-tier personal transport, or a glamping mobile. Whatever your plans for it, though, this Midwest Automotive Design Weekender is up to the task and can get you there in the height of style.

The Mercedes-Benz Sprinter has long been considered the benchmark for RV conversion work. It is not the best-selling van, but it is still one of the most popular and widespread vans on the market, with multiple dimensional choices when ordering, as well as comparatively superior customer service and consistent resale value. The Sprinter is also generally made from higher-quality materials and has high reliability in the segment.

The Sprinter was introduced in 1995 and is currently in its third generation. This particular Sprinter is also from that third generation, which started in 2019. The conversion is noted as being done by Vanlife Sagas of Canada, which is less of a manufacturing company and instead is a married duo covering van life on social media. It is unclear whether this is one of their old one-off van conversions or a partnership with a dedicated upscaling company.

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Gray on gray is the order of the day

The exterior color is called Graphite Gray, and is a lovely, unassuming hue that helps the Sprinter blend in as an ordinary cargo van to the untrained eye. Stealth camping may or may not be your thing, but it’s nevertheless true that it can sometimes be an advantage not to have a color and layout that screams ‘someone’s living in here’. The roof has been raised, which gives extra interior space, and tinted windows add to the privacy of the vehicle. Two roof-mounted 180-watt solar panels provide power, with a shore power connection and a low-profile air conditioning system. There is also an enhanced rear sway bar and receiver hitch for extra utility and support. The wheels are gray-black 16″ steel, shod with 245/75 tires.

A comfortable, commanding view

The driver and passenger power-adjustable seats are done in black leatherette, with a gray-and-black dash, black carpeting, and gray door panels. That same dashboard boasts a Mercedes-Benz proprietary MBUX infotainment system with touch screen and in-built navigation. Heat and air conditioning, as well as cruise control, lane-keeping assist, crosswind assist, and two pairs of cup holders below the dash, all make for a complete and comfortable driving package.

A tri-spoke steering wheel with plenty of buttons to reduce distracted driving sits in front of a gauge cluster with a 0-180 kph (roughly 110mph) speedometer, a tachometer that redlines at 5,000 rpm, coolant and fuel level gauges, and a configurable digital display to provide additional information.

A living room on wheels

Entering the rear cabin from the passenger-side door reveals a three-seat second row, also done in black leatherette and fully removable for extra space. Behind it is a kitchenette with a small table, stainless sink, and refrigerator, as well as a propane-powered stove and oven combo. Up top, wooden slats run the length of the roof, with white cabinets to either side leading all the way to the back for plenty of storage, both with a generous complement of LED dimmable bulbs.

The whole van has been given a layer of four-season insulation, with a programmable diesel heater providing warmth in the winter, and a roof-mounted air conditioner for cooling in the summer. A pair of benches with couch cushions lines the back half of the compartment, with a main table that can be converted into a full-sized bed. There’s even a Jensen TV on one side, as well as a programmable Serenity safe. Several residential and USB outlets are scattered throughout, and there’s even a miniature washroom with a pop-up privacy shower and Joolca portable toilet. Quite a nice haul of features overall.

Dependable power and respectable fuel economy

Under the hood sits a 3.0L (183ci) turbodiesel V6 engine for better low-end power as well as high fuel economy at speed. Mercedes-Benz estimates the engine produces about 188 horsepower and 325 lb-ft of torque. All of that power is sent to the rear wheels by way of a 7G-Tronic seven-speed automatic transmission.

This Sprinter comes standard with independent front suspension and a reinforced rear axle, as well as an aftermarket rear end installed for increased performance and handling. Four-corner discs handle the braking, and the van has a digital odometer reading of about 23,000 miles, about half of which are claimed as being from the current owner.

Final thoughts: Get lost in adventure with a fine weekender

When taken in sum, this VanLife Saga Sprinter conversion has had a lot of thought put into it, balancing the limited space with a wide and hefty list of capabilities. If you’re looking for a machine to take out for a day drive at a scenic view, a weekend campsite, or eschewing brick and mortar entirely for rubber and steel as a full-time van lifer, this machine can do it all. With only 23,000 miles, there’s plenty of adventure left to explore. Will you take the plunge?

The VW T2 was born out of an effort to capitalize on the popularity of the T1 Beetle, which shot into popularity in the post-war European markets, and did very well overseas. The T2 would go by many names, some of them highly regional, like the Vanagon here in the States, or the Kombi in South Africa, with others more generic, like the Transporter or just simply Bus or Microbus. It would also see many generations since its introduction in 1950. The chassis proved very flexible, filling in well as a passenger van, but also a light utility truck, and in today’s example, a dedicated camper variant catering to the leisure-driven Van Life subculture.

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From the outside, a humble people-mover

One of the nice features of many of the smaller van-RV conversions is how much they do not look like a dedicated recreational vehicle. At a casual glance, there’s not much to mark this vehicle as anything other than a simple run-of-the-road passenger van. This can have tangible benefits, especially on the highway, where many motorists are more likely to be irritated by a larger, more unwieldy RV, and may even drive more aggressively. It is also nice when you get in and out of the campsite, or make stops to stretch your legs, as finding a fitting place to park and maneuvering a parking lot is a good deal easier.

This particular example comes in a stock and solid Silver Gray. The twin grilles are slim but wide, the upper one stretching to touch both headlights, and the bottom one about the same, though without so defined an endpoint. A blue, silver-lettered VW badge also sits at the center of the upper grille, with a matching one on the back just above the license plate. The back features a receiver hitch, with a tow ball listed as included in the sale. The roof naturally pops up to become a camp tent top, complete with a sleeping loft and zipper-controlled windows. When down, Yakima-branded roof crossbars allow lashing and connection points for storage. The 16″ five-spoke alloy wheels are finished in a black-on-black look, shod with Lionhart tires.

On the inside, a proper Weekender

On the inside, a humble gray-colored cloth with lightly patterned inserts covers both front captain’s chairs, which are also heated. The dash and door paneling are padded in gray, matching the carpeting. Centrally located is a Pioneer stereo linked up to a GEX-P920XM digital satellite tuner by the same brand. Cruise control and air conditioning are also included. The steering wheel has two pairs of thin spokes on each side, making it almost like a bar-band spoke, but with spindle connection points. Behind it sits a gauge cluster with a 0-160 mph speedometer, a tachometer that redlines at 7,500 rpm, as well as secondary gauges for fuel and coolant levels.

Heading to the back, the passenger-side sliding door opens to a pair of rear-facing captain’s chairs, as well as a folding bench seat that can fold down to, if not a proper mattress, at least a place where an air mattress or enough blankets could be laid to serve as one. There is also a fold-up table, under-seat storage, and privacy curtains to keep out prying eyes. It’s probably not ideal for a true long-term ‘Van Life’ project, but for a day or two out of the house, there’s certainly enough of what you need to make it work.

With all the power to get you there and back

Under the hood is a 2.8L (171ci) VR6, which effectively means you get the smooth and even power generation of a V6, but at a narrow-enough angle of attack that it packs in about the same space as an inline six. This engine has a factory-rated 201 horsepower and 181 lb-ft of torque.

All of that power is sent to the front wheels through a four-speed automatic transaxle, combining the transmission, differential, and front axles into one efficient assembly. Steering is effected by power-assisted rack-and-pinion, while braking is done by discs on all wheels. The odometer reads 107,000 miles, which, as far as we know, is the accurate figure.

Final thoughts: All you have to do is pick where to go

Many modern recreational vehicles, even the smaller Class B van conversions, pack in a whole lot of extras that perhaps get in the way of the more rugged and austere camping experience we’re looking for in the first place. VW’s tradition of offering simple, reliable, and no-frills Westfalia camping variants of their T2 vans is nothing new, and thanks to today’s offer, nothing new means just the way it was meant to be. If you’re going out to yearn and pine for simpler times, this van is a great way to do it.

Volkswagen’s T4 Transporter is part of a long and noble lineage of German-made vans that have become highly prized base models for RV conversion. The T4 Transporter was launched in 1990 and remained widely popular until being replaced by the T5 in 2004.

The T4 has the distinction of featuring the first front-mounted, water-cooled engine on a VW van, taking over from the rear-mounted, air-cooled flat engine models. The T4 was also notable for having multiple body types, with three classic van configurations: Panel, Kombi/Half-Panel, and today’s feature, the EuroVan. This particular EuroVan has been converted by Winnebago, which is fairly typical, as it was the primary company that handled RV conversions of T4s in the U.S. market.

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West of Westfalia by way of Winnebago

This T4 comes in Arctic White, which is a bit on the warmer/cream side of white, ironically enough. A roof pop-up camper cuts a striking profile when raised, but sits nice and low, unassuming and easy to miss when in the down position. A thin black stripe runs along the side doors, from wheel well to wheel well. The driver-side back window is completely painted over, but on the passenger side, all windows remain clear.

Up front are a pair of aftermarket headlights, which should help give a clearer view of the road in night driving and bad weather situations, especially with the included fog lights. The side mirrors are power-adjustable, and there’s also a rear window wiper. The wheels are 16″ silver steelies with a ring of holes punched out, and they are wrapped in what the listing calls “mixed tires” with no further elaboration.

A pattern of half-X’s and full O’s

The interior is upholstered in a lovely multi-tone grey cloth with patterns of slashes and circles that look chaotically whimsical. The dash, door panels, and carpet are also gray, but more singular and monochromatic. Fold-down armrests on the front swiveling chairs give added comfort, a removable second set of seats is arranged in a single three-seat bench-row that can be installed forwards or backwards, and the two-person third bench-row is fixed but folds down.

Up front again, heat and air conditioning are in working order, and an aftermarket Kenwood stereo provides entertainment. Power windows, as well as cruise control, add to the driver’s utility. A quad-spoke steering wheel, clad in black leatherette, is simple and functional, while behind it lies a 0-160 mph speedometer, a tachometer with a 7,500 rpm redline, and a small configurable digital display between them for more detailed vehicle information. There is also a gauge for coolant temperature and fuel at the top.

In back, in addition to seating and the loft bed in the pop-up tent mentioned earlier, there are also several airline-style storage cabinets, a fold-down table, and a small kitchenette containing a sink, Norcold mini-fridge, a two-burner Wedgewood gas range, two residential-style outlets, as well as a second small mattress and sleeping area.

VW’s first front-mounted, water-cooled van engine

Under the hood sits a 2.8-liter VR6, which has been designed with a very narrow piston angle to combine the smooth cycling of a V6 engine with the stability and space savings of an inline engine. The power of this engine, at least brand new, was rated as being 201 horsepower and 181 lb-ft of torque, which is enough to get you moving, but you probably won’t be towing very much with that or having much luck off-road.

That modest power is sent to the front wheels by way of a four-speed automatic transaxle, combining the transmission, differential, and front axle into one assembly. Steering is a power-assisted rack-and-pinion setup with traction control, and the brakes are all anti-lock discs. The odometer reads 88,000, though unfortunately, the true mileage is unknown.

Final thoughts: A camper that’s modest and grounded in tradition

There’s a lot of clever engineering to fit in all of the features of a weekender into this mid-sized van, and while the age and ambition show a little bit compared to the more mature Class B glamping vans you see nowadays, there’s something to be said for the classics that got the job done in a more austere, perhaps even more authentic way.

While it can be nice to have a modern van conversion RV with every imaginable comfort and executive-level trim, camping and adventuring should sometimes be distinct from a luxurious homespace. If you agree with that last sentence, then you’ll love the modest majesty of this Winnebago-converted Volkswagen EuroVan, even a few years on from brand new.

The Mercedes-Benz Sprinter is considered the gold standard for RV conversions. While it is not the best-selling van, it is still one of the best-selling vans of all time, and has a reputation for being slightly more luxurious and high quality than competitors.

The Sprinter debuted in 1995 and is still in production, now on its third generation. This particular example is from 2018, the last year of the second generation. It began life as a cargo van, but was selected to be upfitted into a full, all-in-one camping machine by Sportsmobile out of Austin, Texas. Sportsmobile was founded in 1961 in El Paso, TX, with the Austin location established a few decades later in 1984, and a third California location in 1990. In sum, all three locations have produced thousands of RV/van conversions, with this example up for grabs on Bring a Trailer!

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From an unassuming cargo van to a Penthouse suite

The silver grey exterior of this Sprinter is a safe, predictable color, one that helps obfuscate the adventuring potential within. A Penthouse pop-up car tent gives a whole extra level when parked for a great night’s sleep, encouraged by zip-down mesh windows and a vent on top. The rearmost side windows have been fitted with a more privacy-friendly Flare Space quarter opening frame, and bolt-on privacy windows on the rear doors.

The hood has been redone in a black truck-bed liner for extra durability, and splashguards have been fitted both front and rear. Up on the roof, a low-profile air conditioning unit as well as two 200-watt solar panels have been mounted, while a receiver hitch and utility power hookup can be found at the back. A bicycle carrier can slide out of the rear as well, with a capacity of two. Underneath, the four 16″ steel wheels are shod in Michelin Cross Climate tires.

A comfy front cabin and a fully stocked rear

Two bucket seats with black vinyl upholstery and cloth inserts provide a high-up and commanding view of the road. The dash is done in two-tone gray, a color also found on the door panels and carpeting, though full coverage black floor mats add a bit more contrast. The center console bulges off the dash, with full climate control, a radio, and a small display screen, where the rear-view camera can be viewed. The steering wheel is black and features four small spokes, with a 0-120 mph speedometer, a 5,000 rpm tachometer behind it.

In the back, the passenger door slides open to reveal a cozy living space, with a second bed in addition to the pop-top, as well as ample storage underneath it. There is also a sink and a 12-volt Dometic CFX refrigerator, powered by a recently-replaced 4D battery that is fed by the solar panels. There are also privacy curtains and a 110-volt/30-amp generator, which supports three household-style outlets.

Respectable power to get you anywhere

Under the hood is a 3.0L (183ci) turbodiesel V6 for both solid low-end power as well as good fuel economy at highway speeds. Mercedes-Benz rates the engine as having 188 horsepower and 325 lb-ft of torque, with power sent to the rear wheels by way of an automatic five-speed transmission. The odometer reads 51,000 miles, with the owner claiming 45,000 miles or so were added under current ownership.

All wheels feature disc brakes for added stopping power and responsiveness, alongside Mercedes-Benz’s proprietary Electronic Stability Program (ESP), which helps prevent loss of control and rollover. The vehicle has been well cared for, with a recent oil change this month, a fuel filter replacement in 2023, as well as new brake fluid and transmission fluid that same year.

A cute little weekender in a compact package

There are certainly larger van/RV conversions out there, but this one fits just right. It is large enough to have two beds and other comforts, but it is not a full-on rolling palatial glamping-mobile with every modern luxury and service known to man. It cuts a delightful middle ground between being a comfortable stay for a few nights without removing the whole point of going out camping in the first place, and it does it all on a proven and reliable chassis that has a whole lot more road miles to go. If you’re interested in learning more, and maybe placing a bid on the auction, why not check out the full listing here?

It’s no secret that upscale upfitters see the Mercedes-Benz Sprinter as the gold standard for all things van conversion. It may not claim the title of ‘best-selling van’, but the Sprinter is still one of the most popular and available vans on the market, with many customization choices when ordering, as well as a reputation for quality customer service support and maintenance, borne from higher quality parts and greater overall reliability compared to segment competitors.

This example has been revamped by Midwest Automotive Designs, based in Elkhart, Indiana. The company was founded in 2000 and now specializes primarily in Sprinter van conversions. You can check out the full listing on Bring a Trailer by clicking here!

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Blue flair on a silver hull

The exterior of this Sprinter has been splashed with a pair of dark blue side stripes over the silver base coat of paint. Very long tinted windows provide excellent visibility to the rear cabin while also affording privacy. A power-extending awning sits over the passenger-side sliding door, while extended running boards make entry and exiting easier. In the back, full utility hookups for power, waste, and water, as well as a receiver hitch, are on offer. All four wheels are 16″ Alcoa aluminum ones shod with 215/85 Continental VanContact A/S tires.

A captain needs his command center

Up front, driver and passenger seats feature both power-adjustable controls as well as built-in heating. They are made of cream-colored leather with black piping and a diamond-stitching pattern. There is a fair bit of dark grey-brown woodgrain trim on the black dash, with black also serving the door panels and carpeting.

Other appointments include heat and air conditioning, a rearview camera, and a touchscreen COMAND infotainment display that has in-built navigation. There are also features to make driving easier, including cruise control and assists for blind spot detection, hill start, driver distraction, and crosswind stabilization. The tri-spoke steering wheel is covered in black leather around the rim and features plenty of button controls to reduce driver distraction. Behind the wheel sits a gauge cluster with a 0-120 mph speedometer, a tachometer that redlines at 5,000 rpm, physical gauges for fuel and coolant, and a digital display that can be configured to show additional information.

From captain’s chairs to captain’s lounge

The rear cabin can be accessed either by the passenger-side sliding door or the rear barn-style doors. Seating includes a second row of captain’s chairs behind the driver and front passenger, and a pair of inward-facing sofas, all done in the same beige leather with black piping and diamond stitching as up front. The space is well-lit with good overhead lighting, and privacy blinds augment the tinted windows.

Entertainment is handled by a flat-screen TV, which has both a satellite radio and a DVD player by Autopro. There’s also a kitchenette with a microwave oven, sink, and small refrigerator, powered by a Xantrex inverter, which also supplies several residential-style power outlets. There are several long panels of glossy wood trim, as well as some storage compartments.

Reliable and ample power

Under the hood of this Sprinter sits a 3.0L (183ci) turbodiesel V6, which delivers good low-end power while also improving fuel economy. Mercedes-Benz rates this engine as having 188 horsepower and 325 lb-ft of torque, a respectable amount that can get you wherever you want to go, while towing something if needed, as long as you don’t wander too far off the roads. All of that power is sent to the rear wheels through a nine-speed automatic transmission, and the chassis is supported by an independent front suspension and an aftermarket dually rear axle. For brakes, all four wheels feature discs for better handling and stopping power. The odometer reads about 25,000 miles, only 500 of which are claimed to have been put on under current ownership.

Final thoughts: A resort you can move to anywhere

All in all, this Sprinter conversion is a well-built, luxury executive people mover, not a weekender or camper. It is a place to spend the day, not spend an overnight. That being said, what a way to spend the day! It’s a supremely comfortable ride with upgraded suspension, lounging couches, food prep and storage areas, and solid entertainment options. If you’re looking to host a party on the go or impress your friends with a night on the town, this is your ride to do so!

The Volkswagen T2 has its roots in the German carmaker’s dream for an affordable car for the people. While the T1 ‘Bug’ was a wild hit, it was small and limited in carry capacity and power. Dutch importer Ben Pon was in Germany to purchase some T1s to sell back at his dealerships in the Netherlands when he came across a T1 that had been crudely modified into a light cargo hauler. He realized that VW could do better and fill a niche it was currently leaving on the table. His quick sketch eventually became the original T2, a car synonymous with the Hippie Movement, youthful rebellion, and counterculture.

While that first-generation T2 would eventually be retired, later T3s would begin to carve out their own identity, one that was a little less radical and a little more measured in its madness. The third-generation T2, also known as the T3, was produced from 1979 to 1989, and became the nucleus for a sort of ‘Van Life’ movement, which focused on responsible camping and road trip aesthetics. This particular example is the especially rare and sought-after Syncro version of the Vanagon Westfalia, pairing a powerful 4×4 transaxle with the Westfalia-style camper configuration. It has a few dings and worn edges, but it’s still in good shape with a solid core competency and plenty more adventuring left in her.

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A classic look with a blemish or two

The entire Vanagon has been done up in a rich, dark green, with a retrofitted GoWesty steel bumper kit front and back, with integrated hitching, as well as side rockers and wheel wells protected by a thick layer of black bed-liner material. The front has also been redone with a South African ‘Kombi’-style front face, a popular conversion for this kind of van. Two pairs of headlights sit on either side of a black slatted grille face, with a black-on-black VW logo placed squarely in the middle, while a second, thinner slatted grille rests between the turn lights.

The passenger side door opens to reveal a retractable ARB Touring side awning for sun and weather protection while at the campsite, and full utility connection ports have been installed, including a shore power connection port. The front brakes have been upgraded to discs, and the 16″ alloy wheels are shod with BFGoodrich All-Terrain T/A tires, including the full-sized spare that is set on a rear door carrier. Some defects in the paint can be seen on the front paneling, as well as minimal rust, which the listing photos are careful to document thoroughly.

Green and tan in a retro style

The interior features a driving compartment accessed by conventional driver and passenger doors, as well as a rear living space accessed by either the passenger sliding door or the barn-style rear doors. Up front, comfortable and commanding captain’s chairs sport tan vinyl with green styling inserts, matching the second row, rear-facing bucket seat, and the rear bench that doubles as a fold-out bed. All of these seating surfaces were reupholstered together as part of a 2013 reupholstery effort.

The dash has been carpeted in a slightly darker shade of tan, which extends down to the rest of the front cabin. The dash is minimal and austere, but does feature a retro-styled stereo with Bluetooth integration, with additional speakers built into the doors, as well as a heater and air conditioning. Driver and passenger windows are manually crank-operated, and a decorative strip of green vinyl adds contrast to the overall tan. The bi-spoke, bar-style black steering wheel boasts an embossed VW logo in the center and sits in front of a 0-100 mph speedometer, and a 7,000 rpm redline tachometer with built-in coolant and fuel level indicator gauges.

In the back, the aforementioned rear bench folds down into a bed, with a camper pop-up style tent and bed platform above it. There is a fold-down table for meals, as well as residential-style outlets and rear storage compartments. Several sliding windows with privacy curtains and a skylight add even more of a homey feel.

Plenty of power, sent where it’s needed

The core of this vessel is a rebuilt, water-cooled 3.0L (183ci) Subaru flat-six, installed in 2025 alongside a new battery and alternator. Although the listing doesn’t mention which engine it is, our educated guess is that it’s either the 2000-2003 version of the Subaru EZ30D engine, or the 2003-2007 version, which saw some upgraded components. This would give a factory rating of about 217 horsepower and 213 lb-ft of torque in the first case or up to 240 horsepower and 219 lb-ft of torque in the latter.

In any case, all of that power is sent independently to all four wheels by way of a recently serviced four-speed manual transaxle, combining the transmission and axles with locking center and rear differentials, all in one assembly. Factory-standard independent front and rear suspension, as well as power-assisted rack-and-pinion steering, combine to provide responsive handling. The clutch has also been recently replaced.

Final thoughts: The good, the bad, and the glass half-full or half-empty

For all the positives of this Vanagon Syncro Westfalia, there is also a list of incidentals requiring minor maintenance and repair. We’ve already mentioned the blemishes in the paint, especially on the front paneling, as well as a bit of rust. There’s also a bit of damage to the trim in the rear compartment, and the air conditioning does not blow as cold as it ought to.

An auxiliary ExpertPower deep-cycle battery has been fitted, which we didn’t mention, as the owner states that it is not currently in working order. There is a crack in the skylight that leaks slightly if exposed to rain, and the aftermarket ScanGage II diagnostic and information readout attached to the column is non-functional.

All in all, this is perfect for someone looking for a ‘project car’ that is overall road-ready and usable out of the gate, but if you’re making a bid, it should factor into the price you are willing to pay.

The Sprinter 3500 by Mercedes is a workhorse of a van platform, delivering luxury-tier quality and reasonable performance for being a passenger van/cargo carrier base model. Introduced in 1995 and continuously produced into its third generation today, the vehicle has commanded considerable market share in both Europe and North America. It is one of the most popular base chassis for recreational vehicle conversion projects, as seen in today’s feature.

This particular example began life as a 2022 Mercedes-Benz Sprinter 3500XD. Still, the order for the end user was actually placed two years earlier, in 2020, in Holland Motor Homes of San Marcos, California. Delivery was taken in early 2023, and work was completed the same year by Leisure Travel Vans RV, christening it a 2023 Unity U24MB. Leisure Travel Vans was formed in 1978 and merged with another even older RV maker, Triple E, in 2008. Two years later, in 2010, both companies were officially consolidated into one unit.

This Sprinter 3500 by Mercedes-Benz Sprinter from 2022 has been reimagined as a full camper conversion by Leisure Travel Vans, with only 3,100 miles under it’s treads!

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Pop a cork for this party bus plus.

The color for this Unity U24MB is a fittingly celebratory one: Champagne. Considerable work has been done to turn this van into a full-on recreational vehicle, and with some of the features, it easily doubles as a party bus in the right hands. Right off the bat, or more accurately perhaps off the side, you have a fully powered slide-out box awning which has wind sensors to warn if the weather is too rough, as well as powerful LED lighting. A removable exterior table complements this and an entry step that is power-retractable.

Up on the roof sits a rooftop solar panel array by Zamp capable of up to 400 watts of power generation, as well as a less weather-dependent Onan propane generator capable of 3.6kW. There’s also a box containing a 4G LTE in-motion wireless router, connected to an auto-acquisition satellite dish, both by Wineguard. In the back, there’s a receiver hitch with a seven-pin connector, where custom red framing for the two sets of triple taillights is installed. Rounding out the exterior, 16″ Alcoa Dura-Bright aluminum wheels shod with 215/85 Continental VanContact A/S tires.

Comfort and quality you expect.

The front seats for this recreational vehicle are of the highest quality, both heated and power-adjustable captain’s chairs, upholstered in a lovely shade of Clay Ultraleather. The dash, door panels, and carpeting are a cooler, darker grey. Prominent in the center of the dash is Mercedes-Benz’s proprietary MBUX infotainment system, which provides vehicle information, in-built navigation, rear-view cameras, and Bluetooth integration all on a 10.25″ touchscreen.

Other driver amenities include Mercedes-Benz’s proprietary Distronic cruise control, which is much more dynamic and reactive than conventional cruise control, as well as assists for driver attention, crosswind, active lane-keeping, and an aftermarket Tire Minder pressure monitoring system for the tires, which has had the control module installed below the climate controls and between dashboard cupholders. The tri-spoke steering wheel appears stock, with black leather wrapping and plenty of buttons to reduce driver distraction. Behind the wheel sits a 0-130mph speedometer, a tachometer which redlines at 5,000rpm, as well as a color multifunction display that can cycle through digital gauges.

A palace on wheels.

The real magic, as it usually is in these conversions, can be found in the rear cabin, with a trim package listed as the “Leisure Lounge Plus option”. A pair of swivelling, power-adjustable Ultraleather recliners sit opposite the sliding passenger door and have a drop-down small table fitted between them. There’s also a 40″ pop-up smart TV to pass the time on long hauls and poor weather. Custom curved white oak cabinetry offers plenty of storage, while overhead lighting and a skylight keep the place bright and cheery, and roller shades provide privacy.

Air conditioning is piped down from the roof unit, as is power for the kitchenette, which features a dual-powered electric/LP refrigerator and cooktop by Dometic, a microwave oven by High Pointe, and a stainless-steel sink and backsplash. There’s extra room for food and utensils courtesy of a pull-out pantry, and there’s even a washroom with a 34″×34″ corner shower, a toilet, and a second sink. A Truma AquaGo Comfort Plus water heater ensures those roomy showers can be taken hot, too.

The power to get from here to there to gone.

Under the hood is a sizable 3.0L (183ci) turbodiesel V6, delivering both low-end torque and high fuel economy. The engine in this vehicle is a 1.8-litre turbocharged four-cylinder with 188 horsepower and 325 lb-ft of torque. All of that power is sent to the rear wheels via a seven-speed automatic, with control further bolstered by all-wheel disc brakes and Mercedes-Benz’s proprietary Electronic Stability Program (ESP), which helps prevent loss of steering control. The conversion also added four-point levelling jacks to keep the vehicle level when parked on uneven ground. The digital odometer reads only 3,100 miles, meaning the adventure has just started for this fantastic camping home away from home.

Adventure’s out there, will you find it?

And there you have it, a solid base chassis in the Sprinter 3500, completely upscaled and redesigned to serve as a whole home away from home with just about every amenity and luxury you could realistically need, at least for a few days or a week outing. Something like this is also right about the size, where full-on weeks or months-long ‘Van Life’ is not only possible but also enjoyable. Either way, these upscale recreational vehicles make an excellent way to achieve whatever your vision of ‘getting away from it all’ is.

This Thor Motor Coach RV conversion, which they call the Tranquility 24C, started off as a stock Mercedes-Benz 3500XD Sprinter van. The base model is popular among Class B conversion shops due to its power, luxury, reliability, and availability, thanks to its high sales volume.

The Sprinter has been produced since 1995 in three generations, and thanks to a somewhat tumultuous last few decades of mergers and acquisitions, has had more companies manufacturing the van than generations. First was the already-merged Daimler-Benz, then a reshuffle to Daimler-Chrysler, reorganized again into Daimler AG, before the currently amalgamated Mercedes-Benz Group took over, which still makes it today.

The Thor Motor Coach marque is also the result of a merger, this one in 2010, between Damon Motor Coach and Four Winds International. According to the company’s website, it produces 1 out of every 4 motorhomes built annually in the United States. While the brand’s roots are in the larger and more identifiable Class A and C RVs, the company is rapidly making inroads in the Class B market, and this Tranquility is an excellent example of what they are capable of with such conversions.

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No stealth camper, but easy to drive and park

One of the big advantages of a Class B recreational vehicle is that it is usually based on a commercial van, which is designed to operate in urban areas. This makes driving and parking them a breeze compared to their larger brethren with more specialized and unusual dimensions. It looks like the larger roof height and extended rear cabin option of the Sprinter have been added to this Tenorite Gray Metallic model, and even still, it is a manageable size.

Unlike some of the other conversion vans that we’ve covered, there’s no disguising that this is a camper. The Owl brand rear storage box is a dead giveaway, and the Agile Offroad suspension kit with Bilstein B6 struts, Fox shocks, and 5,500-lb-rated leaf springs is all rugged and sturdy. The roof-mounted solar panels are fairly tucked away, it’s true, but the climate control system, also on the roof, sticks out like, well, like a stand-alone air conditioner would.

But why shouldn’t a machine built for the Van Life look the part? The light bar up top, aftermarket side steps, and all-black 16″ alloy wheels shod in 245/75 BFGoodrich All-Terrain T/A K02 tires certainly help it look the part, owning its identity and flaunting it for all to see. There’s also an armless side-door awning that opens up for sun and weather protection while on a site, as well as a towing hitch and full utility connections.

Get to and from the campsite in luxury

The interior is a mix of grays; the front captain’s chairs have a lighter leatherette, while the second row swivel captain’s chairs are a darker hue. All four are fully heated and power-adjustable. The dash and door panels are a darker grey, while the carpeting is fully covered by multi-color, rectangular-pattern floor mats. Commanding the center of the dash is Mercedes-Benz’s proprietary MBUX infotainment system, with navigational software included.

Full heat and air conditioning are also onboard, with four vents built into the dash to supplement the apparent lack of dual-path controls. Other amenities include Mercedes-Benz’s “Distronic” cruise control, which is adaptive to driving conditions, and a suite of assists for crosswind, attention monitoring, traffic sign identification, active lane-keeping, and blind spot. The tri-spoke, leather-wrapped steering wheel features a chunky set of spokes, sporting plenty of controls to ease driver distraction. The gauge cluster set deep behind it is dominated by the 0-130 mph speedometer and the 5,000 rpm redline tachometer. Auxiliary gauges for coolant temp and fuel level are also included, with most of the rest of the information you might wish to access available from the MBUX screen.

Everything and the kitchen(ette) sink

Going to the rear cabin, we again encounter the pair of power-adjusting, swiveling, heated captain’s chairs in dark gray, as well as full overhead lighting and a ceiling vent as part of the roof-mounted climate control system. The space can be accessed by either the passenger-side door, which features both a retractable awning and a sliding screen to keep bugs out on those warm nights. In the back, there’s also a couch that doubles as a fold-out bed, and a pair of benches facing inwards towards one another, all in a lighter gray. All of the rear windows are tinted, with retractable blinds for even more privacy.

Quite a lot has been packed in between the front two seats and the rear benches. There’s a fair bit of storage thanks to custom cabinets, as well as a stowable table, not one but two fair-sized televisions, and a fully stocked kitchenette complete with a refrigerator, microwave, sink, and a single Greystone convection cooktop which can be stowed down when not in use. There is also a ‘full’ washroom, with a toilet, a second sink, and a shower, though it is a bit cramped. Several 110-volt and USB outlets have been included to power your electronics, fed by an Aqua-Hot diesel furnace and water heater. There is also a FireFly wiring-control system and a Winegard antenna for the entertainment, as well as three separate tanks for fresh, gray, and black water.

All six wheels get the job done

Under the hood is a solid 2.0L (122 ci) turbodiesel inline-four for extra power, performance, and fuel economy. All of that power is pushed to all six wheels (two up front, two double-stacks in back) by way of the nine-speed 9G-TRONIC automatic transmission with all-wheel drive. Upgraded suspension has been mentioned earlier, which adds ground clearance and additional shock resistance from uneven terrain, and all six wheels feature disc brakes. Mercedes-Benz also includes its proprietary Electronic Stability Program (ESP) on most Sprinters, including this one, giving extra mitigation against losing control. The odometer reads only 4,100 miles or so, meaning this machine still has plenty of adventure left under its treads.

Final thoughts: Hit the open road and make camp where you please

Overall, this 2025 Thor Motor Coach Tranquility 24C, built on a 2024 Mercedes-Benz Sprinter 3500, is a nearly new Class B RV with the industry knowledge of one of the largest and most prolific manufacturers of recreational vehicles in the United States. It features luxury-quality materials, thoughtful and tested layouts, and ample tech for maximum comfort away from home.

This Tranquility has basically everything you could need to live out of, whether it’s a day trip with a picnic lunch, a weekend excursion to a local favorite spot, or a full-blown embrace of the vagabond ‘Van Life’ over weeks, months, or years. Wherever the road may take you, this Tranquility will get you there and keep you happy for as long as you choose to stay.

The Tesla Robovan concept was unveiled at the company’s ‘We, Robot’ event in October last year to quite a positive reception. The proposed fully-autonomous people carrier is seeing renewed interest following hints from a senior executive that it may evolve into a self-driving recreational vehicle. This recent buzz has put the spotlight back on one of Tesla’s boldest transportation concepts. 

From Prototype to Possibility

The Tesla Robovan prototype was initially presented as a modular, fully autonomous passenger and cargo solution capable of seating up to 20 people. While it was positioned as a long-term addition to the Tesla Network’s future fleet, the concept’s low-floor design, spacious customizable interior, and all-around panoramic visibility quickly led fans to imagine alternate uses beyond just urban transport.

RV Speculation

Lately, social media has been rife with speculation that the Robovan, once launched, could open the doors to autonomous RVs. One of these posts on X came from Y Combinator CEO Garry Tan, who suggested that it was time for autonomous RV startups to emerge. Tesla’s Vice President of Autopilot and AI, Ashok Elluswamy’s two-word response — “On it”, has been enough to set off a new wave of interpretations suggesting that Tesla may be exploring a camper-ready configuration for the Robovan.

Why People Think It’s a Good Idea

The Robovan concept’s architecture lends itself naturally to the RV conversation. Its flat, unobstructed floor, absence of a steering wheel, and Tesla’s load-leveling suspension all hint at a platform that could be adapted for sleeping, lounging, or even working. The possibility of a self-driving electric RV taps directly into the rising ‘van life’ culture, backed by the promise of stress-free autonomous travel. 

The Bottom Line

The idea of a Robovan RV is so far confined to hints and imagination on social media. Tesla has not officially confirmed any plans for a fully self-driving RV based on the platform, and the Robovan is still just a prototype with no production timeline announced so far. Even so, the idea of a fully-autonomous Tesla camper continues to capture attention online, suggesting that the Robovan could be more than just the urban people carries that Tesla originally envisioned. 

Winnebago is a brand synonymous with motorhomes and recreational vehicles, so much so that it has become a genericized word for the entire segment. Founded in 1958 in the Iowa county of the same name, the brand went on to quickly dominate the market by emphasizing affordability and quality, and even today, the firm remains a top contender in the RV and camping space. 

This article’s feature is a Winnebago Era, which is what the company calls its Mercedes-Benz Sprinter 3500XD conversions. This one rolled off the Mercedes floor in 2022, and Winnebago was finished with it the following year. The Sprinter is an excellent choice for a glow-up glamper, as it has been produced for thirty years across three generations, and garnered a reputation for being luxuriously comfortable and ruggedly reliable in both the van and cargo mover roles. The current owner indicates that they purchased the vehicle this year, and in that time have put on 5,000 miles.

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From road-lite to campsite

Unlike more dedicated RVs, this kind of van conversion offers the advantage of a more compact and multi-purpose chassis, one that is easier to drive around and park compared to the more bus-sized machines. The Sprinter 3500 is not tiny by any means; it’s no coupe, but this metallic grey box on wheels fits most standard parking spots, along with a great turn radius and handling characteristics for its size, not to mention some stylish curves to it.

Once you finally arrive on-site, there are a number of features to really make the campsite feel like a camp-home. Not one but two solar panels are installed on the roof, accessed by a black rear ladder, and feed into a battery bank to handle your electronic needs. One of those needs is the external air conditioner, also on the roof, that keeps the inside cool no matter how high the mercury climbs.  

There is also an extendable awning off the passenger side door, complete with a porch light and screen door to keep the pesky insects out. The designers of this Era even included external speakers to turn any rest stop into a proper party. While not exactly an off-road vehicle, respectable 16” aluminum wheels shod with Continental tires can handle a bit of uneven dirt and gravel.

Home away from home

The driver and passenger captain’s chair style seats come in a light brown leather, with independently controlled heating options. The rest of the interior is a mix of charcoal grey and black, with a lovely floor mat bearing the ‘W’ of Winnebago’s blocky logo, fitting the whole floor and wrapping around both chairs. The Sprinter’s proprietary Electronic Stability Program (ESP) has been retained, helping mitigate risks of sliding and loss of control, while other safety and convenience features include keyless entry, push-to-start, crosswind and traffic assist, and a proprietary MBUX system with built-in navigation. The front is also fully climate-controlled.

A tri-spoke steering wheel with a fully adjustable column is clad all in black, with a number of button controls at the fingertips to reduce distraction. A speedometer maxing out at 120 mph and a tachometer with a 5,000 rpm redline sit well recessed into the driver’s side of the dash, augmented by coolant and fuel gauges. 

Meanwhile, in the rear cabin, not one but two televisions have been mounted, with an Omnigo HD antenna for full connectivity almost everywhere. You can watch them on the sofa, which converts into a bed, while privacy blinds keep the light – and prying eyes – out.  There is also a full kitchenette, with overhead lighting, a cooktop stove, refrigerator, microwave oven, break-down table, and even a Keurig coffee maker. There are even full facilities for refreshing oneself, including a toilet, sink, shower, and freshwater tanks, as well as plenty of storage compartments.

A powertrain that’s up to the task

There’s nothing especially unique or remarkable about the 3.0-liter turbodiesel V6 under the hood, but that isn’t necessarily a downside when the goal is a reliable camping experience.  With a factory-rated 188 hp and 325 lb-ft of torque, it’s got plenty of power to get you moving no matter how loaded up with supplies, and a respectable fuel economy when up to highway speed. All of that power is sent to the rear, or all six wheels, by way of a seven-speed automatic transmission, which features a dual-range transfer case. All wheels utilize disc brakes, and the odometer reads 26,000 miles.

Final thoughts: Winning with Winnebago

There’s a reason why the RV has become synonymous with Winnebago; the brand continues to provide stellar, hand-built conversions and dedicated recreational vehicles that hold up for the long haul and focus on the little things others might overlook. This 2023 Era is an excellent weekender that will make you feel like you never left home, no matter where the road may take you. It’s right there on the website: “tour in style, camp in comfort.”

The Mercedes V-Line, also known as the Vito and Viano abroad, has been in production since 1995, but only came to the United States in its third generation in 2016, under the name ‘Metris’. The van never did especially well in the United States, and production was ultimately shelved in 2023 after anemic sales, much in contrast to the Metris’s bigger cousin, the Sprinter.

Still, the vehicles themselves are quality, as one would expect from Mercedes-Benz, and a small but loyal following swears by their Metris vans for reliability and luxury. Fitting, then, to take one as the base for a Van Life weekender conversion. They blend in well enough not to seem too out of the ordinary, but are unique enough to the keen-eyed to merit a second look, and perhaps notice all of the camping features packed inside. This 2016 Mercedes-Benz Metris has been completely reimagined as a weekender stealth camper, perfect for anyone looking to camp without making a scene.

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An unassuming van with surprises in store

At first glance, it looks like an ordinary minivan. The silver paint is nice, but not particularly eye-catching. Tinted windows give privacy, but aren’t unusual on nicer vehicles of this type. The clue that something is up is the small porthole set into the driver’s side of the rear compartment, but even then, it is a curiosity that doesn’t exactly scream ‘Recreational Vehicle’.

The first real clue that this is more than a people-mover is at the top, with the pop-up roof. In the down position, it’s a little bump, but a keen eye might recognize it, and even failing that, the solar panels mounted atop that pop-up might be a tad more noticeable. The towing hitch on the back is also, if not a dead giveaway, at least another clue. We round out our inspection of the outside with the five-spoke 17″ alloy wheels, wrapped in 225/55 Hankook and Continental tires.

Comfortably conventional luxury belies an upscale twist

Inside and up front, the pattern of quality but unassuming luxury continues. A pair of captain’s chairs with black hatched-up upholstery provide seating for two, while the rest of the door paneling, carpeting, and dash are black and grey. A pair of cup holders can be found jutting out from the center of the dash, as well as a second pair on the grey center console between the seats.

A tri-spoke, black leather-wrapped steering wheel features a pair of perforated, padded sides, as well as paddle shifters and button controls. Behind it, the gauge cluster includes a speedometer maxing out at a whopping 140mph (which we cannot recommend as a safe speed to aim for), as well as a tachometer that redlines at 7,000 rpm. There are only two auxiliary gauges, one for fuel level and one for temperature; however, there is a digital display that has many additional readouts which can be selected right from the steering wheel. Other amenities include a rearview camera, cruise control, blind spot/lane keeping/collision prevention assistance, and a 5.8″ infotainment system complete with navigation.

Metris with a mattress

It’s in the back where the startling shift in tone begins, with black and grey giving way to bright browns and tans, with teak flooring competing with mahogany and ash cabinetry for your eyes’ attention. You can access the living quarters by either the passenger-side door or the rear doors, and in addition to an L-shaped sitting area with a table, there is also a full kitchenette with a sink, a two-burner electric range cooktop, and an Isotherm refrigerator with a freezer. An Alpine CD stereo with JBL speakers and overhead lighting provides the atmosphere, while residential-grade outlets and overhead storage provide the utility of home.

But there’s no home without a place to sleep, and thanks to the pop-up roof, this van is indeed a Metris with a mattress. The pop-up is color-matched to the silver outside, featuring an entirely collapsible upper area with room to sleep one comfortably. There are even zip-up windows in case you’re looking for a bit of outside fresh air. In addition to the mattress, there are also several USB power outlets for charging devices.

Upgraded electricals for van life comforts

The original Metris came with only one engine, a turbocharged 2.0L (122ci) four-in-line, which this van still seems to have. All of that power is pushed to the rear wheels by way of a seven-speed automatic transmission, while braking is handled by four-wheel disc brakes. An aftermarket air suspension system has been installed for a smoother ride, though the purchase includes the original factory parts as well.

However, in addition to this powertrain, there are also the solar panels, with a 50-amp DC charger and upgrades like a 12-way fuse block and circuit breakers with marine-grade wiring. There are also utility hookups for even more power options. All in all, this upscale job cost $16,000, and the receipt to prove it is also included in the sale for review. All told, this van has about 18,000 miles on it, with plenty more left to go.

Final thoughts: Go where you please and be pleased by where you go

If a car stealth-camps in the woods and no one sees, does it still make a sound? We’re not sure it matters. The point is that with this 2016 Mercedes-Benz Metris conversion, the sky’s the limit to where you can go and what you can do when you get there. Van Life has always been an option, but thanks to the propagation of the internet and channels exemplifying how it is done, more people than ever are looking for that weekend escape or, even better for some, to live the life full-time. Why not join in on the fun?

The Mercedes-Benz Sprinter 2500 has been and remains one of the most popular vans on the market since its introduction in 1995. Now, in its third generation, this vehicle has garnered a reputation as a top-tier choice for both quality and performance in the segment. It is also a great jumping-off point for upscale and conversion projects, like the feature of this article.

We’ve recently showcased another of Midwest’s Sprinter 2500 conversions, so if you missed the last one, here’s another chance to check out a fantastic offering by the first company to gain express conversion approval from Mercedes-Benz in the United States, with twenty-five years and more than 13,000 units of experience under its proverbial belt.

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An unassuming little beast

The exterior of this conversion is not as flashy or obvious as others of its type, eschewing any real outside indication that much work has been done on the inside. A simple white paint covers the body, with a raised roof height but no length extension, as is often done. Tinted windows provide further privacy and concealment, though the decal for MAD’s “Ultimate Toys” branding under the windows and on the back door hints at there being more to this unassuming machine than meets the eye. The only other thing that gives away the true nature of this Sprinter 2500 is the rear utility hook-up ports. Extended running boards have also been added for ease of ingress/egress, and the 16″ steel wheels are clad in 245/75 Michelin Agilis LTX tires.

Everything and the kitchen sink

The power-adjustable and heated driver and passenger seats are commanding captain’s chairs finished in beige with a diamond quilting pattern that also extends to the two similar swiveling captain’s chairs in the rear, as well as the pair of inward-facing reclining couches, which double up as a place to sleep. Parking sensors and front and rear cameras, coupled with a standard, non-extended length, ensure parking is a breeze, while an MBUX entertainment system that comes with Apple CarPlay and built-in navigation makes directions easy and boredom difficult.

Ahead of the steering wheel, the speedometer reaches 130 mph, although that is probably faster than you want to be going. A 5,000 rpm tachometer complements the physical gauges, with the rest accessible through the information display.

In the back, as mentioned, two captain’s chairs and two couches provide plenty of seating, and a separate compartment contains an impressive collection of appliances, including a refrigerator, microwave, sink, and toilet, as well as an air conditioner that circulates air into the main cabin. Woodgrain flooring and overhead lighting make the space homey, with not one but two televisions, JL Audio speakers, USB ports, residential-grade outlets, and a Fusion infotainment receiver. Included in the purchase are two wireless headsets, allowing passengers to watch TV without disturbing others.

A fairly standard, if capable, engine

There doesn’t seem to be anything especially unique or custom about the 3.0L (183ci) turbodiesel V6. It is a perfectly capable engine, offering good fuel economy and 188 hp of power, along with 325 lb-ft of torque. A seven-speed automatic transmission sends power to the rear wheels, further enhancing a smooth and even ride, while all four wheels feature disc brakes. The odometer reads approximately 13,000 miles, and the owner reports that about 7,000 miles have been added since the vehicle was purchased in 2024.

Final thoughts: A discreet way to get away in luxury

This weekender might look unassuming from the outside, but inside is a serious wonderland, decked out with everything you could want in a tiny home away from home on wheels. While it’s not exactly a full-on RV or ideal for long-term Van Life, for a night or two, this conversion by Midwest Automotive Designs will get you wherever you want to go in style without standing out too much and provide a comfortable base location to tackle your adventures.

If Monterey Car Week is the automotive enthusiast’s Mecca, then SEMA is the automotive industry’s Disneyland. It’s hard to explain the magnitude of this event without waxing poetic, but there’s no way to understate the impact that SEMA as a whole has on our hobby. Spanning nearly the entire Las Vegas Convention Center, with a recent expansion into the neighboring Westgate Hotel, SEMA brings together everything that makes the automotive hobby tick under one roof (well, several roofs) for the perusal of those involved and, more recently, the public!

Now, if you hear “industry event” and imagine some stuffy, white-collar conference-type deal, let me be the one to tell you that you couldn’t be more wrong. SEMA adds a healthy dose of fun to the show, featuring an array of incredible cars on display, giveaways, meet-and-greets, and even its own concert, dubbed SEMAFest. A majority of the companies in attendance also scheme up fun ways to show off their products and services, whether it be with sumo wrestlers, a mini golf course, walls of speakers, or a desert-themed booth for Nissan’s off-road NISMO booth.

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More on all of that later, but for now, let me tell you all about my week at SEMA and why it’s such an utterly irreplaceable piece of the puzzle that keeps us car people together.

The trek begins

SEMA is organized into four main halls: the West Hall, the North Hall, the Central Hall, and the South Hall. I hope you’ve got your walking shoes on, because short of the Tesla Loop ride to get from West Hall to Central Hall, you’ll be channeling the energy of your Oregon Trail ancestors and making the trek on foot. The journey starts at West Hall, where the off-roaders and car care/restyling products live.

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We’re talking everything from PPF to wraps to car cleaning products. This is also where most of the exotics lie dormant, because what better way to show off how well your PPF works than by flexing a 1-of-89 Praga Bohema at your booth? I would also be lying if I said that all of the kitted off-road vans and Winnebagos here didn’t give me a hankering for the “get in and leave it all behind” lifestyle that has become trendy in the past few years. I am by no means a nomad, nor am I particularly fit, but boy, did West Hall make me wish I were.

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Moving on!

Take the indoor skybridge, or go outside and brave the heat if you’re into the live sauna experience, and come down to North Hall. This is one of the bigger locations of the four, and it’s where you’ll find the first-time and featured exhibitors, business services, and mobile electronics & technology. Some of my personal standouts were the eBay booth and their 10mm socket set giveaways, the SVG Japan booth, where I took a selfie with two real-life Sumo wrestlers, the ShopMonkey booth, where the world laughed at my miserable mini golf skills, and the otherworldly Sparq booth, where the classic Fast & Furious movie cars were proudly on display for your inner teenager to stare at in amazement. ChrisFix (!!!) and Freddy “Tavarish” Hernandez (!!!!) also held meet & greet sessions here, and the heralded “Battle of the Builders” stage took over a sizable portion of the building.

This is where automotive creativity and jaw-dropping craftsmanship were placed in the spotlight, with Troy Trepanier of “Rad Rides by Troy” taking home the coveted winning trophy for his 1936 Ford Roadster. I do not envy whoever had to pick out the winning car, because if it were up to me, they would all win first place.

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The hub of SEMA

Moving on from here is when the walking shoes come in extra handy. Since there was active construction still happening at the Convention Center, the skybridge from North Hall to Central Hall was closed, meaning you had to walk around the outside to get from one to the other. While my heels were not happy with this decision, it gave me a chance to see what was happening outside and make mental notes of where I would want to go next. Central Hall is, as the name suggests, the hub of SEMA. Home to racing & performance, powersports & utility vehicles, Hot Rod Alley, and the restoration marketplace, this is where many of the finest cars in the show were on display.

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Toyota, Nissan, Honda, Meguiar’s, NHRA, Tein, MotorTrend, Jay Leno, and a plethora of other companies all had displays here. In other words, if the company produces anything that makes a car go fast, stop on a dime, or handle better, they were probably in Central Hall. The back corner also housed the SEMA FutureTech Studio, which was home to modified vehicles powered by alternative propulsion sources, such as electricity and hydrogen. It essentially served as SEMA’s way of showcasing that they’re in favor of all propulsion technologies, so long as they’re done correctly and not forced upon the populace. It was a breath of fresh air in the largely anti-anything-that’s-not-ICE environment of automotive media, and I was delighted that SEMA was bold enough to go against the grain and put on the FutureTech Studio. Bravo!

The tool place

Thus, we depart Central Hall and take the skybridge over to the last, and my personal favorite, destination: South Hall. This is the home of tools, tires, and wheels, and I am all for it. A special shoutout goes out to the Harbor Freight and Carlyle Tools booths, which made me want to shell out my life savings on wrenches and socket sets. They also had some of the coolest giveaways of the show, with Harbor Freight giving out hats and Carlyle Tools giving out the cutest little crescent wrench keychains that actually function!

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Of course, these were only the indoor displays. Outside, it was a whole other world of madness. Among the lifted trucks and other modifieds stood the Hoonigan lot and the two Optima drift lots. Every day, at set times, the air surrounding the Convention Center would be brimming with tire smoke from the Hoonigan Burn Yard and Optima’s multiple drift competitions. It was a tremendous place to see sanctioned, tire-destroying, ludicrousness while the bouncing redlines filled your ears with the glory of screaming pistons. I was even able to hitch a drift ride-along in the Optima lot (shoutout to Cole Richards), and I have never had a better time fearing for my life.

The wonders of SEMAFest

Then there’s SEMA Friday, which is the only day when this previously industry-only event is open to the general public, and leads perfectly into SEMAFest. The best way I can describe SEMAFest is as a music festival combined with all the automotive-focused goodness that makes SEMA as great as it is. On this year’s setlist were Neon Trees (the ones I really wanted to see), Queens of the Stone Age, and The Black Crowes, peppered in between with more of Optima’s drift showcases and the fantabulous Globe of Death. It might seem a little strange for an event that’s so focused on the industry to have a music festival and let the public have a peek as well, but I see it as a welcome addition. You can’t grow a hobby by gatekeeping it to only those who are already involved in it. You need to let outsiders see what it’s all about, immerse them headfirst into what makes that hobby so great, and only then can you ensure its survival for future generations.

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Final thoughts

This is only scratching the surface of why SEMA is an indispensable part of the automotive world. I didn’t even mention their political activism and government battles, but in a nutshell, SEMA is a big part of the reason why you and I can enjoy our cars in the way that we want. Having the honor of attending SEMA, especially as one of their guests, is a bucket list item, and I am beyond thrilled that I was able to experience firsthand the cogs that keep our hobby turning. It stirred up something inside me that makes me want to play a bigger role in preserving cars for future generations. There’s nothing wrong with preferring internal combustion, electric, hydrogen, or any other way of powering your favorite ride. The goal is that all of them should have a place in the world, without forcing the public to choose one over the other for a predetermined reason. I’m excited to see what SEMA has in store next year, and hopefully, I’ll get the chance to be there for it in person. Until next time!

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Volkswagen was founded, as the name suggests, to be a carmaker for the masses. The number of original models on offer each year were few, though with many customization options as the brand became established. The T1 ‘Beetle’ and T2 bus were each iconic and era-defining automobiles in their own way. However, the T3’s shorter run from 1979 to 1991 (2002 in South Africa), while slightly less ubiquitous, also came to become an icon in it’s own right, a successor to the T2’s “van life” reputation, though perhaps a bit less rebellious and more like a more mature, more responsible sibling, despite being younger in age.

The T3 also went by many names. Here in the United States and the rest of the Americas, it is lovingly called the Vanagon. In Europe, things get more complicated, with the UK calling it the Type 25, the French naming it the Combi, the Netherlands calling it the adorable-sounding Kampeerauto, while the rest of Europe would know it by either the Transporter or the Caravelle, and the South African Kombi perhaps being the most iconic version, produced for several years locally after the main production lines were closed. This 1991 example sports the South African front and grille style, though we are not sure whether it is original or an aftermarket customization for aesthetic purposes.

This Volkswagen Vanagon from 1991 has been converted into a pop-up camper with a new and upgraded engine, and it really captures van-life charm!

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From the South African bush to the American heartland, and everywhere in-between.

A plain white paint covers this Vanagon, with a low fender of grey with a black line cutting between them to give a nice and subtle two-tone look. Roof-mounted solar panels and a pop-up camper by Westfalia are both functional and add a bit of rugged flair, the latter made with marine-grade canvas for durability and cleanliness. The headlights and grille are in the South African ‘Kombi’ style, where the T3 took an especially strong hold in the pop culture and national identity.

Quadruple tail lights and several auxiliary lights, both front and rear, mean parking and braking are always well-lit and obvious, and a sliding passenger-side door allows access to the inside of the camper, including an awning that can be set up for extra space.
Alloy 15″ five-spoke wheels are clad in Yokohama Geolander A/T-S tires that are rugged and up to the challenges of a small bit of off-roading, though perhaps it is best to stay on mostly flat and solid surfaces where possible.

A whole lot packed into a small package.

The cloth bucket seats are upholstered in grey cloth with fold-down armrests and decent leg room. Grey carpeting and door paneling are complemented by black mats and an all-black dashboard, which is clean and sleek, featuring a Sony multi-media stereo and USB ports. The over-long and thin gear-shifter and round knob are also black, while the two-spoke steering wheel is attached at the 6 and 12 o’clock positions, with a deep-etched VW logo in the center. Gauges include a 100 mph speedometer and a tachometer with integrated coolant temp and fuel gauges, as well as a digital clock.

In back, LED lighting has been installed for a bright and cheery atmosphere, and a weekender-style rear bench can be folded up for passengers or down for a bed. A portable top-opening refrigerator and the speakers built-into custom cabinets are powered by a 12-volt battery, which also runs a single 120 volt power outlet for any serious power usage that might be required. A heater is also included, but it is run on it’s own Webasto diesel-power

A new engine offer more power and range.

A 1.9L (116ci) turbocharged direct injection (TDI) four-in-line diesel engine was installed back in 2012 to replace the older, smaller original. While the owner has not specified which original engine package this van shipped from the factory with, we cannot definitively say how big the upgrade is, regardless, it’s better now than before, with more power, especially at the low end, and more range and fuel economy thanks to being a modern diesel.

A four-speed manual transaxle (combining transmission and differential into one unit) sends all that power to the rear wheels, which have drum brakes, in contrast with the disks found on the front. The vehicle’s suspension comes factory-stock, independent front and rear, with power-assisted rack-and-pinion steering. While the odometer reads 280,000 miles, the exact mileage is unknown, though the owner reports that about 25,000 of those miles were put on personally.

Go wherever the wind may take you.

And there we have it, a lovely little camper conversion of one of Volkswagen’s models that, while not as famous as those that came before, still managed to carve out a name and a cult following. If you’re interested in checking out the auction before it’s gone, and maybe even placing a bid on it yourself, why not click the link here?

Winnebago is an icon in recreational vehicles and motor homes, so much so that in some parts of the country, the names are synonymous. Founded in 1958, the company manufactures many purpose-built recreational vehicles from the ground up, but it also has several lines that are conversions using other carmakers’ models as a base. One of them is the 4×4 Revel, built from Mercedes-Benz’s highly popular Sprinter van.

This 2023 Revel 4×4 boasts a whole range of features to make it the perfect weekend getaway, or maybe even a longer stint, if you’re craving van life. The Sprinter 2500 is an excellent base model for this sort of conversion, featuring a tall rear compartment, a highly comfortable front cabin, and all the luxury and reliability of German engineering. Check out the full listing on Bring a Trailer by clicking here!

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A subtle and refined status symbol at the campsite

The Winnebago Revel 4×4 is a premier camper, meaning it comes with a whole lot of high-end features. That being said, the first thing to talk about is the Blue Gray paint with black accents. At a glance, the color already has a certain outdoorsy, adventurous feel, separating it from the other, more mundane Sprinters on the road in more common hues. At a closer look, however, the lettering for ‘Revel’ and ‘Winnebago’ placed tastefully throughout really cement that separation.

The extended height of the roof makes the solar panels above, as well as the roof rack and rear ladder for access, all the more pronounced. An awning can be extended over the right-side sliding door, and a receiver hitch on the back ensures any towing needs are met with ease. Method racing wheels come in at 17″, and are clad in 245/70 BFGoodrich All-Terrain KO2 tires.

Every inch is built with comfort in mind

The front cabin is primarily black, with a pair of captain’s chairs giving superior comfort for those long hours on the road. An array of safety and convenience features is included, from parking sensors and a rear camera to cruise control and an MBUX 10.25″ touchscreen that offers a host of controls and informational menus to explore. The central gauge cluster features a speedometer that goes to 130 mph (a speed we cannot recommend on such a tall vehicle), a tachometer that can rev to 5,000 rpm, and gauges for fuel and coolant temperature.

The real heart of the conversion, though, can be found at the back. A sizable kitchenette, equipped with a refrigerator and sink, is complemented by a toilet and both a wet bath and a shower. The seller reports that a larger water tank than the standard Revel 4×4 was installed after the conversion as well.

Plenty of custom storage cabinets and cupboards are included, as well as a drop-down bed with privacy blinds that can be lifted for more communal space. A Coleman air conditioning setup keeps the area cool in hot weather, while overhead lighting keeps it bright and homey.

Efficient and plentiful power

A turbocharged 3.0L diesel V6 and a dual-range transfer case ensure great fuel mileage as well as a wide power band, with a rating of 188 horsepower and 325 lb-ft of torque. A seven-speed automatic transmission also allows for efficient gearing ratios and smooth acceleration, as power is routed either to the rear wheels or to all of them with its selectable all-wheel drive. All wheels feature disc brakes, and safety is further increased by Mercedes-Benz’s proprietary Electronic Stability Program (ESP), which helps reduce the risk of losing control caused by sudden braking.

Final thoughts: Wherever your next adventure takes you, Revel in it

This wonderful and functional Winnebago camper conversion improves on what is already one of the best-selling vans in the country. Whether you’re out for a day trip, getting away for the weekend, or looking to completely embrace ‘Van Life’ for an extended stay, the comfort, safety, and utility of this conversion prove that camping doesn’t have to be synonymous with roughing it out. Check out the full listing for more details, and maybe place a bid before this gem sells at auction.

The Volkswagen Type 2, or VW Bus as it was more commonly known, was a centerpiece of the 1960s hippie counterculture movement along with its Beetle sibling. Its practicality was also partly due to the numerous body styles on offer, including a pickup truck, a panel van, and of course, the bus.

The 1967 model year, when the Type 2 officially hit the market, saw a few changes from the previous Type 1. VW eliminated the swing axle rear suspension and transfer boxes previously used to raise the ride height, and employed the use of half-shaft axles fitted with constant velocity joints. This particular example is the more desirable 21-window variant and boasts a restoration back in 2000. It is now up for auction on Bring a Trailer, so click here to check out the full listing!

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It’s a looker, not a powerhouse

Finished in a very period-appropriate and previously refurbished two-tone Velvet Green and Pearl White over a Platinum vinyl interior, it boasts only 93,000 miles on the odometer and is powered by the venerable 1.5-liter flat-four mated to a four-speed manual transaxle, which was rebuilt in 2025. With its single downdraft carburetor and speed governor, don’t count on going anywhere fast, especially considering it was rated at 44 hp from the factory. In 1967, VW also upgraded the electrical system of the Type 2 from 6 volts to 12 volts, meaning you don’t have to worry about potentially having to convert this one.

The bus sits on white 14″ steel wheels with chrome VW-stamped hubcaps and Sport Radial H714 whitewall tires, because you can’t have a VW Bus without whitewalls. Stopping power is provided by four-wheel drum brakes, so keep some distance between you and the driver in front.

The Platinum vinyl interior is as cozy as ever, with ample room thanks to the bucket seats and double benches behind them. While rather spartan, the interior boasts a few creature comforts and niceties, including a retractable cloth sunroof, pop-out side windows, quarter vent windows, a cabin heater, front lap belts, sliding front windows, and “jail bars” over some of the windows. Being the 21-window variant doesn’t just make this example particularly rare, but it also gives it more visibility than just about any car you could get back then and even today. Looking at the oodles of space available if the bench seats were removed, it’s easy to see why the Type 2 was such a popular choice for long trips or camping adventures.

Final thoughts

The VW Type 2 is an icon in every sense of the word. While it was produced in Europe from 1950 to 1967, Brazil continued production until 1975, which should speak volumes about how loved and cherished this model was worldwide. With a recently rebuilt engine, less than 100,000 miles on the odometer, and 21 windows for maximum visibility, this 1967 VW Type 2 is the one to have. Whether it be for cross-country road trips or just camping trips, there are few cars that offer a better experience than a Type 2.

The auction ends in six days and currently sits at $40,000. With such a high bid so early in the auction, we expect that number to rise. Included in the sale is a Volkswagen Classic Parts Certificate that lists a build date of August 4, 1966, along with factory colors and equipment. Examples as well-restored yet original as this one don’t often hit the market, so if you’ve been dreaming of a VW Bus in your driveway, this might be your best shot.

With rising global housing costs and jobs increasingly transitioning to remote employment, the “digital nomad” has become a popular occupation type for people seeking remote work that allows them to stay moving, never stuck in just one location. As a result, van culture has seen a major resurgence, and in a very different way, shape, and form than what was popular way back in the 1970s, what with porthole windows and flashy graphics. These days, van culture values capability—a van’s ability to tackle harsh terrain just as well as it handles lengthy highway stretches—and spaciousness. After all, people are planning to actually live in these vans for prolonged periods of time, rather than just spend a brief sunny afternoon lounging in one by the beach.

Massive, decked-out Mercedes-Benz Sprinter vans perfectly encapsulate what modern van culture is all about. Four-wheel drive, a commodious interior, plenty of rooftop storage space, and all the off-road gear you can find are necessary for a van to not only stand out and draw attention, but also for it to be genuinely capable on long-distance adventures and exploration journeys. Thing is, vans like these don’t come cheap, and, like all new vehicles today, they, which at their core are meant to fill a need for frugality in people’s lives, are becoming increasingly inaccessible to purchase. This is where a revived Ford Transit Connect could find its niche.

The end of the Transit Connect, and why it mattered

Of course, Ford still sells the larger Transit van, and it has become a go-to alternative to pricier models like the Mercedes-Benz Sprinter, but it still fetches a pretty penny, especially ones properly outfitted for adventure use. The smaller Ford Transit Connect, which was offered in North America from 2010 until 2023, provided a similar utilitarian feel in a more compact package for significantly less money, but it was always marketed as more of a commercial vehicle rather than a capable lifestyle adventure van. Despite the shortcomings of the discontinued Transit Connect, I still believe that there’s justification for the nameplate to make a comeback, albeit transformed to appeal to a market that’s looking for more than just basic utility.

What could it look like?

Plainly, a revived Ford Transit Connect should share its platform with the compact yet capable Ford Maverick pickup truck. With an available hybrid powertrain, turbocharged options, and four-wheel drive, the Maverick could serve as an excellent platform to underpin a genuinely capable adventure van. With a Westfalia-style pop-up roof and seating for up to seven or eight occupants, such a van could be a compellingly affordable contender against much larger, pricier adventure vans.

A Maverick-based Ford Transit Connect could even lend itself well to commercial use, especially with its available 2.5-liter four-cylinder hybrid powertrain, which would maximize fuel economy while still offering enough power to haul a tower of packages, lawn care equipment, or perhaps a few ladders. For small business owners, a hybrid, Maverick-based Transit Connect could be an excellent compact van at a compelling price point that’s well capable of taking a serious beating.

Final thoughts

Using the Maverick platform could be the key to success for the Transit Connect, which never quite managed to gain ground in the North American marketplace, as its appeal was distinctly European. Maverick underpinnings could give it more rugged capability, available four-wheel drive, and the space it needs to be competitive as an affordable adventure van or commercial panel van. Could you see the Transit Connect returning to North American shores as a Maverick-based van? Share your thoughts in the comments!

If you’re looking for the ultimate camper van but a small VW Bus is a little too cramped, the Mercedes-Benz Sprinter is usually the way to go. This particular 2025 Mercedes-Benz Sprinter 2500 has been completely overhauled by Springfield, MO-based outfitters 27North, a Ukrainian immigrant-owned company founded in 2020 that specializes in outfitting luxury versatile off-grid (VOG) trucks and vans. With only 1,000 miles on the odometer, this turn-key glamping solution is up for sale on Exotic Car Trader. Click here to see the full listing!

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Unassuming design to blend in anywhere

One of the difficulties of a conventional RV is just how large they tend to be, and with that comes sluggish, boring handling, as well as added difficulty navigating tight lanes and congested roads, and finding a parking space. None of these difficulties really apply to this Sprinter camper, as its Euro-van dimensions were designed for the streets of Europe, which tend to be much smaller than those found in the United States.

The silver paint scheme with black accents is a nice balance between flashy and refined, offering a luxurious tone and feel that is a few notches above the dime-a-dozen white RVs and pull-along campers it would be expected to be mingling with. A spare tire is easily accessible on the rear, as well as a bike rack and roof-access ladder. Speaking of the roof, solar panels provide power to the many amenities found inside, which we’ll try to cover without missing too many.

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Comfort and style for the road ahead

The interior is a much darker oyster grey and black, with all the modern comforts you would expect from a 2025 year model, as well as many additions to make the off-grid living dream an appealing reality. The kitchen and dining/sleeping areas take up the majority of the rear compartment, with handmade premium birch cabinetry courtesy of 27North complemented by espresso-stained bamboo countertops for durability and anti-stain cleanliness. The floors have also been sealed in a uniform coat of Lonseal Lonridge flooring, ensuring utmost durability no matter what you throw at them.

The side couches convert effortlessly from sleeping two to a dinette for four or more, or even an in-home movie theatre with a fold-down 24-inch smart TV, which, thanks to an extensive Wet Sounds Bluetooth audio system, might be better than what you have in your actual home. If you’d rather relax in the open air, a 10ft powered awning can be extended to provide a nice shady spot on even the sunniest of days.

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Hygiene solutions are provided by a Thetford portable toilet in the rear with a sliding privacy door, as well as a full shower. A 2.5-gallon water heater has been fitted, connecting to a 30-gallon fresh water tank that also feeds the stainless steel kitchen sink. Used water flows into a separate 20-gallon greywater tank, where it can be recycled into fresh water again thanks to an advanced filtration system.

Temperature control is provided courtesy of a Dometic 12V air conditioning unit, as well as a Maxxair Maxxfan placed strategically in the corner to cover the entire compartment. There’s even an internet connection, thanks to a Starlink MINI unit and an advanced navigation system.

Plenty of power under the hood and on the roof

The engine in the Sprinter 2500 is a 2.0L turbocharged inline-four diesel mated to an automatic transmission with all-wheel drive. Several integrated solar panels generate 525 watts of power, linked to a battery bank of three 310Ah lithium batteries for when the sun is not shining. A 3,000-watt inverter and DC-to-DC charging system mean you can charge the batteries with the main engine too.

This entire setup sits on all-terrain Canyon tires, with Rough Country LED accent lighting, and an Owl Vans Sherpa cargo system. Lastly, a powerful on-board compressor has been included for maintaining tire pressure.

Final thoughts: Home away from home

It’s safe to say that 27North turned an already great and luxurious Mercedes-Benz cargo van into the perfect short-term (or long-term) getaway camper. If you desire the simpler life, the open road, and rugged self-reliance, but want something more than a covered Conestoga wagon and horses, or even a 1960s-era Volkswagen camper van, this is the camper for you!

Few vehicles carry as much cultural weight as the Volkswagen Bus. By the early 1970s, the Type 2 Transporter had become more than just a mode of travel; it was the face of freedom and counterculture. The Westfalia camper conversion added practicality to the bus’s personality, giving owners a rolling space to sleep, cook, and gather with friends.

The 1971 model year was a milestone: it was the last to use the simple dual-port 1600cc engine before emissions equipment and larger bumpers started reshaping the design. This example, finished in Sierra Yellow and Pastel White, shows just how much charm these vans still have. This particular 1971 Volkswagen Westfalia Type 2 Camper Bus with low miles is for sale on Exotic Car Trader, and you can check out the listing by clicking here.

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A bright and purposeful exterior

The two-tone paintwork instantly places this Westfalia in its time, with a Sierra Yellow body capped by a white roof. The pop-top roof, designed for extra headroom and ventilation, is one of the features that made the Westfalia so popular for camping. Restored to a clean, factory-style look, the van rolls on period-correct wheels with VW hubcaps, keeping the exterior faithful to how it would have looked in the early ’70s. There are newer touches, like restored trim and fresh paint, that suggest the van has been cared for, but the overall presentation avoids straying from its original character.

Interior living space on wheels

Step inside, and the brown interior sets the tone: simple, functional, and designed around time spent together rather than luxury. Behind the front seats, the Westfalia package turns the bus into a compact living space. The rear bench folds into a bed, a small kitchen setup provides the basics for cooking, and curtains on the windows add privacy for overnight stops. The pop-top extends the usable space, making the cabin feel open enough for standing. It’s a design that encouraged owners to slow down and treat the van as both transportation and destination—a rolling campsite with its own personality.

Air-cooled reliability

The engine sits where it always has in these vans—out back. The bus is powered by a 1600cc flat-four at the back, fed by a Solex carb, and paired with a four-speed manual transmission. The setup is simple, durable, and easy to keep running, exactly why so many of these vans survived long road trips, decades of ownership, and everything in between.

Maintenance is straightforward, parts availability remains strong thanks to decades of enthusiast support, and the mechanical setup delivers the kind of personality that’s tied as much to sound and feel as it is to numbers. Reports from the current owner mention confidence-inspiring upkeep and a van ready for use.

Final thoughts

The 1971 Volkswagen Westfalia‘s shape is instantly familiar, but what makes this one matter is how intact and functional it remains. The two-tone finish, the camper setup with its fold-down bed and kitchen, and the air-cooled engine at the back all point to a van that was built for real travel. You don’t have to tuck it away in a garage or treat it as a novelty; you can actually use it, and the more you do, the more sense it makes.

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Between weight ratings, hitches, trailer sway, and the simple act of backing into a tight space with a trailer attached, new owners often feel overwhelmed. Fortunately, today’s pickup trucks are more beginner-friendly than ever before. Automakers are loading their trucks with technology that takes the stress out of hauling things like trailer sway control, backup assist systems, multiple camera angles, and apps that walk you through the setup process.

Whether you’re planning to tow a camper for weekend getaways, haul jet skis to the lake, or pull a small utility trailer for home projects, the right pickup can make the difference between a nerve-racking chore and an easy, confidence-inspiring drive. Here are some of the best options for newcomers to the world of towing.

Ford F-150: Tech that makes towing easy

It’s no accident that the Ford F-150 is America’s best-selling vehicle. Beyond its versatility, Ford has gone out of its way to make towing less intimidating for first-time buyers. The available Pro Trailer Backup Assist is one of the standout features. Instead of turning the steering wheel, drivers simply twist a dial on the dashboard and let the truck handle the counter-steering needed to back a trailer smoothly.

Add to that a suite of cameras, trailer sway control, blind-spot monitoring that extends coverage for trailers, and a wide selection of hitches and factory towing packages, and it’s easy to see why the F-150 is a beginner’s best friend. Depending on engine choice, towing capacity ranges from around 8,000 lbs to an impressive 13,500 lbs. Even entry-level configurations are more than enough for small to mid-size campers and boats.

Ram 1500: Comfort and stability for long hauls

The Ram 1500 earns constant praise for being one of the most comfortable full-size trucks on the road. For towing newcomers, that comfort translates into confidence. Its unique coil-spring rear suspension and available air suspension help keep trailers stable and reduce bouncing or sway, especially on uneven roads.

Ram also offers Trailer Reverse Steering Control, which works similarly to Ford’s system by letting the driver steer the trailer with a knob. When combined with multiple camera views and integrated trailer brake controls, the Ram 1500 makes towing as beginner-friendly as possible. With a maximum towing capacity of 11,550 lbs, the Ram is capable enough for most recreational needs, while still being smooth and quiet for everyday driving.

Chevrolet Silverado 1500 and GMC Sierra 1500: Digital tools for beginners

GM’s half-ton pickups, the Chevrolet Silverado 1500 and GMC Sierra 1500, are nearly identical under the skin, and both bring strong towing credentials. What makes them shine for first-time towers is their in-vehicle trailering apps and available camera systems. These built-in tools guide drivers through checklists before towing, help test trailer lights, monitor trailer tire pressure and temperature (when equipped), and even store trailer profiles so setup is faster the next time. They also help the driver see obstacles that they normally would not.

Engine choices range from a fuel-efficient turbo four-cylinder to a pair of V8s and a turbo-diesel, giving buyers plenty of flexibility depending on what they need to tow. Capacities run up to around 13,300 lbs, but the tech features mean even someone who’s never hitched a trailer before can feel prepared.

Toyota Tundra: Modern power with a hybrid twist

Toyota’s full-size Tundra has always been known for reliability, but the latest model adds modern muscle and smart towing tech. Gone is the old V8; in its place is a twin-turbo V6, with the option of the i-Force Max hybrid system that cranks out a whopping 583 lb-ft of torque. For towing newbies, that means plenty of pulling power without feeling like the truck is straining.

Toyota also includes a suite of towing aids, including trailer backup guides and sway control. The Tundra’s maximum tow rating of 12,000 lbs is competitive, but the real strength for new owners is Toyota’s reputation for durability and straightforward operation. You won’t spend hours learning how to use the tech since the systems are intuitive and work seamlessly.

Nissan Frontier: A great first step for light towing

Not everyone needs a massive full-size pickup. For beginners who want a smaller, easier-to-park truck that still tows confidently, the Nissan Frontier is a standout choice. Its standard 310-horsepower V6 is strong for the midsize segment, and with a maximum towing capacity of 7,150 lbs, it can easily handle small boats, ATVs, or a lightweight camper.

The Frontier’s manageable size makes it less intimidating than a full-size truck, especially for those new to driving with a trailer. It also comes standard with trailer sway control and has a straightforward, no-nonsense interior layout that doesn’t overwhelm first-time owners. Some competitors can tow more, but the Nissan stands out for its ease of use.

5 tips for first-time towers

Even with the right truck names, a few basic guidelines can make towing safer and less stressful:

• Know your limits: Always check your truck’s Gross Vehicle Weight Rating (GVWR) and towing capacity before hitching up. Don’t guess; stay within the numbers.
• Know your payload: Your payload can completely change the maximum weight you are able to tow. Remember: your tongue weight IS part of your payload. So, if you’re tongue weight is at 400 lbs, and you can haul a maximum of 1,200 lbs, you only have 800 lbs remaining for your total payload.
• Distribute weight properly: Load heavier items toward the front of the trailer and aim for approximately 10–15% of the total trailer weight to be on the hitch. This reduces sway and keeps the setup stable.
• Practice before the big trip: Find an empty parking lot and practice backing, turning, and braking with your trailer before heading out on the road.
• Take it slow: Acceleration, braking, and lane changes all take more time with a trailer. Leave extra space and avoid sudden moves.
• Use the tech: Modern trucks come with trailer sway control, cameras, and even backup assist systems. Learn how they work and take advantage of them.

Final thoughts: Picking the right truck for your needs

For those who are new to towing, the most important thing is confidence. The right truck should provide stability, intuitive tech, and enough power to get the job done without stress. No matter which you choose, these trucks prove that towing doesn’t have to be intimidating. With the right combination of features and capability, even a complete beginner can feel like a pro behind the wheel.

Here’s the scenario: you need to rent or borrow a trailer, and you’ve never towed before. Millions of Americans have gone through this, and there are a variety of things that you need to do – even before you agree to rent (or borrow) that trailer. You must ensure you have the right vehicle, with the proper setup, and one that is in good condition – before you proceed. You can always rent something that can tow, if needed.

For the uninitiated, towing can look intimidating. Yes, there are safety concerns, but the actual act is relatively straightforward. Whether you’re towing a rental trailer or a car on a dolly, the fundamentals are similar. Unfortunately, there’s a lot of misinformation about what’s needed (and what’s not) to tow safely. Here are the top five myths about towing.

5. Electric vehicles cannot tow – False.

While some EVs aren’t rated for towing, many are. Each has a manufacturer-specified towing capacity you must know. Some, like the Hyundai Kona EV, are rated at just 1,500 lbs, while others, like the Chevrolet Silverado EV, can pull over 12,000 lbs – when properly equipped. Keep in mind, towing will sharply reduce your range; as a rule of thumb, expect about half your normal range unless your vehicle automatically compensates.

4. Towing will ruin your vehicle – False.

Unless you push your vehicle past its limits, occasional towing shouldn’t be a problem -provided it’s in good condition. Ensure your vehicle is healthy, follow the automaker’s stated towing capacity, use the proper setup, keep within weight limits, and you should be fine. One crucial point: driving a steady pace, minimizing stressful braking and ensuring good load-weight distribution can genuinely help.

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3. You need a special license to tow – False.

Unless you’re towing a commercially-rated load, you would be surprised at what you’re permitted to tow. Some states differ, but generally, you do not need a CDL if the combined weight of your truck and trailer (loaded) is less than 26,001 pounds. That’s what’s known as your Gross Combination Weight Rating (GCWR). I’m not saying to slap a 20,000-lb trailer behind your vehicle right away, but the legalities are easy enough to research and understand. Each state’s Department of Motor Vehicles (DMV) also offers several resources that you can tap into.

2. You need a pickup truck (or SUV) to tow – False.

There’s a caveat to this, as using a vehicle with a frame is preferred when pulling larger trailers, but it’s not always necessary. Structural strength with many modern cars allows unibody and integrated subframe designs to pull impressive loads. I caution some folks on the results because having a frame often isolates a lot of the movement the trailer makes, along with the vibrations felt throughout the cabin. This is why many who tow prefer a pickup truck with a beefy frame underneath. Even towing lighter loads with a frame-based vehicle is often easier on the car and the driver.

1. You need training before towing for the first time – True or False.

If you’ve never pulled a trailer before, it’s a good idea to (at the very least) check out some safety videos that help with the basics. While there is no certificate or course required by law for basic trailer towing, some tutelage is prudent. Given that U-Haul is one of the largest trailer rental companies in the United States, I am using their information for your reference. U-Haul offers a series of “Safe Trailering” videos to educate customers on the proper and safe way to tow trailers. These videos cover various aspects, including basic introduction, hooking up a trailer, loading and securing the load, backing up, and driving with a trailer. Additionally, if you know anyone with towing experience, and they are willing to help out, a few lessons in an empty parking lot can truly help. That’s even true with towing tiny trailers.

Final thoughts

It’s vitally important that you cover the basics before towing. Things like maintaining the proper towing and payload ratings are vital, as is ensuring you have the correct braking system. You may need to add mirror extensions to your vehicle if your trailer limits too much of your rear view. Once again, a lot of this can be easily addressed with a bit of research. If you can remember to keep your speeds reasonable, refrain from overtaxing your vehicle, and follow a few rules, towing can be pretty straightforward. Once you get used to it, you’ll find it a valuable tool for both its sheer utility and potential for outdoor adventure fun.

Auto recalls are a given throughout any year, but they’ve become more common for some companies than others, and the manufacturer with the most from 2014 to 2024 may surprise you. As of June 30, 2025, Ford Motor Company has had the highest number of recalls this year by a significant margin, at 84, according to Consumer Shield data. Forest River, Inc., North America’s leading manufacturer of RVs, cargo trailers, buses, commercial trucks, and vans, and certain watercraft, has racked up the second-most recalls so far in 2025 at 21. Volkswagen Group of America comes in third place with 17 recalls so far this year, followed by General Motors’ 15 and Chrysler’s 14. American Honda Motor Company similarly had 14 recalls as of June 30.

By mid-year, Ford issued 88 safety recalls, breaking the previous full-year record for any manufacturer. In May, Ford recalled 1.1 million vehicles for a software issue that could cause the rearview camera to display a blank or frozen image. This month, the American automaker recalled 850,000 cars due to a problem that could result in a low-pressure fuel pump failure, potentially causing the engine to stall while driving. Weeks later, Ford recalled almost 700,000 vehicles due to a fuel leak issue that posed a fire risk.

In 2025, U.S. vehicle recalls doubled during Q2 to 7.3 million, BizzyCar reports. This figure represents the highest quarterly total since early 2024, following Q1, which saw 3.46 million recalls. During Q2, back-over prevention, or features helping prevent accidents when an automobile is reversing, was the most-recalled component, with 2.59 million vehicles impacted. Engine and engine cooling recalls were also common at 1.14 million, along with Service Brakes and Hydraulics at 775,000. The three “Do Not Drive” recalls during Q2 were all from Ford and affected 2,350 vehicles.

The manufacturers facing the most recalls over the last decade

One might expect Ford to have had the most recalls from 2015 to 2024, but it actually came in second behind Forest River’s 505 with 458. Chrysler, Mercedes-Benz USA, and Daimler Trucks North America filled out the rest of the top five from 2015 to 2024 at 386, 332, and 328, respectively. Forest River’s recalls, which have led the RV industry over the past decade, typically stem from manufacturing issues. While Forest River boasts a high manufacturing rate, ranking second in the RV market share behind THOR Industries, RV plants, such as those at Forest River, rely heavily on hand assembly. Workers at these facilities can be paid at a piece rate or by the number of vehicles they produce, rather than an hourly wage. Some argue that piece-rate work incentivizes workers to prioritize speed over quality. Forest River, owned by Warren Buffett’s Berkshire Hathaway, now sells over 100,000 RVs annually, earning over $6 billion in revenue.

Final thoughts 

Data suggests that Ford’s recalls in 2025 primarily relate to complex electronic and fuel system defects, while piece-rate pay for hand assembly seems to be contributing to Forest River’s woes. Forest River’s recall records indicate manufacturing issues, such as punctured microwaves resulting from improper screw lengths and misaligned furnace flues, which were discovered after an inspector quit, according to Consumer Affairs. While Forest River has the most recalls from 2015 to 2024, Ford’s lead so far in 2025 is significant enough to spark concern among brand loyalists.

Let’s start by defining the term “overlanding,” as it’s not quite the same as “camping.” I view “camping” as a blanket term: You can camp in a parking lot, on a beach, in a resort—you get the gist. “Overlanding is where you travel to a place off the grid while being entirely self-sufficient. Yes, they intermingle, but the idea behind overlanding is a construct that people visualize differently than camping.

It doesn’t mean that you need a rig that costs as much as a house (although that’s pretty popular nowadays). You can have a sleeping bag, a backpack, and a bike, and still qualify as an overlander as long as you are off the grid, and, usually, in the wild. If you’re in a location where no one can reach you on your cell phone, you’re doing it right.

The 2025 Overland Expo SoCal

There are five Overland Expos throughout the United States: the West, Pacific Northwest, Mountain West, East, and now Southern California (SoCal). The SoCal event celebrated its inaugural showing at the Orange County Fairgrounds in Costa Mesa, CA, from Saturday, March 16th, to Sunday, March 17th, which is a little smaller than other venues.

Despite its smaller size, the Overland Expo SoCal is jam-packed with just about everything outdoor enthusiasts, overlanders, campers, and the curious could want. There are a variety of overlanding workshops covering just about every base. Not only are there overlanding rigs everywhere, but automakers like Subaru and Honda have set up interactive booths as well.

Another way to look at the Overland Expo series is to think of shows like SEMA and CES but for outdoorsy folk. Like the other Overland Expos, this event allowed camping near the exhibition space and hosted over 250 exhibitors with over 100 hours of educational programming. There were a variety of DIY showcases, including camping, survival, culinary, and a multitude of upfitters. That’s in conjunction with OEMs like tire, suspension, electronic (batteries, lights, etc.), and automotive exhibitions – among many others. Each day also features large scavenger hunts for the kids. A one-day pass runs $25, and parking is $15 per day. Kids age 14 and under are free with a paying adult.

My experience at 2025 Overland Expo SoCal

Prepare for a lot of walking, so bring comfortable shoes, protect your head, and bring something to pack a lot of swag in. It’s just like going to the county fair or a large expo. Since a majority of the event is outdoors, it is totally dog-friendly, and Subaru even hosted a puppy adoption event on the premises. Bathroom facilities and seating locations were aplenty, and shade is mostly only available in the large pavilions. There are a few hydration stations with free water at the main gate, but it would be wise to bring your own water bottle and maybe some food. There is an abundant amount of food stations, trucks, and vendors throughout the event. However, their pricing can be steep.

I got a lot of hands-on time with a variety of vendors showing off tons of equipment. There were several RVs on site, including trailers, campers, toppers, and slide-ins, among others. For the most part, these vendors would showcase a slick-looking build displaying their goods, which helps lure in potential customers. There was a ton of free swag, drawings, and games, too. To say that many of the vendors were friendly would be an understatement. The entire vibe was downright pleasant, and people looked like they were genuinely having a great time. It probably helped that the weather was cool, clear, and breezy.

That said, though, Overland Expos are rain-or-shine events, and some take place in muddy or grassy areas. If the rain is harsh, those locations can become rather difficult to walk through. I once saw a journalist lose an entire boot in Flagstaff, AZ, during the Overland Expo West event last year.

Final thoughts

The next Overland Expo is Overland Expo West, which is scheduled to take place in Flagstaff, AZ, from May 16th to 18th. The Overland Expo Pacific Northwest is up next in Redmond, OR, from June 27th to 29th, followed by the Overland Expo Mountain West from August 22nd to 24th in Loveland, CO. Finally, the Overland Expo East will take place in Arrington, VA, from October 3rd to 5th.

I expect more Overland Expo events to pop up in the near future. Some insiders hinted that they might open an event in one of the southern states, which makes sense. This would mean there would be an expo every other month. Not that I’m opposed at all, as it’s an exciting event and one that I highly recommend.

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Camper van conversions have gained significant attention lately, with some conversions rivaling the cost of a house. While once associated with a lifestyle embraced mostly by those facing hardships, the narrative has shifted. Thanks to platforms like Instagram and various social media channels, living in a van has evolved into a symbol of prestige. However, the portrayal often spotlights the perks while overlooking the challenges (such as the struggle of finding a restroom during nighttime). It’s essential to consider whether an expensive vehicle conversion is truly necessary. There are compelling reasons why I choose not to convert my Crosstrek or Flex into full-time campers. These vehicles serve as our daily drivers, accommodating car seats, friends, family, and even our two medium-sized dogs. With such varied usage, permanent kitchen or bedding arrangements aren’t feasible. The silver lining is that we’ve mastered budget-friendly sleeping solutions, frequently spending nights comfortably in the car. Upon returning home, a quick cleanup restores the car’s standard configuration. All of this comes at a cost of less than $100.

Is it the best setup ever? No. But before you judge, check it out for yourself.

Sleeping Setup

Air Mattress – $14.88

$14.88 at walmart

Grab your measuring tape, lay down all of your seats and see what size mattress works for you. When it comes to the vehicles I have in my garage, a twin size fits the back of my Crosstrek perfectly, and it is thick enough that it eliminates the bump in the rear. My Flex can handle a slightly larger mattress, but since I want this to work for both I stuck with the twin. It’s not the nicest model that you can buy, but considering I’ve bought six-packs for more, it is pretty dang good.

Air pump – $16.99

$16.99 at Walmart

A plug in air pump sometimes feels like an incredible luxury to me and I’m not exactly sure why. Maybe I feel like camping should involve me having to inflate a mattress myself, but in this day and age, when a lot of cars come with an AC outlet, why make yourself lightheaded by blowing up your mattress manually? This one will plug into any AC outlet and costs so little that I can’t believe I even thought about not getting it. If you don’t have an AC outlet in your car they make both a DC 12V that’ll plug into a cigarette lighter or a 6-C battery powered one that doesn’t need to plug into anything.

Window Screen – $8.98

$8.98 at Walmart

Stagnant air in the car at night is the worst. Well, second worst. Mosquitoes are the worst. Thankfully these window screens solve both of those problems. They cover the entirety of the windows so you could roll them down completely if you want to. I only roll them down a few inches. Open enough for quality air flow, closed enough that if a bear or other creature wanders by, they can’t easily get into the car before I wake up and get the heck out of there. 

DIY Window Shades – $YMMV

In addition to window screens, blackout window shades are great for privacy, as well as keeping the heat in or out, depending on the time of year you happen to be camping. They’re fairly easy to make too; all it takes is some foam core, reflective insulation and some tape. Check out the video above to figure out how to make your own. 

Another more permanent option is to tint your windows. Laws on this vary from state to state, so make sure to do your research beforehand, but tinting windows not only can add privacy and block harmful UV rays, but also helps keep your vehicle cooler during those blistery hot summer months. 

Blankets and Pillows – Already have

Most of us already have blankets and pillows. I use the ones I sleep with at home.

Kitchen Setup

Stove – $15.99

$15.99 at Amazon

In addition to sleeping, eating is a rather important part of any camping trip. A lot of campsites have fire pits or charcoal grills available, but if not, there are still ways to enjoy a quality meal for cheap.

This ultralight stove is made for backpacking, but it’s just as good at a campsite. Plus, it takes up very little space inside your car. I keep one with me at all times, so even if I’m on a road trip I have a way to make a hot cup of coffee if there’s none available nearby. 

Table – $19.88

$19.88 at Amazon

This is another item that is usually available at a campsite, it is also the most expensive item on this list, so you may be able to forgo it and save some change. If not, a table like this can feel like a luxury if you’re used to eating your meals on the ground while camping. At 11.2 inches it isn’t true table height, something like that will set you back a bit more, but it folds up and away so storage will not be a problem. If you’re camping with others, the medium size for $29.99 might be a better option.

5 gallon water jug – $14.46

$14.46 at Amazon

When my wife and I first started car camping I bought a 6 gallon jug with a spout. It’s big, heavy, takes up room even when it is empty and unwieldy to pick up and pour from when full. This collapsible jug is superior in almost every way. The spout in particular is much easier to use and since you’ll be using water for everything from cooking and cleaning to drinking and washing dishes, this is a must have. 

Cooler – Already have

The cooler may be the biggest expense when it comes to a camp kitchen setup depending on what your needs are. A 9 quart hard-sided Coleman will set you back about $17, but a Yeti large enough to hold an elk will cost into the thousands. Most people already have one but if you’re just starting out I’d recommend going the inexpensive route and figuring out what you need down the road. 

Throw these items in your car and you’re well on your way to a cheap version of van life that is easy to setup and tear down. It may be tempting to go big and get all the high end equipment right away, but going this route will allow you to easily upgrade based on your needs instead of what looks great on instagram. Plus, if you find out 16 days in that living out of your car isn’t all it’s cracked up to be, you won’t have had to sell your house to learn that lesson.

More Camping and Road Trip Picks:

• The Ultimate Road Trip Gear Guide
• 7 inexpensive items that will up your car-camping game
• 24 essential items to take on a car camping trip

Camper van transformations are currently in the spotlight, with some conversions reaching prices comparable to real estate. Previously linked with a lifestyle embraced mostly by those encountering difficulties, the narrative has undergone a transformation. Thanks to platforms such as Instagram, Tiktok and other social media outlets, living in a van has evolved into a symbol of status. However, this portrayal often highlights the benefits while downplaying the challenges (such as the difficulty of locating a restroom at night). It’s essential to consider whether an expensive vehicle conversion is truly necessary. There are compelling reasons why I opt not to convert my Crosstrek or Flex into full-time campers. These vehicles serve as our daily drivers, accommodating car seats, friends, family, and even our medium-sized dog. Given such diverse usage, permanent kitchen or bedding setups aren’t practical. However, we’ve found budget-friendly sleeping solutions, frequently enjoying comfortable nights in the car. Upon returning home, a quick cleanup restores the car to its standard setup. All of this comes at a cost of under $250.

Is it the best setup ever? No. But before you judge, check it out for yourself.

Sleeping Setup

Air Mattress – $14.88

$14.88 at walmart

Grab your measuring tape, lay down all of your seats and see what size mattress works for you. When it comes to the vehicles I have in my garage, a twin size fits the back of my Crosstrek perfectly, and it is thick enough that it eliminates the bump in the rear. My Flex can handle a slightly larger mattress, but since I want this to work for both I stuck with the twin. It’s not the nicest model that you can buy, but considering I’ve bought six-packs for more, it is pretty dang good.

Air pump – $16.99

$16.99 at Walmart

A plug in air pump sometimes feels like an incredible luxury to me and I’m not exactly sure why. Maybe I feel like camping should involve me having to inflate a mattress myself, but in this day and age, when a lot of cars come with an AC outlet, why make yourself lightheaded by blowing up your mattress manually? This one will plug into any AC outlet and costs so little that I can’t believe I even thought about not getting it. If you don’t have an AC outlet in your car they make both a DC 12V that’ll plug into a cigarette lighter or a 6-C battery powered one that doesn’t need to plug into anything.

Sleeping Bag – $69.96

$69.96 at Amazon

Story time: Quite a few years back Autoblog went to Iceland to test drive camper vans (we were originally there to drive a 70 Series Toyota Land Cruiser but that’s a whole other story). Halfway into our drive around the volcanic island, the diesel engine in our Renault Trafic camper sputtered and never started again. With no engine to power the auxiliary battery in the back of the camper our heater went out after a few hours and we were stuck on the side of the road overnight in near-freezing temperatures. Luckily I had thought to throw a couple 0-degree sleeping bags in my luggage the day before. We were able to keep pretty warm all night while we waited for the new van to be driven to us. These days I keep those same two sleeping bags in the car each winter, just in case I get stuck overnight in the mountains. Synthetic sleeping bags like the one above are much cheaper than their down-filled counterparts, and, unlike down, will keep you warm even when wet. They don’t pack down quite as small but that matters less if you’re keeping them in your car. Keep them stored out of their stuff sack in order to preserve the loft and life of the bag.

Window Screen – $8.98

$8.98 at Walmart

Stagnant air in the car at night is the worst. Well, second worst. Mosquitoes are the worst. Thankfully these window screens solve both of those problems. They cover the entirety of the windows so you could roll them down completely if you want to. I only roll them down a few inches. Open enough for quality air flow, closed enough that if a bear or other creature wanders by, they can’t easily get into the car before I wake up and get the heck out of there. 

DIY Window Shades – $YMMV

In addition to window screens, blackout window shades are great for privacy, as well as keeping the heat in or out, depending on the time of year you happen to be camping. They’re fairly easy to make too; all it takes is some foam core, reflective insulation and some tape. Check out the video above to figure out how to make your own. 

Another more permanent option is to tint your windows. Laws on this vary from state to state, so make sure to do your research beforehand, but tinting windows not only can add privacy and block harmful UV rays, but also helps keep your vehicle cooler during those blistery hot summer months. 

Extra Blankets and Pillows – Already have

Most of us already have blankets and pillows. I use the ones I sleep with at home.

Kitchen Setup

Stove – $31.53

$31.53 at Amazon

In addition to sleeping, eating is a rather important part of any camping trip. A lot of campsites have fire pits or charcoal grills available, but if not, there are still ways to enjoy a quality meal for cheap.

This one-burner propane stove is made specifically for camping and I’ve used models just like it inside different campers and vans that I have tested, like the one in Iceland mentioned earlier. While not as versatile as a two-burner Coleman with a built-in backsplash, this one comes in at less-than half the price and can easily be stored inside your vehicle.

Camp Chair – $20.00

$19.88 at Amazon

This is another item that is usually available at a campsite, if you count the bench at a picnic table. It is also one of the more expensive items on this list, so you may be able to forgo it and save some change. If not, a chair like this can feel like a luxury if you’re used to eating your meals on the ground while camping or sitting on a log around the fire. It isn’t the best chair out there — far from it — but we have a budget and this one fits it. That said, if you have the money, a good camp chair works in a variety of situations, not just camping, and can make a big difference in how enjoyable of an experience camping is.

5-gallon water jug – $34.99

$34.99 at Amazon

When my wife and I first started car camping I bought a 6 gallon jug with a spout. It’s big, heavy, takes up room even when it is empty and unwieldy to pick up and pour from when full. This jug may be nearly as big, but is superior in almost every way. Pair it with the spout below and it is much easier to use and since you’ll be using water for everything from cooking and cleaning to drinking and washing dishes, this is a must have. 

Water Dispenser Pump – $6.97

$6.99 at Amazon

This spout is easily rechargeable in your vehicle assuming you have a 12V USB charger, which in today’s day and age most of us do. It makes filling up water bottles and doing dishes a breeze.

Thrifted Cooler – Under $25 (YMMV)

The cooler may be the biggest expense when it comes to a camp kitchen setup depending on what your needs are. A 9-quart hard-sided Coleman will set you back about $17, but a Yeti large enough to hold an elk will cost into the thousands. Most people already have one but if you’re just starting out I’d recommend going the inexpensive route and figuring out what you need down the road. Thrifting one (like the Igloo above I found at my local Goodwill for $10) is a great way to go to save some money. 

Throw these items in your car and you’re well on your way to a cheap version of van life that is easy to setup and tear down. It may be tempting to go big and get all the high-end equipment right away, but going this route will allow you to easily upgrade based on your needs instead of what looks great on instagram. Plus, if you find out 16 days in that living out of your car isn’t all it’s cracked up to be, you won’t have had to sell your house to learn that lesson.

Related Video:

More Camping and Road Trip Picks:

• Turn your car into a comfortable camper for less than $100
• The Ultimate Road Trip Gear Guide
• 7 inexpensive items that will up your car-camping game
• 24 essential items to take on a car camping trip

RV Trader’s study looked at RV registration data from 2022 and 2023 and found that used Class B motorhomes saw almost 10 percent growth during that time. The trajectory is expected to continue in 2024, as Class B vehicle registrations have already grown 17.5 percent year-to-date.

The most popular new RV categories:

1. Travel trailer
2. Fifth wheel
3. Class C
4. Class B
5. Class A
6. Pop-up RV trailers
7. Park models
8. Truck campers

The most popular used RV categories:

1. Travel trailer
2. Fifth Wheel
3. Class A
4. Class C
5. Pop-up RV Trailers
6. Class B
7. Park model
8. Truck camper

For reference, Class B motorhomes are the smallest available today, while Class C models slot in between A and B. Class A RVs are the largest and most expensive on sale and can reach 45 feet long in the highest-end models.

Some brands saw significant growth in buyer interest, including Airstream, which saw a 24.5 percent increase in search traffic between 2023 and 2024. Forest River brands were the most searched for, while Winnebago grew into the second spot in the internet interest rankings.

The trends among age groups are more interesting. Younger groups, such as millennials, gravitated more toward travel trailers and camping trailers, while boomers opted for larger Class A, Class C, and other models. That said, buyers between 35 and 44 years old represent a significant chunk of the RV buying market, which RV Trader noted is a new thing. The largest age group is 55-64, though, so RVing is still more of a later-life activity for many.