For around $380,000, Global Expedition Vehicles can sell you a Unimog U500 that’s tough enough for the most demanding military applications (see pictures below). But it’s kitted out with a luxurious interior and self-sufficiency systems designed to take you off-the-grid for years to come.

Unfortunately, the two U500s that GXV has in stock will be the last ‘new’ Unimog expedition vehicles sold in the US. Because this mightiest of all trucks has been felled by new fuel regulations.

It’s sad, because the GXV Unimog is a seriously competent vehicle. A couple of months ago, Truck Trend ran a GXV test report and declared it the “most incredible purpose-built off-road machine we have ever seen.”

GXV is based in Ozark, Missouri, and is the only US manufacturer that builds a big, all-wheel-drive ‘extreme RV’. Which makes it a serious home-grown competitor for the European Unicat and Action Mobil behemoths.

GXV’s two remaining ’Mogs are powered by 6.4-liter turbodiesels running through 16-speed transmissions. They’re built to last: GXV boss Mike Van Pelt says, “All of our electrical, from wiring to connections, is marine grade to resist corrosion. All our appliances are marine-grade. Everything used in the vehicles is yacht quality. With proper care, a GXV will last many, many years.”

In some cases GXV fits triplicate electrical systems: 12v, 120v and 230v, giving aircraft-style redundancy. It also installs solar panels on the roof that charge a humongous 510 Ah gel battery bank.

The fuel situation that’s finally finished off the U500 in the USA is ironic. Hardcore expedition vehicles offer their drivers an extraordinary amount of freedom—between gas stations, that is. And in the remotest corners of our planet, fuel quality isn’t exactly consistent.

That’s one reason GXV and armies love the Unimog U500: it’s not a fussy drinker. It can run on pretty much any kind of diesel, irrespective of the sulfur content.

Your U500 can drink the ULSD (Ultra Low Sulfur Diesel) being sold in the States, as well as the regular low-sulfur diesel that’s common in Europe and South East Asia. It tolerates the dirty, old-style diesel found in Russia and less-developed countries—which can contain up to forty times as much sulfur. And you can even fill it up with biodiesel if necessary.

But in 2007, the US emission regulations changed, to require a catalytic converter and a particulate filter. On a Unimog, this new combined unit would be over five feet long. And if you’ve ever dug around the innards of a ’Mog, you’ll know that the chassis is packed real tight.

The tiny 31-foot turning circle doesn’t leave much room between the axles, and fitting a combined converter and filter would require some serious spannerwork. So Freightliner, the official importer, has pulled the Unimog out of the US market.

Mike Van Pelt is now planning to base his future GXV expedition vehicles on the Western Star, International and Freightliner truck platforms. All three manufacturers build “million mile” medium-duty trucks that come with 4×4 or 6×6 from the factory.

The Western Star 4900 SA also has locking front and rear differentials, and you can even get the same tires as the Unimog—giving it an equally towering 20 inches of ground clearance.

“Essentially, anything that the military gets can be installed on the Western Star,” Van Pelt says. “Snorkels, larger engines … you name it, they can be built.”

An extreme RV based on a Western Star will be more expensive than an International- or Freightliner-based vehicle, but you do get a more powerful 450 bhp motor. Which would be perfect for racing mad sheiks over the Dubai sand dunes.

Still, we’d rather take one of the Unimogs. After all, they have a history going back to 1947 and in the 80s, they used to win the truck classes in the Dakar Rally—while acting as support vehicles to cars and motorbikes!

That’s class, and if you’re quick, money can buy it.

See also:
Check out our profiles of GXV’s main competitors, Action Mobil and Unicat (which has also built expedition vehicles on the Unimog platform). Another US-based extreme RV maker is Earthroamer, which favors Jeeps.

Sometimes, though, one feels like disturbing the peace. In our case, we fantasize about thundering down a Siberian forest road at dusk, piloting a six-wheel-drive expedition vehicle at irresponsible speeds. With DJ Hell’s My Definition of House tearing up the subwoofer.

For this, one needs an Action Mobil.

The new Globecruiser model—first picture below—fits the bill nicely. Due for a shakedown trip to Africa in April 2009, it’s based on the MAN TGA 6×6 platform—as occasionally used by Unicat, that other purveyor of expedition excess.

Motive power comes from a giant 783ci turbodiesel, which pumps out a very healthy 388 kW. (Actually, make that a fairly healthy 388 kW—this mill doesn’t meet the latest EURO 5 regulations, but EURO 3 isn’t too bad considering.)

The two fuel tanks hold 219 gallons. A refill costs enough to put an Icelandic bank out of business, but if you can afford the Globecruiser’s €490,000 ($670,000) sticker price, you can afford $800 at the pump.

The water capacity is equally awe-inspiring at 154 gallons, which no doubt contributes to the Globecruiser’s 21-ton weight. So don’t ask what the mileage is. But if that makes you feel guilty, check out the 4 x 240W solar system, which supplements the batteries and LPG tanks. Drivers are well looked after too, with heated air-suspension seats, and satellite systems to provide pinpoint navigation to the nearest водка bar.

Action Mobil’s website is rather dodgy, but whatever. These guys are engineers, not online marketing specialists. Around 250 expedition vehicles have rolled out of the Saalfelden werks since 1979, and the company recently delivered the world’s largest all-wheel-drive motorhome to a client in the Middle East. (Where gas prices are presumably of little concern.)

You probably won’t bump into Al Gore driving an Action Mobil. But if you’re a well-heeled survivalist, a Mad Max re-enactor or a Robb Report reader, get your PA to call +43 6582 72712-0. And get Stephan on the line.

See also
Action Mobil’s main global competitor is Unicat, which builds most of its expedition vehicles on the Unimog platform. Check out our Unicat article for more details and pictures. In the US, the leading ‘extreme RV’ maker is Global Expedition Vehicles, and we’ve profiled their mighty Unimog U500-based truck.

At first glance, the new LEV and X-Pedition models look like regular Class C motorhomes. But appearances are deceptive: they’re actually 4×4 ‘light expedition vehicles’, built on Mercedes’ tough Sprinter chassis. They bridge the gap between compact cab-over RVs and hardcore truck-based expedition vehicles.

In the UK, this cab-over style is known as the ‘Luton’, after the grey and unattractive English hometown of Vauxhall Motors. But we prefer to imagine the Weinsbergs in sparkling sunshine, climbing the snow-bound roads of the Swiss Alps, or cloaked in mist while ploughing through thick Scottish peat bogs.

No matter which model you buy, you get the choice of two Mercedes CDi diesels. These turbocharged, intercooled V6 motors are pretty trick: despite being veritable powerhouses, they also meet the EURO 4 emissions regulations.

The 2.2 liter pumps out 330 Nm of torque, while the 3.0 liter boosts that to 400 Nm. It’s good pulling power, enough to put Toyota’s 4.0 liter Tacoma to shame.

The LEV and X-Pedition share six-speed manual transmissions. They also have a reasonable 4,400 lb (2,000 kg) towing capacity—enough to tow the new breed of stylish Euro Wohnwagens such as the Hymer Troll, or perhaps a camping trailer with a couple of dirtbikes.

Both vehicles have ABS. But the road-oriented LEV also gives you the safety gizmos found on upscale automobiles—like ESP (Electronic Stability Programme) and ASR (Automatic Skid Control).

The X-Pedition does without the electronic driver aids. It’s more hardcore. It sits 7” (18 cm) higher on its springs, has bigger wheels, and can wade through almost 20” of water. It’s also got a differential that can be manually locked by the driver, and a respectable departure angle of 24 degrees. (Most motorhomes have substantial rear overhangs, but the X-Pedition maintains its offroad cred by having a cutaway design at the back.)

The Weinsberg options list includes a tow coupling and a rear ladder with roof rack and kick plate, which looks rather natty in the press shots. You can also add a Multimedia Package with all the usual entertainment options, including a 17” TV, satnav and a video reversing system.

Tempted? Entry level into this range is nearly as steep as the ramp angles, at around €130,000 ($185,000). But unfortunately for well-off Stateside RVers, Weinsberg only sells the LEV and X-Pedition in Germany, France, Switzerland, Norway and Denmark.

Still, if you’re planning that Grand European Tour, these are two vehicles well worth checking out at the hire shop.

See also:
If you’re after a smaller but more hardcore camper that you can buy in the US, check out the Jeep-based EarthRoamer XV-JP. And for the ultimate in big expedition trucks, try on a Unicat for size.

When Track Trailer launched its Tvan in Australia in 2000, it caused a stir in the world’s toughest overlander market. Nearly a decade later, the Tvan is still the one to beat—and not just because of its huge ground clearance.

There are several good US competitors, but none are quite as tough as this space-age machine. Whether you actually need that toughness is another question; Outback tracks such as the 1,200-mile Canning Stock Route are more gruelling than overland routes in the States.

A Tvan will set you back at least $28,000—AU$36,000—which is Lamborghini territory in this market. In comparison, US-built trailers such as the King Kamper retail for around US$20,000. (The well-regarded Adventure Trailer is a different beast, being smaller and more basic.) But it’s easy to spend $50,000 on hardening up a stock Jeep Rubicon, so we’re inclined to say the Tvan is worth the price for those who need the performance.

The suspension is built to military spec, as you’d expect from a supplier to the Australian army. Track calls it ‘MC2’: it’s an asymmetric link, trailing-arm setup with long-travel coil springs and custom Koni shock absorbers. This gives up to 250mm (10 inches) of travel and extremely stable handling with very little bump-steer. The Tvan tracks tight in the roughest terrain, and belies its 750kg (1650 lbs) weight.

The innovation continues up top. Most camper trailers, even the ‘off-road’ ones, have a pop-top design. The Tvan is different, and although it can’t take a roof rack, it’s better thought out. If you’re caught in a storm, you drop the tailgate, open the hatch, get inside and pull the hatch down. It takes just seconds and there’s no canvas flapping around. If it’s warm, you just leave the hatch raised and slip over the flyscreen.

For longer stops, there’s a Tent Mode. You extend the floor panels, drop the tent canvas out of the hatch, and attach it to the floor. It’s not quite as quick as a pop-top, but the design has one huge advantage over most camper trailers: the tent has its own compartment when folded away, so it won’t soak your bed if it’s been raining.

Thoughtful touches abound. The storage, lighting and slide-out kitchen facilities are all top-notch, and the overall feel is one of complete indestructibility. This is a camping travel trailer you can hitch up to the back of the Patrol and forget about, instead of stopping every ten minutes to check that the axle’s still there. The departure angle, after all, is a remarkable 30 degrees. And the recommended service interval for major components is five years or 60,000 miles.

If you’ve got the cash, a Tvan likely to outlast your three-score-years-and-ten. The biggest problem is how to get hold of one if you live outside Australia. At least one Tvan has been exported to Canada, and there are several in Europe courtesy of a dealer in France. But if you want to land a Tvan in the States, you’ll need an importer who can handle NHTSA regulations. That might be the toughest obstacle of all.

See also:
Like the idea of camping, but would rather not tow a trailer? Check out the EarthRoamer XV-JP. And if that’s not hardcore enough for you, try on the Unicat for size.

Unicats are RVs designed to go places where running out of gas puts your life in danger. They’re built in Germany on tough 4×4 truck underpinnings, using chassis provided by Unimog, International or MAN. Although many of the components are manufactured in the US, the bodies are built and assembled in Germany: the 11,000 square meter Unicat factory is only 30 minutes up the autobahn from the Unimog plant.

Squob has long been a fan of the Euro-style expedition vehicles based on six-wheel MAN and bad-ass Volvo C303 trucks, but the Unicats are something else. When the apocalypse arrives, this is what you want parked in your garage, along with 2,000 gallons of biodiesel—not a plug-in hybrid. And who cares if this ‘EV’ looks more like a garbage truck than an RV?

As the blurb says, “Drive from Prudhoe Bay, Alaska, to Tierra Del Fuego, Chile, roads optional. Ship your EV to the Sahara, Gobi, or Kalahari Deserts, or the Australian Outback. See people and places that others can only dream of. All this in a vehicle offering the highest standards of reliability, safety and comfort.” Yessir!

The good news is that all Unicats meet EPA and DOT requirements, and can be licensed and registered in all states. The less good news is that they cost $500,000 or more, and you’ll have to wait eight months to a year for your personal vehicle to be built and then shipped to a US port of entry.

There’s a Unicat distributor in the US, but otherwise get your fix from the somewhat old-skool but more comprehensive European site. Or watch the Maholo Daily video of a visit to the Unicat US HQ.

UPDATE | Avi Meyers, the CEO of UnicatAmericas, dropped us a line to say:

“I just returned from a fabulous trip with a new International MXT-based Unicat. In four weeks we test-drove the vehicle from Germany to Morocco and then back through Spain, Portugal, France, Belgium, Luxembourg, and back to Germany.

“Unfortunately, International has pulled the rug from under our feet by ceasing production of the MXT after just one year of production. Because it’s now a one-of-a-kind, we won’t be promoting it but it is available for sale if anyone is interested. We are now looking at the new Dodge 5500 or Sterling Bullet as potential replacements for that model.

“In the meantime, I would greatly appreciate if you would let your readers know that Unicat can build any body they see on the European website on US street-legal chassis.”

See also:
The other big global ‘extreme RV’ manufacturer is Action Mobil, which builds many of its expedition vehicles on the MAN truck platform. Check out our Action Mobil article for more details and pictures. In the US, the leading ‘extreme RV’ maker is Global Expedition Vehicles, and we’ve profiled their mighty Unimog U500-based truck. If you like the idea of 4×4 camping, but want something smaller, check out the EarthRoamer.

The XV-JP only has room for two inside, but there are compensations. As the Colorado company’s blurb says, “Keep your gear in your XV-JP, keep the fridge stocked and the water tank full, and you’re ready to cut out of work early on Friday and head for your adventure.”

Now that sounds like our kinda vehicle. The electric ‘Loftop’ roof rises to give around nine feet of headroom inside, and there’s a queen-sized bed for when the two of you have had enough of exploring the bush. Offroad nuts will approve of the twin Dana 44 diffs and super-low 4:1 crawl ratio, and there’s no shortage of pulling power thanks to the Warn 9000 heavy-duty winch.

Batteries are charged by a rooftop 80-watt solar panel when you’re parked up, and by a 160-amp engine alternator when you’re driving. And if things get a little chilly above the snowline, there’s a 6100 btu “ultra efficient forced-air furnace” that sips fuel from the main fuel tank.

There are inside and outside hot water showers, and there’s even an inside toilet for when nature calls in a different way. You can get filtered drinking water from the onboard 25-gallon fresh water supply, but we think we’ll just open that fridge. When you’re staring at what’s left of the ever-retreating snowline, there’s nothing like an ice-cold beer.

See also:
Like the idea of camping, but would rather tow a trailer? Check out the Track Tvan.