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ATW Specialist 4x4 Accessories
ATW Specialist 4x4 Accessories WORKING OR EXPLORING WE HAVE YOU COVERED... ATW Wheels, Suspension & Accessories have been specifically developed for common 4x4 cab chassis to enhance both on and off road capabilities and general operational safety. All of these products are well proven and are put to the test daily over some of the most horrendous roads and bush tracks in the country... some for over 20 years. ATW’S ACCESSORY RANGE Recommended conversions based on Isuzu NPS and Fuso FG Series trucks and will ultimately transform any of these basic 4x4 trucks into a formidable off-road performer. ATW SINGLE WHEEL CONVERSION • Same rim does both front and rear locations. •Front and rear wheels are aligned. This means that the rear wheels run in the compressed wheel tracks created by the front wheels which greatly improves traction and performance in sand and soft terrain. •Eliminates the danger and tyre sidewall damage when rocks are caught between the original dual rear wheels. •Incorporates large 36” diameter tyres which raise gearing by 8%. This improves fuel consumption, engine life and highway performance. Adds 50mm of height over standard wheels. •Larger rolling diameter and deeper tread blocks also mean that the tyres give much longer life. •Higher load rated (2900kg) tyres provide the optimum puncture resistance and protection from sidewall and tread ply damage. •A true mud and snow pattern offers improved traction on a wide variety of road surfaces and of road conditions. •Valves on both sides of the rims allow for easier inflation of tyres. •Steel tubeless rims are rated to 6000kg each and provide extreme resistance to impact damage. • Recalibrated speedometer •DOTARS Certified to meet ADR 35 braking standards and legally converts vehicle for registration in all states and territories of Australia. ATW’S ACCESSORY RANGE ATW PARABOLIC SUSPENSION • Increased articulation for performance offroad. ATW AUTO TORQUE BIAS DIFFERENTIAL FOR FRONT AXLE •Reduced friction in the spring pack allows for easier and more rapid axle which greatly improves ride quality and comfort. •Direct replacement for original front differential centre •Aeon–style bump-stops give a cushioning effect at the limit of suspension travel. •Shifts torque progressively and seamlessly to the wheel that has the most traction. •Heavy duty shock adjustable absorbers provide optimum compression and rebound control. •Does not effect steering or create steering snatch as would a typical difflock. •Fits into standard chassis mounting points eliminating further fabrication and can still utilize original suspension bushes. • Permanently engaged when 4wd is selected. •This is a complete suspension package that was designed specifically for these chassis used in both normal on road and extreme offroad applications. • Comes with a lifetime warranty on the diff centre. • Requires no special lubrication. •Requires no special operational training or modifications. •Commonly used in military and motorsport applications globally. ATW’S ACCESSORY RANGE ADDITIONAL SPARE TYRE ASSEMBLY Designed to fit in the Global Warrior double spare wheel cradle. 1 x ATW Super Single 19.5” x 8.25” rim with double inflation valves. 1 x Toyo 285/70R/19.5” M608Z M+S tubeless tyre load rated to 2900 kg. FRONT STEP MODIFICATION If the front Isuzu cab step is to be retained, refabricating is required so as to allow extra clearance for the ATW Single Wheel Conversion and to allow the cab to tilt freely. The supporting frame is remanufactured and the actual step treadplate is reduced in size. Re-powdercoated in safety yellow or black. ATW FLARED GUARDS TO SUIT ISUZU SINGLE CAB Recommended for all trucks fitted with ATW Single Wheel Conversion. Approximately 50mm wider than the original Isuzu guard and reduces stones and mud being thrown onto bodywork. All fibreglass construction. WHEEL NUT INDICATORS Loose wheel nuts can be quickly identified when indicator arrows point out of alignment. Includes fitting bright yellow wheel nut indicators to all 24 wheel nuts. ATW TOW PIN BULLBAR Includes removable heavy duty centre tow pin. Bar hinges down to allow tilting of Isuzu cab. Crossbar and 2 x spotlight mounting tabs are designed to take the Narva Extreme Spotlights with extra large diameter ring frames and 3 bolt mounting system. Available in matte, polished or powder coated finishes. ATW WINCH COMPATIBLE BULLBAR Incorporates standard winch cradle and includes 2 x recovery points under winch location. Bar hinges down to allow tilting of Isuzu cab. Crossbar and 2 x spotlight mounting tabs are designed to take the Narva Extreme Spotlights with extra large diameter ring frames and 3 bolt mounting system. Available in matte, polished or powder coated finishes. ATW WINCH Includes: 15,000lb 24VDC Runva winch to suit ATW winch compatible bullbar. Plug-in remote control 30m x dyneema rope Battery power isloator with removable key Fairlead Hawse NARVA XTREME SPOTLIGHTS Compatible with ATW Winch Bullbar and ATW Tow-Pin Bullbar. Extremely heavy duty 3 bolt mounting system. Very easy to adjust. Includes tough clear lens covers. Wired to high beam and dash switch. Available with satin black ring frame and HID inserts. Available in either both pencil beam or a combination of pencil and broadbeam. REVERSING CAMERA Up to 4 reverse cameras are able to be connected to the current Isuzu multi-media units and can be supplied from Isuzu as an option with the purchase of the truck. Typical locations are to have one mounted high on the rear of the camper body looking rearwards and a second camera mounted low looking down at the tow point. Price is for mounting the camera and running cable through Global Warrior body down to chassis if required. Does not include camera(s), other parts, cabling and connection to head unit. FIRE EXTINGUISHER UPGRADE Includes Chubb 2.5 kg dry powder type extinguisher mounted behind front seats. RAISED BREATHER KIT For front and rear differentials, transfer case, gearbox and seperate raised breathers for 2 x fuel tanks. UHF RADIO UHF Radio fitted to dash or overhead roof console (if fitted). Includes supply and instalation of 24/12 DC to DC converter and dedicated power feed from battery. GME TX4500 - 5W, 80 channel, full featured DIN mount UHF transceiver. UHF AERIAL 1.2 Metre (With heavy duty spring loaded base). Includes fitting of spring base to bullbar and cable run. Spring base can also accept alternativve GME anntennas with higher or lower gain. Does not include custom mounting if a different location is required. CANVAS SEAT COVERS Light grey canvas or charcoal sheepskin seatcovers fitted. Isuzu front set canvas (bucket & 3/4 bench) DUNE WHIP FLAG 3.5m 2 piece, fibreglass whip. High visability flag with reflective cross. Quick detachable base mounts to bullbar. Stores in its own bag @ 1.8m long. Highly recommended safety feature when cresting sand dunes & desert crossings. SAFETY TRIANGLE KIT To be set to indicate an emergency parking situation. Collapsible and stored in a plastic case. Includes: 3 x red reflective triangles Red plastic carry case. Supplied loose. RADIATOR SPLASH GUARD Acts to protect radiator and intercooler from splashing mud, grass and debris. EXTRA FUEL TANK Includes OEM Isuzu tank, brackets, sender, fuel cap. PLUS all plumbing and wiring of dual tank system, 2nd filter and water trap assembly, change over switch in dash, change over pick up and return fuel valves, harness and fuel lines. 140 Litre Capacity to suit crew cab. 100 Litre Capacity to suit single cab. AIRCRAFT-STYLE TRACKING 2 x 2.0m lengths in rear transverse locker and 4 x 0.15m lengths in recovery equipment locker. 2 x 4.4m lengths on roof CLIP-IN TIE-DOWN RINGS To suit Aircraft-style tracking. DAKAR-STYLE BAR WORK Incorporating roof rack, LED light bar tabs and anntenea tabs. TESTIMONIALS 4WD CANTER MOTORHOME OWNER - JOHN WASTELL OCTOBER 2013 INTRODUCTION In late 1998, I purchased a Mitsubishi Canter 4WD (high and low range) short wheel-base cab-chassis truck and had a motorhome built on it by Dario Caravans of 1 Pinn Street, St Marys, Adelaide. Today, however, Dario no longer takes on the construction of custom built motorhomes. The 1998 Canter was stock standard with a 4.2 litre dieselengine (no turbo-charger), developing 85kW of power and 304Nm of torque. It had a standard limited slip differential in the rear and an open differential in the front. Wheels were the standard 7.50x16 split rim units with tubes. There were duals on the rear. On completion, the fully loaded vehicle (fuel, water, equipment, food, etc) weighed almost 6 tonnes – each front wheel bearing about 1 tonne and each rear wheel bearing about 2 tonnes. The unit was completed in June 1999. In a “baptism of fire” we took it on its first major trip part the way across the Simpson Desert in July 1999. The weight of the vehicle and the dual rear wheels (with the front track in the centre of the rear tracks causing all six wheels to push fresh sand) stopped us on a number of sandhills even with low tyre pressures all round (about 18psi). Good friends travelling with us in conventional 4WD vehicles snatched us over sandhills when necessary without too much difficulty as we usually made it to quite near the topof the dunes. I had previously owned a number of conventional 4WD vehicles and driven the Simpson and many other tracks. The Canter is quite a capable 4WD but it is different to other 4WDs in that normally we use momentum to get over steep deep sandy hills, but with the Canter this is not an option as it is low geared and torque is not there in the higher gears. We have to rely on good “floatation” (low tyre pressures) and minimal wheel spin (it digs down very quickly). The Canter is a very heavy vehicle to push through soft sand and mud. The standard leaf spring suspension on the Canter doesn’t give the smoothest ride – it is after all a truck and it is heavy and it has a short wheelbase (no longer than a Toyota Troop Carrier). Undulating bitumen roads (we seem ride. However, on corrugated dirt roads it rides as well as many to have many of these in South Australia) make for a bouncy 4WDs. With hind-sight perhaps we should have replaced the standard seats with Recaro units for more comfort but we wanted the three seats in the cab and there is no access from the cab to the van and no seat belts on the seats in the van. Even with its limitations, for over 12 years, we drove the Canter all over Australia on numerous 4WD tracks through sand, mud and rocks. We do have a hydraulic front winch fitted (fitted as part of initial set up) and this has rescued us in a few situations. Another idea (from my experience in growing up on a cattle station west of Broken Hill) was to carry two 5” diameter perm-a pine poles each 2 meters long (mounted in a rack across the back spare wheels) and place these in front of and between the dual rear wheels to get out of being bogged situations as the rear wheels jump up onto the poles and gain forward motion - or reverse motion if the poles are placed behind the wheels. These poles worked well and saved hours of digging. Then of course we have the “never to be without” snatch straps for situations when there is a “good Samaritan” around – or in a number of situations when we were able to assist others who were bogged. MODIFICATIONS In February 2007, a turbo-charger was fitted to the Canter by Turbo Glide of Wollongong – a Garrett unit. It provided a 35% increase in maximum torque and a 32% increase in maximum power. This unit significantly enhanced the vehicle’s ability to pull up hills without changing down a gear. In terms of offroad performance, it allowed sandhills to be climbed in one higher gear as momentum can be maintained in the higher gear. In 2012, I became aware of a company ATW (All Terrain Warriors), located in Yandina, Queensland, who manufacture 4WD buses and motorhomes built mainly on Mitsubishi Fuso (the more recent renamed Canter) or Isuzu trucks. ATW’s experience with these builds has led them to develop several modifications to wheels, suspension and other components. ATW have now packaged up several of these modifications so that they can be retro-fitted to earlier models of Canter. ATW’s agent in Adelaide is Alltrac 4WD. They are located at 305 South Road, Mile End, Adelaide and have extensive experience with all types of 4WDs. Using ATW’s packages and Alltrac’s installation expertise, I have had three modifications applied to the Canter and these are summarised below. Dealing with both of these companies has been a pleasant experience as they are knowledgeable and very helpful. ATW SINGLE WHEEL CONVERSION In May 2012, the original Canter wheels were replaced by Super Singles. The eight 7.50x16 wheels and tyres (tubed), made up of singles on the front, duals on the back and two spares, were replaced by six 285/70R19.5 ATW wheels and Toyo tyres The clearance of the whole vehicle was increased by 50mm. This gives an immediate advantage in sand as there is now less chance of “bull dozing” sand with the differentials and bringing the vehicle to a halt with it sitting on its diffs. With the larger 19.5” wheels and wider tyres (285mm) came a minor improvement in ride over corrugations. The front and rear wheels now run in the same track. When the new tyres are now aired down for sand, the resulting load carrying footprint is much larger. This provides significantly better “floating” on the sand rather than the previous tendency to “dig” into the sand. With the aid of Toyo tyre pressure/load charts, advice from ATW and after some “suck it and see” experimentation with tyre pressures, I have found the following to be satisfactory for my specific vehicle’s weight distribution. The two psi figures are for front and back as back axle weight is double the front axle weight. (tubeless), made up of singles front and back and two spares. gives Highway driving 55/80psiFront could be lower for load but this good steering Corrugations45/70psi Lower a little more for really severe corrugations Sand tracks 26/40psi Travelling at say 40kph with patches of heavy sand Deep sand 18/30psi Simpson Desert tracks or beach at low speed Bogged15/22psi Re-inflate as soon as out of trouble to avoid rolling a bead ATW PARABOLIC SUSPENSION In August 2012, the original Canter leaf springs front and back were replaced by an ATW Parabolic Suspension which included new shock absorbers. This provided better wheel travel and improved ride on corrugations (which was always quite good and is now excellent). The ride on undulating bitumen is better but still a little bouncy due to the weight of the vehicle and its short wheel-base. We can live with it! The fitting of the new suspension raised the body another 30mm – for a total of 80mm with the been enhanced without any noticeable increase in vehicle suspension and larger wheels. Off-road performance has, therefore, roll on corners. The only drawback is that new higher steps were needed to access the van and my wife now needs a small set of steps to get up into the cab! ATW FRONT LSD The standard Canter is a capable truck as it is fitted with a limited slip rear differential. However, the front differential is an open type meaning that when one wheel loses traction (sand, mud, snow, off the ground, etc) all the power is transferred to the wheel without traction and the front drive becomes basically useless. In February 2013, an ATW limited slip mechanism was installed in the front differential of the Canter. This provides better front wheel traction in sand, mud and over steep rough ground. A positive gear action provides a quiet automatic splitting of the torque between the two driving front wheels. There is no noticeable impact on steering. This front LSD has had a very marked impact on the Canter’s ability to negotiate deep, steep sandhills. On many such tracks, the wheel ruts are uneven on each side of the track (often referred to as humpty-doos) and without the LSD one front wheel spin, would lift and spin and then the other front wheel would lift and resulting in a rapid loss of motion and bogging down. With the front LSD this no longer occurs and the low geared Canter can crawl up sandhills that a normal 4WD must take a run to crest. Of the three ATW modifications made, the front LSD has given the most surprising improvement – I didn’t expect it to be so effective. To complement the winch, snatch blocks, snatch straps and long-handled shovel, I have invested in a couple more accessories along with the modifications made to the Canter. Firstly, a TyreDog Tyre Pressure Monitoring System (TPMS) that continually monitors each tyre, and via an in-cab monitor, below a pre-set value of displays tyre pressures and temperatures. If a tyre’s pressure falls your choice, an alarm sounds. An alarm can also be set to indicate high tyre temperature. Immediately stopping can prevent a slow leak becoming a blowout and ruining an $800 Toyo tyre – in my book, good insurance! Secondly, a set of four hard-plastic MAXTRAX lightweight vehicle recovery boards. These units are easy to use (they can also be used as a shovel) and are very effective when used with care, even with my heavy vehicle in both sand and mud. ACCESSORIES SUMMARY Today, the Canter Motorhome is not the same vehicle as it was when newly constructed in 1999, in terms of its power, ride and off-road capability, although the inside of the van itself has not deteriorated with age or rough roads travelled – well constructed by Dario Caravans.. It has now been transformed into a truly “go anywhere” vehicle with inbuilt luxury. The only restrictions its width (2.5 meters) but to travelling on 4WD tracks is the vehicle’s height (3 meters) and many National Parks have public access to fire tracks and these are cleared enough for us to travel along without scratching the vehicle or having to do major pruning of trees! into the Queensland channel We have recently returned from a trip to Broken Hill, Cameron Corner via station tracks, on country, across to Birdsville on station tracks, then into the Simpson Desert on the QAA Line past Eyre Creek and as far as the park boundary and then back to Birdsville. Big Red was crossed in both directions, including the harder west to east direction for that sandhill, not just over the bypass. In this drive into the Simpson we required attempts at dunes and didn’t no second need to use any bypasses. Slow, smooth and easy 2nd gear low range for the steepest dunes. TESTIMONIALS Below is a report that we thought relevant. It was written by one of our existing customers and posted on the Caravaner’s Forum. It gives their un-biased opinion of the Isuzu NPS in their application of outback touring and heavy towing. by Iron Mike » Sun Oct 13, 2013 12:21 pm ... Our choice was the Isuzu for practical reasons of reliability track record, good parts and dealership backup and the fairly basic nature and ease of servicing of the beast. I have to admit to having some history with this type of vehicle in mining, the military and the rural fire service. I have been very impressed with there ability to survive when everything else around them has failed to proceed for one reason or another. A brief visual inspection reveals no rocket science, just everything over built to buggery. Last but not least, comes the issue of remaining legal and therefore insured, all with a large safety margin. Extra’s we ordered: – – – – – – Suspension seat for the drivers side Nospin detroit locker rear diff Basic box body with two side doors Chassis bobtailed and custom tow bar fitted to be as close to the rear diff as possible Electrical work to provide 12 volt consistently from the trucks 24 volt system Trailer brake set up My views on the truck Cab - the cab comes forward to about 45 degrees for servicing, as easy as it gets Cabin - has a big forehead and is effective for keeping the sun off you most of the time, substantial heat comes up from the engine which you are sitting beside but the air conditioner is quite powerful. The newer trucks have power windows, central locking, airbags and all the modern stuff. Most things you need and nothing you don’t. The huge windscreen and high eye line position gives a great view of our big land. Big bat-eared mirrors, electrically operated, infinitely better than anything that you clamp or clip on, great visibility. No glove box but 2 overhead lockers for storage. Noise levels are about the same as a 10 year old car. Easy to carry on a normal conversation. Transmission 5 speed manual (no auto available), high & low range, manual locking hubs, solid axles. The gearing is ideally suited to towing, comfortable in top gear up to about 5% grade. Slow deliberate change with the usual unequal gaps in the gear ratios, seems to be a Jap thing. However, no complaints here. The detroit locker does give some strange sensations in feedback as it automatically locks and unlocks, only noticeable at very low speed but takes some getting used to. Engine Performance Engine is 5.2l four cylinder, all iron big banger. Very, very D rated as the same engine is used in trucks much bigger. Very smooth, a long stroke, slow revver, maximum power at 2800. It’s working range is practically 1600 to 2600. This thing will not shred tyres at the traffic lights but will return a fuel consumption about the same as other modern tow vehicles, towing 2 tons less. It’s not very pretty but it’s certainly very efficient on fuel. Suspension Performance Suspension is the most criticized area of these vehicles and rightly so. To use the term industrial is an understatement. On the owners grapevine, we were told by a company in Q’ld that buy a great deal of these trucks, there employees had collectively refused to operate them because of back injuries. I now note all recent trucks come with a suspension seat standard. Isuzu really could do better in this area. Our own experience was to get a standard Isuzu setup improved by adding quality after market dampers (huge Koni’s) and having the springs worked over to get a better ride. We have to admit at this stage it was a complete failure and a waste of $1800. We ended up overcoming the problem by going to All Terrain Warriors at Yandina in Q’ld and getting one of there expensive but fabulous parabolic spring kits fitted. It transformed the truck completely. It now has excellent clearance between the axles and bump stops, little inter leaf friction and performs better in every way than the original fitments. On dirt they are brilliant, seemingly never topping or bottoming out with a good sense of float instead of the bash crash of the original. Dealing with All Terrain Warriors was also a pleasure. We were given a precise set of upper and lower costs, performance outcomes and time frames for the work. Everything promised was delivered perfectly. I’m not really making any recommendations here but I would say if you can’t afford the suspension, don’t buy the truck... The report back to you was in response to the intense interest showed in it at just about every place we stopped. Mike TESTIMONIALS 173 Brighton Road Sandgate QLD 4017 0407 163339 Hi John My thanks to you and ATW for inviting me to the open day at your Yandina factory a few weeks back. I always enjoy inspecting the works in progress especially your latest camper and meeting like-minded people planning their various travels. Our ATW Scout based on the Isuzu NPS has travelled 80,000km from Fraser Island to Birdsville to the Flinders Ranges, to the Kimberley via the Great Victoria Desert and the Anne Beadell highway and back across the Top End and Gulf Country to Brisbane. After owning the truck for 2 years and with 45,000km of shakedown travels behind us we set off on an 8 month journey overland from Kuala Lumpur, Malaysia to Europe via SE Asia, China, Mongolia, Russia, Central Asia and Ukraine. The truck is stored in Raab, Austria waiting on our return in April 2014 for more travels through Europe and north Africa. With that background in mind, and thinking of the issues people discussed with me on your open day, I thought I’d provide some feedback and impressions on our experience with the older Scout camper. I should add that I think a motorhome such as the ATW Scout (or Global Warrior) based on a 6 tonne truck chassis provides the most practical platform for overseas travel such as we’ve just completed. A 4wd motorhome of this size offers probably the best compromise between liveability vs capability vs comfort vs economy vs access . Large enough to provide a comfortable refuge enclosing a decent bed, a hot shower and cooking space but compact enough to weave through the chaotic traffic of China or access the typically narrow and crowded village streets of SE Asia and Europe. They have the toughness and capability to climb the rough roads of Sichuan mountain roads or manage the tracks of Mongolia but remain light and low enough for third world bridges, and not break the bank with European diesel prices! Water capacity Our truck has 2 separate tanks each of 120 litre capacity; one of these is piped through a Seagull IV filter for drinking and cooking water and the other is used for general purposes including shower and toilet. We easily travel for 7 to 10 days before needing to refill but never looked like using up all the filtered water, the general purpose tank is used up more rapidly however. The tank capacity on the new camper looks ideal ie a larger 200litre general purpose tank and an 80 litre ‘drinking’ water tank. I know of other expedition trucks that carry upwards of 300 litre of water but this is overkill and means carrying excessive weight. Battery capacity We have 2 Lifeline 150 amp hour batteries supporting a 24v ‘house’ system ie 300 amp hour for a 12v system. We found this was sufficient and never drained the batteries too low however they were challenged at times supporting the fridge/freezer in the heat and humidity of SE Asia – we were travelling in March to April, the hottest months of the year and temperatures inside the closed camper were often well above 40 degrees C. No problem if we had a few good hours of sun onto the solar strips but a little extra capacity would have been nice for those days when we had rain or too much shade. Some of our travelling companions with only about 240 amp hour systems, were regularly running their engine to charge the house batteries. Again, I think the new ATW camper with a typical 2 x 210 amp hour looks ideal. Toyo M608Z 285/70 R19.5 tyres We have covered almost 80,000km around Australia and overseas on varied terrain from good bitumen highways to some very rough tracks without a failure of any sort. When we left for our Asia-Europe travels we had already covered 45,000km around Australia including the full 1400km length of the Anne Beadell track and back through the Kimberly and Gulf Country. I considered fitting new tyres before leaving on such an extended trip but the Toyos had adequate tread depth and had proven tough. At a load rating of 145M/2900kg per tyre the Toyos have an excess of carrying capacity that provides a good buffer for extreme conditions on a relatively heavy vehicle. Early into the China crossing I hit some broken concrete and ripped chunks out of the side of the tread on the left rear; a lighter SUV/4wd tyre would have been ruined but this tyre carried us safely through to Europe over the next 5 months. After all this the Toyos still have about 10,000 travel left in them, obviously not suitable for off road travels but enough for the highway for now. The Toyos being a proper truck tyre with high load capacity provide a firmer ride than a lighter build tyre but with that goes the toughness to meet any conditions with confidence. Webasto X100 diesel cooktop We use our Webasto X100 constantly. The diesel cooker is not as quick as gas but is arguably safer, does a good no mess job and does away with all the hassles of searching and refilling gas bottles. We used our Webasto at altitudes to 3000 metres in Southern China without problems and whenever we needed to cook inside with some degree of privacy or out of the weather and cold. I’d certainly recommend this product, especially for extended travels where you will encounter all weather conditions and sometimes too curious locals. Ours is in need of a service to clean out built up carbon and dust after 2 years of rough road travel but we’d never go back to gas. I note that some of your customers were considering having no cooking appliance inside? I think for this type of vehicle they would sorely miss this option which we found particularly desirable for an overseas journey. We also carried a dual fuel (petrol) cooker which I regularly used outside but wouldn’t travel again without the diesel cooker option. Webasto heating and hot water system Our camper is fitted with a hydronic system using the Webasto Thermo Top C and a Truma hot water tank. The system has never missed a beat and meant we had hot water on tap immediately after pulling up to camp. The system has been so effective we only rarely use the Webasto furnace to heat the water, which takes about 25min, and is another product setup we’d always opt for if possible. The Thermo Top C also allows for engine pre-heat in colder conditions. I trialled this a couple of times and it certainly works with the engine temp up and less initial diesel clatter at start-up. We were never in the extreme conditions where this might really be needed but the system certainly appeared to work. I hope this information proves useful for you and your clients. I’m happy to talk to people or exchange emails if any of your customers would like some first-hand feedback and discussion. Best Regards Guy Pardey 12 Dec 2013 www.beetrax.com 44 Central Park DriveYandina QLD 4561 P: +617 5446 8666 F: +617 5446 8766 Toll Free: 1800 468 590 www.allterrainwarriors.com.au
