To upgrade your caravan or buy a new one? That is the question. Editor John Ford delves into the issues around a caravan update and takes a big step into the unknown — starting with an AL-KO suspension overhaul.
We have had our 2012 Trakmaster for about three years, and you may have followed our trips around the country. We have covered approximately 55,000km and taken it on many of the popular and some lesser-known outback tracks.
Before us, we believe the van had already covered many more miles as it followed at least two owners on their outback adventures because Trakmaster owners, like those of other iconic offroad vans, love nothing more than camping deep in red dust country with their mates.
And the Trakmaster brand is iconic, having been around since 1995 under various ownership. You can read about the latest Trakmaster Explorer, number 1024 in the lineage, in the August magazine (issue 662) and online.
A well-travelled van
As much as we love our van and as much as it feels like home when we hit the road, if I were to consider it dispassionately, there are things about it that are wearing out or aspects that have been surpassed by newer technology.
When the van was built in 2012, it set the first owner back $112,000. We still have the original documentation and receipts. In today’s market, that would translate to a cost of more than $220k, so a new van of similar quality is simply out of our reach, unless the Powerball lands on us, which is unlikely, as we don’t buy tickets.
Owners of older vans might sympathise with our choices. We can’t kid ourselves that the money spent on improvements will be won back at resale, but some of the costs can be recovered. What is true, though, is that a modernised van will be a more attractive prospect in a buyer’s market like we have at present.
With a new van out of reach, we decided to upgrade what we know and love. The first step was to install a new and larger 12V Bushman fridge, which we recently installed and you can read about here or in the May issue (659).
The old suspension has done a few kilometres
Lighter and stronger with AL-KO Enduro X Air suspension upgrade
Our next step is a markedly bigger one. We have settled on an AL-KO Enduro X Air suspension setup to replace the sagging Trakmaster system.
To be fair, the Traky suspension, based on the well-loved Sugar Glider trailing arm system, has served us well, and it has been well-regarded in the industry. However, technology has advanced, and many better suspensions are now available. We have experienced situations where more ground clearance would have allowed us better access to some camp sites. We have also damaged two entry steps over time because the low height of the van has made them susceptible to damage. On rough, corrugated tracks, the van’s ride can be harsh, often dislodging internal fittings — suggesting that the ageing suspension isn’t up to the task.
Setting the van on the hoist at the AL-KO Service Centre in Campbellfield, Vic
More importantly, having experienced towing vans with disc brakes, the 12in drums on the van can be less than optimal. So, when AL-KO suggested we should upgrade to its Enduro X Air, I thought it would be the ideal solution. Owners can adjust the air suspension system for various road conditions and self-level the vehicle when it is parked. The disc brakes are an essential factor, but the real kicker was the AL-KO ESC, (electronic stability control), which adds the missing level of safety to our current setup. AL-KO’s patented ESC module is the only stability control system certified for disc brakes, so it offers significant advantages for safety.
The old drum brakes
Enduro X is unique because it features the lightest trailing arm suspension, which is crucial for weight savings and system efficiency due to reduced unsprung weight. Most suspension builders use beefy round or box-section steel that doesn’t vary in thickness, resulting in unnecessary weight in the structure. To create lighter yet stronger components, AL-KO chooses trailing arms made from pressed steel and laser-cut plates, robot-welded for precise, repeatable units. It’s suggested that there’s a 40kg weight saving in a tandem setup over box-section arms used by competitors.
All the metal suspension components undergo an E-coating process (electrophoretic deposition), where the parts are immersed in an electrically charged paint that permanently adheres to the surface, offering enduring protection from rust and stone damage, as well as weight savings over galvanising.
Another benefit of the setup is the use of bolted-on forged stub axles, which are stronger and more resistant to fatigue than the typical billet steel style axles. Advantages include three different stub axle sizes for changing wheel track and two height settings to adjust travel height to suit different vans and the owner’s preference. In the event of accidental damage to the arm or stub axle, repairs are much easier than with traditional systems, which typically require replacing the whole arm. Enduro X features a single design for all arms, so if replacement is needed, the choice is between the left and right sides. The axle bolts on, so you could even carry a spare if you planned rough remote travel.
Changing the suspension would also enable an ATM upgrade. For some reason, our van is out of sync with other Trakmaster Tanami models with a 3200kg ATM, whereas most we’ve seen are 3500kg. The extra 300kg would be useful at times when carrying a full load of water and supplies.
Cutting the old suspension out
Removing the old suspension
Getting better brakes for the Trakmaster
Our upgrade includes disc brakes in an air-over-hydraulic system. AL-KO’s iQ7 Outback actuator is Australian-made and specifically designed to handle dusty conditions. Rather than using a hydraulic pump to operate the disc brakes, the iQ7 features an air compressor and a reservoir of compressed air, allowing the brakes to engage instantly when the pedal is applied.
Additionally, stability control prevents the van from swaying uncontrollably when conditions suddenly become unpredictable, such as in a strong crosswind or on changed road surfaces. The ESC module detects unsafe levels of movement and sends a signal to the iQ7 controller, which then activates a required brake pressure to all four wheels.
AL-KO’s CNC-machined ventilated disc rotors offer improved cooling, allowing them to work effectively on long descents. Their lighter weight reduces rotational mass, further enhancing brake efficiency.
Rather than relying on pressure from the system, there’s a mechanical handbrake, so the plan was to replace the old wire cable and ratchet mechanism, which had both seen better days. Some new guides for the cable were also on the cards.
To find out more about the different kinds of caravan brakes, check out our guide here.
Why is air suspension good?
Air suspension seemed like a great option, and AL-KO uses the proven Airbag Man setup, featuring Firestone airbags, a stainless-steel reservoir and a compressor. As I noted earlier, the ride height is adjustable, and it features an automatic setting that maintains the preferred ride height. Airbag Man has become the most common supplier locally, and it has proven to be reliable and efficient, ensuring that parts and service are readily available. My last 100 Series LandCruiser had the system, and it proved itself over thousands of miles of towing.
The new Airbag Man air suspension setup
Starting the AL-KO upgrade:
Out with the old
We rocked up to the AL-KO Service Centre in Campbellfield, Vic, with some trepidation. It felt a bit like taking your child to the dentist, knowing what was in store for them. But AL-KO service manager Salv Inturrisi’s quiet nature soon assured me we were in good hands.
First, service technician Gary lifted lifted the van onto a hoist to plan the installation of the new setup. Salv then measured and marked the position of the Sugar Glider suspension under the chassis to determine the best location for the Enduro X and its ancillary equipment.
Removing the old trailing arms
The old parts on the factory floor
Anything bolted down was unbolted, and old parts started a pyramid of discarded steel on the factory floor. Sparks flew when the crew got a plasma cutter to work. Shock absorber and suspension mounts turned to scrap as the cutter ejected a superheated flow of ionised gas, blowing away the welds and steel components. Some chassis cross members were removed to be replaced later to suit the new chassis and tyre combination, and a 50mm (2in) raiser bar was welded onto the main rails to add some ground clearance.
In a couple of hours, the chassis was almost bare of the old suspension and ready for grinding of any remaining connections to prepare the galvanised rails for new parts.
The bare chassis
In with the new
In the initial stage of refitting, all components are tack-welded in place, and once everything is positioned, the installation is triple checked for accuracy. A tack weld is a small, temporary dot of weld that can be easily removed. The crew built two new cross beams for the suspension and tack-welded them to the chassis.
The Enduro X system features modular hanging brackets for the trailing arms and shock absorbers, designed to suit the 50mm-wide chassis rails of the van. They are Zinc plated and precision CNC cut for a perfect fit. They were tack-welded in place before the suspension arms were jacked into position. From here, the suspension components were taken and welded to the sides of the chassis rails and not onto the narrow 50mm (2in) section, where there is less surface area and a chance of stress cracking. AL-KO provides a specification sheet that shows where to weld the components onto the chassis to ensure optimal engineering strength.
New parts waiting for installation
The bolt-on forged stub axles
New risers will add to ground clearance
Welding the new risers
Lifting the arms
Fitting the new suspension
The installation continues
The new suspension looks good
Once the twin shock absorbers were mounted at each trailing arm, the stub axle and disc assembly bolted into place, and the new suspension looked the part. Everything was then measured and checked to ensure all the components were in the right spot before all the welds were completed to final specs.
At this stage, we were about halfway through the installation, so we fitted the new wheels and lowered the van to check how it looked before proceeding with the install of the ancillary equipment, which, with the initial towing report, we will cover in the September magazine (issue 663) and online — so keep your eye out.
Welding the new parts in place
Bigger wheels and tyres to suit the new setup
Checking the welding specs
Understanding unsprung weight
When discussing vehicle suspension, unsprung weight refers to all the components of a vehicle that move up and down with the wheel, rather than being supported by the suspension springs. These include the wheels, tyres, brakes and the suspension control arms.
The suspension system has two main goals: to absorb bumps and vibrations from the road and to keep the wheels in contact with the road for safe cornering and braking.
When you drive over a bump, the suspension system must react quickly to absorb the impact. The unsprung mass (everything that moves with the wheels) must move up and down fast enough to follow the road surface. The heavier the unsprung mass, the harder it is to move quickly, and this means the impact of the bump is passed into the vehicle’s body, making the ride rougher.
In some situations, the wheels can even leave the road. Heavy unsprung weight leads to increased vibration and stress being transmitted to the van’s body and chassis, which can cause wear and tear on both suspension components and other components, such as furniture, appliances, and electrical components.
Reducing unsprung weight helps the suspension respond more quickly, improving ride quality and enhancing the van’s durability.
THE NEXT STEP
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Related articles:
Caravan suspension explained: What you need to know
A guide to caravan towing dynamics and how to stay safe: Part 1
AL-KO Enduro X Air caravan suspension upgrade: Part 1