4×4 Station Wagon to Truck conversion
The photo shows a rear wall of a 100 series Landcruiser Dual Cab. The same type of construction is used on most Creative Conversions.The metal used on all conversions is Zinc Anneal ranging from 1mm to 1.6mm thick.according to the requirements of the National Code of practice.
The deep ribbed section in the middle serves not only as protection against load intrusion into the rear passenger area but also as a vibration and sound dampener which can be a major problem with some other conversions constructed with flat rear walls. The original rear seats,seat belts and mounts are used as with a lot of the original interior trim.
The rear wall is a combination of several sections welded together designed to allow for flexability and twist to reduce the chance of stress fractures or fatigue over a long period of time. Extensive use of Silicon Bronze welding is used. This type of welding while expensive is used to eliminate buckling due to excessive heat build up which in turn means a better job and less finishing off.
One of the reasons we have been so successfull over the last 10 years is our attention to detail. Flow through ventilation, a large toughned glass rear screen designed to eliminate blind spots and extra rear cab mounts are some things you may not find on other conversions.
A wheelbase extension is achieved by cutting the chassis in the area below the rear seat position, forward of any existing suspension mounting points. By using this method we are able to move the entire rear suspension and pick up points back as one. Everything remains standard including Fuel tank, mounts, exaust system, suspension, and towbars etc. The original driveshaft is used in combination with a centre bearing and lay shaft to gain the extra length required. The handbrake cable is extended by adding a new one piece inner cable (no joins).
The chassis extension joint is singularly the most important part of any conversion so a fair amount of time is spent on this area. Most chassis’s are formed by two channels welded to form a box section, We first cut the chassis then add a new section of inner channel according to the amount of extension needed, a new section of outer channel is then welded in place to overlap the ends of the original inner piece. To finish the job an angle fischeplate (or plates depending on the length of extension) is then welded over the entire joint area extending beyond each end to form the final structure. This entire process is first calculated by determining the Bending Moment and MPA requirements according to the National Code of Practice
Over the years we have completed hundreds of extended wheelbase conversions for almost every purpose, from purely work vehicles to touring type vehicles set up with slide on campers etc.a lot of which are over loaded to the max. A good test for our workmanship but of course I must draw your attention to the fact that it is illegal to drive your vehicle on the road if the GVM is exceeded. (Go to CARRYING CAPACITY for more on this topic)