4WD MODIFICATIONS - GENERAL MODS
As 4WDs become heavier and the list of ‘essential’ equipment increases, many 4WD owners find that their pride and joy is overweight. There is a way around this situation, but it mightn’t be cheap.
If you check out the true empty weight of a new 4WD you’ll get a shock: modern vehicles are much, much heavier than those of yesteryear. The reasons are simple enough: modern 4WDs are larger and they carry a lot more standard and optional equipment.
Typical new 4WD wagons have a payload rating around half a tonne to 750kg, but that ‘payload’ includes the weight of the people on board, fuel and aftermarket equipment that usually includes a fridge, second battery, roof rack, bar, winch and second spare wheel and tyre. Little wonder that most wagons are overloaded when filled up with food, water and camping and recovery gear.
These days, most wagon owners opt to tow a camper trailer or cross-over van for bush expeditions, because there’s just no way of fitting all their kit on board a solo vehicle.
However, coupling up to a trailer doesn’t necessarily solve the overloading problem and we’re sure you’ve all seen heavily loaded 4WDs towing heavy campers and vans.
Utes are a popular alternative to wagons and have greater payload capacity. Utes make great tow vehicles and are also ideal hosts for the increasing number of slide-on camper models in the marketplace.
It would seem that a nominal payload of one tonne should be more than enough to handle the weight of a slide-on, but we’ve pointed out some of the pitfalls in another story on this site – Ute payloads aren’t what they seem.
Pre-registration GVM increase process
Heavy 4WDs are now common enough to make it worthwhile for some aftermarket suspension makers to produce State authority-approved, legal GVM increase kits for popular brand-new wagons and utes. However, these fitments need to be done to pre-registered new vehicles and the approval ties the owner to the specified suspension components to preserve compliance.
This latter point is important, because you cannot change any of the specified components without negating the GVM upgrade. An example is where a wagon has been granted a pre-rego GVM upgrade, using heavier suspension components to carry a heavy camping and equipment load, and the owner later wants to lighten up the vehicle and tow a camper trailer or caravan.
The GVM-increased suspension is often found to be too harsh-riding at this lighter weight and the owner is tempted to fit softer-riding components. If this is done the GVM upgrade no longer applies and the vehicle reverts to no more than its original manufacturer’s plated GVM.
The pre-rego system has been working well recently, following early abuses that were rescinded, but this Commonwealth-State Government agreement for suspension upgrades could be under threat from a law-change.
In August 2017 the Commonwealth Government quietly released a document entitled: “Reform of the Motor Vehicles Standards Act 1989 – Registered Automotive Workshop Scheme (RAWS)”.
In the second paragraph it states: “A revised RAWS will replace both the current RAWS and theNew Low Volume concessional scheme”, which is the scheme that covers pre-registration, suspension-oriented GVM upgrades of new vehicles. This is the only mention of the scheme and it looks suspiciously like it has been annexed in after the original Bulletin was released.
The Australian Automotive Aftermarket Association (AAAA) is very concerned that this Government initiative will disallow the current practice of fitting heavy duty suspension for upgraded GVM approval, without the need for individual engineering testing and inspection – costing around $1000-$1400 per vehicle.
As at 2020 the revised pre-rego GVM-upgrade scheme was still operating, but conditions had tightened. The AAAA is continuing to monitor the RAWS situation.
Post-registration GVM increase process
Already-registered vehicles can be granted GVM increases, but the process involves consulting with an engineer who has been approved by a state or territory authority to advise on, assess and certify vehicle modifications.
At OTA we’ve gone through the GVM increase process, with our Project 75 series ute, as it applies in NSW and while the details may be different in other jurisdictions the principles are the same.
Our vehicle has a wheelbase extension and upgraded suspension and brakes, and was approved for 3.5 tonnes GVM. The process took quite some time, cost a few grand in engineering time and hardware, and involved chassis strength analysis and brake performance testing.
The starting point in GVM compliance is knowing the vehicle manufacturer’s overall GVM rating – it’s stamped on the compliance plate – and the individual front and rear axle loads. (Often the sum of the axle weights is greater than the approved GVM.)
If you’re towing you also need to know the maximum permissible trailer weight the vehicle can pull, plus the permissible ball weight. The towbar should be rated for at least these figures and both should be plated on the towbar.
Then you need to know the actual loaded weight of your rig: load your solo vehicle or vehicle plus trailer combination as you plan to use it; top up the fuel and water tanks; stock up the larger; fill the fridge; put the family on board with all their kit and head for the nearest weighbridge.
Be sure to have the whole rig weighed, as well as the individual weights on each axle. If you’re towing, do a separate weight measurement on the towball, using a scale. Scary isn’t it!
Then you need to assess the total load and see where you can reduce weight, and do the weighing exercise once more.
Front and rear axle weight issues
Even with a legitimate GVM increase approval you may still not be out of the woods. The ridiculously heavy ball weights of most Australian-market caravans place high-load demands on the rear ends of towing vehicles, to the point where even an increased GVM sometimes can’t prevent the rear axle and suspension from being overloaded.
The loaded vehicle, with its van behind, may not exceed the combination’s GCM rating, but the rear axle of the towing vehicle can exceed its individual axle rating. If you’re split-weighed by the authorities you could be axle-weight illegal, even ‘though you’re GCM legal.
It’s a situation heavy truck operators are very familiar with, which is why some carriers – particularly loggers – have on-board weight scales fitted to their prime movers and skeletal log trailers. These strain-gauge or air-bellows-mounted devices show the loaded weight on each axle in real time on a dashboard display in front of the driver.
Front axles can also be unwittingly overloaded, by fitting accessories such as a steel ‘roo bar, winch and under bonnet battery. Most popular utes and wagons, fitted with a steel bar and side rails and a large winch, have overloaded front axles.
ARB started fitting upgraded-mass front suspensions to popular wagons and utes in late-2019, with legal increases between 20kg and 170kg.
ARB’s front axle load upgrades are standard with any full Old Man Emu Nitrocharger or BP-51 Suspension kit and are demonstrated by certification attached to the vehicle’s door pillar, owner’s manual and customer handover pack.
For customers who currently own these models and have had Old Man Emu suspension fitted, assessment for compliance is available through their local ARB store or stockist.
Front Axle Load Upgrades
|Vehicle||OE Capacity||Upgraded Capacity||Increase|
|Toyota HiLux 2.4L/2.8L
|Toyota LandCruiser 200 Series (Oct ’15 on)
|Toyota LandCruiser 70 Series
|Toyota LandCruiser 79 Series Single
(5 Star Ancap) VDJ79R
|Toyota LandCruiser 79 Series Single
(pre 2017) VDJ79R
|Toyota LandCruiser 79 Series Dual cab
GVM increase guidelines
There is no margin allowed with GVM ratings: if the vehicle is overweight it’s illegal and can be grounded by state or territory authorities or police. There are heavy fines for this offence and insurance companies have been known to reject claims if vehicles are found to be overweight.
If your vehicle weighs-in heavy you may be able to have it assessed by an engineer for a GVM upgrade, but don’t even think about it unless the brakes and axles are in top condition and there’s no rust or damage anywhere on the body or chassis.
As a rough guide, an increase of around 10 percent may be possible through suspension upgrades. An approved engineer will check the maker’s axle weights and any modifications made to the vehicle, before specifying upgraded springs and dampers.
With the engineer’s time and new hardware the cost could be more than three grand.
If a brake upgrade is required there’s more hardware cost and the braking system may need to pass a fade and performance test. More money.
If the needed GVM increase exceeeds 10 percent the engineer may suggest an axle swap, or a wheelbase increase with an additional rear axle and that’s a much more expensive exercise. As a rule, it’s best to consult a specialised vehicle modifier for such tasks.
In some cases a GVM increase is needed to handle the ball weight of a camper trailer or caravan. Key points an engineer will examine are the axle, brake and suspension capacities and the strength of the drawbar and chassis.
It’s important to note that every GVM upgrade is conditional on maintaining the approved configuration, specifically spring and shock absorber type and model number.
Any deviation form the approved components would need to be engineer-approved.
No automatic GCM increase
Most people assume that after a GVM increase the vehicle’s trailer towing rating remains the same, but that’s not the case as of June 1, 2018.
Before that date some GVM modifiers plated the vehicle with an increase in its GCM (Gross Combination Mass, or the weight on all the vehicle and trailer tyres when loaded with people, fuel and freight, and coupled together).
This grey area of the law has been clarified and any GVM increase does not increase the original vehicle manufacturer’s GCM figure, which the legislation says cannot be increased.
For example, consider a ute with a standard GVM of three tonnes and a manufacturer’s GCM rating of 6.5 tonnes. Its manufacturer’s trailer towing capacity is 3.5 tonnes. If this ute gets a legal GVM upgrade to 3.3 tonnes, its GCM remains at 6.5 tonnes. If the ute is loaded to its new 3.3 tonnes GVM it can legally pull a trailer weighing only 3.2 tonnes.
However, our research indicates that engineering work and approval may allow GCM increases in some instances. We know that NSW engineer, John Wilson, who did the approval on our OTA 75 Series’ GVM increase, has conducted tests for a GCM upgrade for the Toyota 200 Series.
He tested a 200 with a four-tonnes-ATM caravan, to measure its repeatable startability on a 23-degree incline and its gradeability at 80km/h on a one-percent highway grade.
Contact John Wilson if you wish to modify your 200 Series for up to four tonnes trailer capacity, along with GVM increase to 3.9 tonnes, for a total engineer-approved GCM of 7.9 tonnes.
John Wilson’s web address is vehicleengineering.com.au.
Another case study
A regular Victorian OTA website visitor went through a GVM upgrade exercise on his 2006 ex-Telstra cab/chassis, leaf-sprung Patrol, in 2013. The factory GVM was 3400kg.
After fitting it out for long-term remote area travel and, subsequently, going through a weight reduction exercise, he found the weight in full touring mode was still 3700kg, and he felt unable to shed that 300kg without significantly affecting the integrity of the fit-out.
The answer was a GVM upgrade using the 3900kg Lovells GVM-upgrade kit normally reserved for new, unregistered vehicles that have three-litre engines, not the 2006 4.2TDi. Consequently, the vehicle had to be engineer-approved and fortunately an engineer familiar with the Lovells GVM-upgrade kit was on hand to do the job.
Brake proportioning was altered and static handbrake and dynamic wheel-brake tests had to be passed. Although the factory brakes passed the tests the front discs and pads were later upgraded.
The cost of engineering was $1200 above the cost of the kit, for a total layout of $5200.
OTA thinks this was the first retro-fit Lovells kit approval in Victoria, so there was no certainty that it would all go through; making it a nail-biting exercise until the blue plate was placed on the firewall.
Our thanks to Alan Bradley and Ian Lock, the AAAA and engineers John Wilson and Mario Larocca in the production of this article.