If you’re lucky enough to have a job that allows you to work from anywhere, these RVs with an office will help you to be productive at the campsite.
Photo Credit: Keystone
Keystone Montana 3941FO
Keystone has a track record for bringing innovative ideas and design elements to its legendary line of Montana fifth-wheels. Nowhere is that more evident than with the 3941FO floor plan, a magnificent setup for RVers who need to get a little—or a lot—of work done while on the road. The rig includes a palatial primary bedroom suite, a spacious kitchen and a living room with two sleeper sofas, power theater seating and a fireplace. Up front, you’ll find a dedicated office space with an L-shaped desk larger than those found in a lot of “real” offices. There’s room for a computer, monitor, printer and all your other tech, with space to spread out all your crucial documents, spreadsheets, secret files, etc. A sliding farm-style door provides privacy for those all-important Zoom calls, while built-in drawers and cabinets add storage. If your career has followed you out on the road, this is at least a nice spot to deal with it. MSRP: $137,153; keystonerv.com
Photo Credit: Fleetwood
Fleetwood Frontier GTX 37RT
This Class A motorhome features a workspace at the rear of the vehicle that includes a small desk, storage cabinets and drawers and a place to mount a computer monitor on the wall. A set of sliding doors adds privacy and seclusion, but with the bedroom and kitchen separating the office from the main living area, it’s easy to take private conference calls without disturbing the rest of the crew. MSRP: $445,951; fleetwoodrv.com
Photo Credit: Airstream
Airstream Flying Cloud 30FB Office
Airstream’s Flying Cloud is the rare travel trailer that offers a floor plan with a dedicated office. Located at the rear of the vehicle, the space is cozy but functional and includes a desk, a built-in charging station and storage cabinets and cubbies. For added flexibility, the space can be converted to a sleeping area and even comes with an office chair. As RVs with an office go, this one is especially accommodating. MSRP: $130,500; airstream.com
Photo Credit: Winnebago
Winnebago Vista 34R
A lot of RVs have dinettes that can serve as a workstation, but Winnebago’s Class A model takes things a step beyond the usual. The king-size
Murphy bed in the main bedroom folds out of the way, revealing a dinette/workspace underneath. This opens up the area, creating a large space that is both productive and collaborative. A sliding door provides easy access to the kitchen and bathroom. MSRP: $224,340; winnebago.com
If you are an overlander or offroader, or even just aspire to be one of the above, there’s a good chance you’ve heard of OK4WD of Stewartsville, New Jersey. This formidable shop sits in verdant farm country, but also within two hours of both New York City and Philadelphia; it’s become the premier four-wheel drive outfitter on the East Coast, and arguably in the nation.
Jim Oostdyk, the shop’s founder and guiding force, has been instrumental in shaping the technical culture of American overlanding, bringing in top-end gear from four-wheel-fanatical places like Australia and South Africa. His massive shop and showroom work like a creative prompt to people who want to explore the hinterlands. If you can think it up, the crew here can likely build it.
This was not always the case—Oostdyk started with a two-bay garage and a gas station. The journey from then til now is as interesting as any backcountry route.
Jim Oostdyk surveys the trails of his native New Jersey. (Photo Credit: Lila Barth)
Shop: OK4WD
Location: Stewartsville, New Jersey
Founded: 1979
Specialty: Off-Road Gear
Q: You grew up on a farm in rural New Jersey. Did that environment help draw you to off-road driving?
A: I started the business as a gas station and repair shop, two weeks out of high school in 1979. I ran out of cash within a month and had to sell my car—a ’66 Mustang. I bought an old Jeep. And four weeks later, I rolled it. As I was fixing it up, I lifted it, put on another body, and dropped in a different motor. Customers at the gas station would see that and say, “Hey, I got an old Jeep. Can you do that to mine?” Things just took off from there.
Q: How long did that take for the gas station to turn into a full-blown 4×4 shop?
A: Within a year, we were cranking. Ford came out with an F-150 with an independent front suspension. Our UPS driver bought one in about the fall of 1980. We lifted it for him, and he took it to the Jersey Shore for Memorial Day. All weekend, people were stopping him, and he handed out a bunch of our cards. People lined up after that, asking us to lift their trucks and put big tires on them.
Q: The whole concept and culture of “overlanding” has transformed since then, especially in recent years. How has that evolution looked from your vantage point?
A: We were kind of into overlanding before anyone called it overlanding. And we always wanted to make 4x4s that fit the customer’s lifestyle. Now that the idea of overlanding has become more popular, that really fits well into our wheelhouse. When things started to head in that direction, I spent a lot of time traveling and finding really good products from South Africa and Europe. We’d bring them back to the U.S. and tweak them for our marketplace.
Q: How did you start your international search for overlanding gear?
A: I started traveling because I didn’t want my kids to be brats. I took them to do charity mission work in places like Mexico, Peru, Haiti and Africa. Every time, I would find that a 4×4 was a total necessity. I would see things on vehicles in other countries that we didn’t have here—like camping gear, air lockers and extra spare tires. I realized that the rest of the world does four-wheel drives differently.
We’d go places to build orphanages or do construction work mainly. They’d have a Jeep or a Toyota pickup that was broken down, and my son and I would fix them. You learn all these things, and then you see the components that make their vehicles stronger. It made our business more innovative. I was finding stuff that we just didn’t see here in the States.
OK4WD employee Jeremy Dittmar, on duty (Photo Credit: Lila Barth)
Q: What do you think spurred Americans to become more interested in off-road travel and exploration?
A: What really got it going here was gear coming from Australia. With the help of a customer, we actually installed the first ARB Air Locker in the US. That guy went on to start ARB USA., and we became one of the first, if not the first, ARB dealers in the country. Overland Journal came out, which then led to a show.
Q: Where do you draw inspiration for your builds?
A: Inspiration comes from seeing people get outside. We’ve had couples who met and got married because of events or trails we’ve told them about. We’ve seen a lot of friendships being built, too. The community is just so inspirational in all aspects. The camping aspect of it, too, is just so good. When you camp, it’s good for your soul. The inspiration really comes from giving people a piece of equipment that makes their lives more enjoyable.
Q: Do customers ever show you something you haven’t seen before—something that surprises you?
A: We’ll build a camper out, and then a customer will finish the interior and bring it back in. We’ll ask if we can incorporate some of their ideas into our work. And that’s the beauty of campers. It’s kind of like a blank slate. It’s amazing to see what people come up with.
Q: Are there any dream builds, or maybe even dream trips, that you want to do?
A: My life’s not going to be long enough for me to get everywhere I want to go, but I’m very, very blessed with where I’ve been able to go. For vehicles, we have a new Ineos Grenadier, which kind of blows my mind. We cut the roof off and put an AluCab pop-top on it. I think it’s the coolest thing I’ve seen in many years—if not my whole career.
The first OK4WD catalog from 1985 with photos of the original gas station. location. (Photo Credit: Lila Barth)
Head for the Hills
The OK4WD website provides plenty of project-documentation eye candy for the would-be adventurer. A 2021 Ram 3500 Tradesman transformed via the installation of an OEV Alpine flat-bed camper, kitted out with Maxtrax recovery boards, an Alu-Cab shadow awning and a robust suite of rugged vehicular upgrades
The shop puts a strong focus on the most basic and essential component of off-road exploration: tires. Its selection of BFGoodrich, Nitto and Michelin models runs deep, and the technician team specializes in vehicle fit, install and maintenance support.
The shop’s build-out of a 2024 Ineos Grenadier does full justice to the new cult-favorite exploration vehicle. The team implemented the Alu-Cab Silenus rooftop tent conversion, specially designed for the Grenadier.
In March 1972, when the first Airstream Argosy rolled out of the company’s newly opened manufacturing plant in Versailles, Ohio, it marked a pivot for the venerable brand—one not entirely welcomed by Airstream enthusiasts. Until that point, the iconic company had almost exclusively produced high-end, shiny aluminum trailers that turned heads on the highway. That shine—that distinction, that head-turning quality—was something of a status symbol.
But while the Argosy was designed much like the standard Airstream, it didn’t have the shine. It was painted white. The sidewalls were still aluminum, but they were occasionally made from damaged panels, and the trailer’s end-caps were made from plastic and steel. By painting the trailer, the company concealed blemishes and cheaper material.
Photo Credit: Airstream
“It was a recycling method,” explains Dan Maul, the visitor experience coordinator at the Airstream Heritage Center in Jackson Center, Ohio. “We wanted to take the aerodynamic design and other cues from the Airstream and create a less-expensive travel trailer.”
The Argosy was also a way for Airstream to experiment and reach new customers amidst the 1970s economic malaise. Depending on the model, Argosy trailers could be had for a few thousand dollars less than their pure-bred counterparts; they featured concepts like wraparound windows, narrower widths on some trailers, a rear bedroom and composite aluminum flooring.
In certain eyes, it was a great success. Maul estimates a few thousand Argosy trailers sold during an initial eight-year run, and the ability to test new features helped Airstream launch into the motorhome space, too. But some Airstream owners refused to accept Argosy owners as their brethren. For decades, the Airstream Club International (which is independently run by enthusiasts) refused to let Argosy owners join up or attend events.
Photo Credit: Airstream
Due to the same economic conditions that spawned the Argosy in the first place, the Versailles plant was closed in the late ’70s. Airstream was acquired by THOR Industries and the Argosy line went out of production (though the name reemerged briefly as a fifth wheel concept). In 1991, club members finally relented, and Argosy trailers—steadily becoming classics—were welcomed at rallies.
“There are still a few members out there who remember the days when the Argosy was not permitted,” lifetime club member Kevin Allen wrote in an Airstream forum. “Fortunately, this group is a small minority.”
Today, Maul says, the Airstream Argosy is growing in popularity—not only because it’s a vintage unit, but because white panels allow owners to customize the exterior. “A lot of the hype came after the fact,” he says. “These days we celebrate all the models. It is part of our family now.”
When Bob Tiffin purchased a defunct RV manufacturer in 1972, he set out to build the best motor coaches ever to hit the road. And with a commitment to innovation and craftsmanship, many would say he succeeded. Tiffin Motorhomes became a pillar of the RV industry, but even Bob probably couldn’t have predicted the vehicles his company produces today.
Consider the 2025 Class A Tiffin Phaeton, which combines cutting-edge technology, high-end materials, and excellent build quality to create a luxurious driving and living experience. The Phaeton sits on a Freightliner PowerGlide XC chassis and is powered by a Cummins L9 450HP engine. Paired with a six-speed Allison transmission, the motorhome promises smooth acceleration and precision control on highway and backcountry roads alike. Plus, with 1,250 lb-ft of torque, it can tow a dinghy vehicle with ease.
Photo Credit: Tiffin
The Phaeton comes in four floor plans, ranging in length from 37 feet 9 inches to 45 feet. The coach can comfortably sleep two to eight people depending on the configuration, and all but the smallest model comes with a second bathroom. Every rig ships with ample seating, including a dinette and a couch that converts to a bed. Optional theater seating is available, too.
“With its size and sleeping capacity, this is a great option for retired couples and larger families who will love the multiple baths and optional front drop-down bunk,” says Emily Chatterson, product manager for Tiffin’s Class A line. “Regardless of the model, the Phaeton has a ton of storage.”
Photo Credit: Tiffin
Other amenities include an integrated central vacuum system, panoramic galley windows, a 25-cubic-foot residential refrigerator, ceiling fans and porcelain bathroom sinks. A mounted smart TV descends into a hidden compartment when not in use. Optional upgrades run to a dishwasher, a stacked washer and dryer and heated tile floors, giving the Tiffin Phaeton even more touches of class.
All told, Bob’s vision is on a roll.
Dimensions
GVWR: 39,660 – 45,660
Overall Length: 37′ 9″ – 45′
Exterior Height: 13′ 3″
Image Courtesy of Dee Duncan
Three 15,000-BTU air conditioners keep the interior comfortable in hot conditions.
WIth 232 cubic feet of basement storage, there’s plenty of room for gear.
A 450-HP Cummins diesel engine with 1,250 lb-ft of torque ensures smooth acceleration and towing power.
An onboard 10-kilowatt Onan quiet diesel generator provides off-grid power.
Keyless entry grants easy access to the interior of the coach.
A powered patio awning with LED lighting offers shade while enjoying the outdoor TV.
An integrated tire-pressure monitoring system alerts the driver when levels are too low.
Tiffin offers Starlink satellite internet service as a factory-installed optional add-on.
A sampling of RV gear and accessories from some of Wildsam’s trusted partners.
Photo Credit: PAKMULE
PAKMULE
When the road is calling, PAKMULE is ready to haul! Measuring (nearly) the size of a Tacoma truckbed, you’ll have a ton of space for the essentials, and then some. PAKMULE’s patented anti-wobble technology keeps everything secure, and their Designed in Texas / Made In Texas branding isn’t for show… It’s their lifestyle; PAKMULE was born out of necessity, birthed from the backroads and the highways where they roam and fabricated to help you Haul More and Go Further.
And weighing just 37lbs, PAKMULE Hitch Racks make loading up for a last-minute ramble an easy lift. pakmule.com
Photo Credit: GaragePros
GaragePro Tire Savers
Preventing flat spots during RV storage doesn’t have to be hard.
Long-term RV storage is part of the deal, which can result in flat spots on your tires when they sit on flat surfaces where the rubber meets the ground without moving. According to Edmunds,, “…if conditions are right, a month of being stationary might be enough to cause problems.”
Park Smart Tire Savers cradle your tires to help prevent at spots during storage. Made of solid heavy-duty vinyl, these ramps won’t crush, crack or slip, unlike those made of hollow plastic. These Tire Savers have no weight limit, come in multiple sizes and have a lifetime warranty. Uniquely designed with the driver in mind, you can drive up and over the ramps, which is particularly when you have multiple axles.
Protect your investment and save 20% now with code Wild0425 at YourGaragePro.com or call 800-992-2018
You’d be forgiven if “hitch” wasn’t the first thing you thought about when choosing a towable. But, as you barrel down the road with your home-on-wheels, your hitch can, literally, make or break you. Most towables come with factory-installed hitches, but many RVers install aftermarket upgrades. To learn more, we reached out to J.D. from Big Truck Big RV, who runs a YouTube channel devoted to all things recreational and vehicular.
Photo Credit: B&W
Fifth-Wheels
“Ultimately, the hitch decision comes down to what you’re trying to accomplish,” says J.D. (The creator doesn’t use his last name for publication.) “Traditionally, fifth-wheel kingpin hitches are the most common. When you want something more convenient or flexible, the gooseball comes into play.”
“Kingpin” hitches (sometimes called companion hitches) are similar to those on 18-wheelers. A heavy frame—the coupling device—bolts into the truck bed, while the trailer features a large steel pin that slides and locks into place. They leave little room for truck-bed storage. One of the best traditional kingpins is B&W’s Companion 5th Wheel Hitch RVK3500. The CURT Helux Pinbox, using a trademarked coil spring design, significantly reduces the force applied to a vehicle’s frame.
Gooseneck hitches use a ball receiver installed directly into the truck bed, and bolt to the frame below. The trailer then uses an adapter to attach to that ball—creating a lower connection point for heavier towing. Gooseneck hitches can add strain to your trailer’s frame, so research first. The Reese Goose Box is one of the only versions approved by Lippert, the largest manufacturer of fifth-wheel chassis in the country.
Photo Credit: Blue Ox
Travel Trailers
Travel trailers attach to tow vehicles via more traditional bumper hitches. Because they can be heavy, specialized connection points are necessary to help drivers prevent sway. Among the most popular options is the SwayPro from Blue Ox, which comes in various models and evenly distributes weight over the axles of the tow vehicle and trailer. Weigh Safe also offers models with built-in scales to measure the tongue weight on the hitch.
In the RV world, almost everyone is towing something. (About 4 out of 5 RVs sold in the nation are towables of one sort or another.) We’ve gathered some essential knowledge, answers to common questions and a few clutch products, so you can roll forth with confidence.
Photo Credit: Getty Images
Tow Ratings: What You Need to Know
There’s no doubt about it: Towing thousands of pounds down the highway is a serious responsibility. There are potential dangers to you, your passengers and everyone else on the road. Fortunately, there’s a lot of information available as a built-in safeguard to the practice.
Tow ratings are provided by manufacturers to ensure that their vehicles are used properly and safely. Trying to tow a trailer (or dinghy vehicle we’ll cover dinghy towing in more depth in a later issue) that is too heavy or large for the tow vehicle can lead to expensive breakdowns, even dangerous failures.
Overloaded vehicles often have brake and automatic transmission failures, which can cost thousands of dollars and ruin trips. Plus, warranties may not cover damages caused by exceeding manufacturer limitations. If a vehicle and its load are not balanced and distributed correctly, uncontrollable swaying (fishtailing) and jackknifing can occur—potential liabilities to drivers.
All of which is to say: Knowledge is power here. Before buying a tow vehicle, motorhome or trailer, take the time to thoroughly read the brochures and/or check the specifications online. Here are a few things to keep in mind:
Trailer tow ratings are typically higher for fifth-wheel trailers than for bumper-pull trailers. Do not confuse the two.
Tow ratings vary considerably between various option packages, engines, axle ratios and models. Take the time to look up your vehicle’s combination of features exactly.
Basically, what you’re trying to do is find the right, safe combination of tow vehicle and towed RV, fitting these various specs together into a viable package.
Several key acronyms are essential for towing safety:
Gross vehicle weight rating (GVWR) is the maximum allowable loaded weight of a given vehicle. That’s counting passengers,
cargo and fuel.
Gross axle weight rating (GAWR) is the maximum allowable weight for a particular axle to carry.
Gross combination weight rating (GCWR) is the maximum allowable weight for the combined vehicle and trailer.
Maximum tow rating is the most weight a tow vehicle may pull. A 2024 Toyota Tacoma, for example, is rated to tow up to 6,500 pounds though it’s not a good idea to literally max-out towing capacity. Better to aim for something like 80 percent of the factory tow-limit rating.
Maximum tongue weight is the most weight that can be applied to a particular conventional ball-type trailer hitch. Maximum pin weight is the most weight that may be applied to a fth-wheel hitch.
Photo Credit: Reese
Hitches
For a towable RV, choosing the right trailer hitch is essential. Many conventional hitch-type trailers put enough tongue weight on the tow vehicle that a weight-distribution hitch is needed. (Brands to look for: B&W, Curt, Draw-Tite and Reese.) These help move some of the hitch weight forward to the front axle, helping to balance the load and prevent rear-end sag. Ensure that you match the weight rating of the hitch bars to the tongue weight of the trailer.
Fifth-wheel hitches come in many types and ratings. Always use a hitch rated for more than your trailer weighs. Many pickup trucks today come with short beds, and some sort of sliding hitch is needed to allow the towing vehicle to make sharp turns without the front of the trailer corners hitting the back of the cab. The most convenient models can be adjusted remotely from the cab.
Another important thing to know is that the weakest link determines the strength of the “chain.” For example, if your tow vehicle has a maximum tow rating of 7,000 pounds, but has a hitch rated for only 5,000 pounds, your maximum towing capacity is limited to 5,000 pounds. Conversely, if your tow vehicle has a hitch rated for 10,000 pounds, but the vehicle tow rating is only 7,000 pounds, then you are limited to the lower number, in this case 7,000 pounds. Consult with your RV dealer or hitch installation shop for further information.
Photo Credit: RVi Brake
Brake Controls
Most RV trailers come with electric brakes (hydraulic “surge” brakes are typically found on boat trailers and rental cargo trailers). If you have electric trailer brakes, you will need a brake control. Many newer tow vehicles come with them from the factory. If not, you will need to purchase one. (Names to know: Tekonsha, Hopkins, Redarc, Curt and Reese.) I strongly recommend choosing a “proportional” control, which matches trailer braking application to the tow vehicle’s rate of deceleration, rather than a so-called time-based unit that ramps up trailer brake force over time.
Towing Q&A: Answers to a Few Common Questions
Photo Credit: Ford
Single vs. Double Axle
Q: I’ve towed double-axle travel trailers for many years with load levelers and a three-quarter-ton truck. No issues. I’ve seen a lot of the West. I’m downsizing to a new Chevy Colorado pickup and thinking that a single-axle travel trailer may give me a lot of porpoising bounce. Is that true? How would load levelers work in that case? I’m looking for the best ride in my travels and getting the most trailer for my new weight restriction.
—Lee Smith, Twain Harte, CA
A: Keep in mind that a Colorado pickup is actually similar in size and tow rating to older American full-size pickups, particularly so-called half tons. It’s not a mini-truck. The 2025 Colorado offers a range of towing ratings based on options. If you have lightweight towing needs, the WT and LT trims are rated up to 3,500 pounds. The TurboMax engine provides an impressive tow rating of 7,700 pounds—the highest for any midsize pickup truck. I would say there are more concerns with single-axle trailers swaying or fishtailing under certain driving conditions, compared to multi-axle trailers. I recommend using at least a friction-type sway control to ensure straight-line tracking.
Porpoising is more a function of the types of suspension on the trailer and tow vehicle. For example, rubber torsion axles respond to bumps differently than leaf-sprung axles Spring rates and travel, tire types and capacity vs. load weight all affect ride quality. Longer leaf springs provide more wheel travel over bumps, and therefore can provide a more stable ride. Overly stiff tires or over-inflation also can cause a bouncy ride. Another big factor is that some trailers don’t come with shock absorbers (however, aftermarket retrofit kits are readily available to remedy this).
You mention “load levelers.” There are many types, including air-bag type springs, added leaf type “helper” springs, etc. These can be used to level the ride height. But for ride quality and safe towing, make sure the trailer weight is balanced and not too heavy or light on the hitch weight. It should be around 10-12 percent of total trailer weight. Use a truck scale to measure axle and hitch weights. If your truck sags in back due to hitch weight, consider using a weight-distribution type hitch with spring bars matched to the tongue weight. This moves hitch weight forward so it is shared with the front axle, which helps stabilize the vehicle and improve ride. Load levelers don’t shift weight forward.
Photo Credit: Jeff Johnston
Tire Pressure Monitoring System
Q: I owned a 2020 travel trailer with a factory-installed tire-pressure monitoring system. I would pressurize my 14-inch tires to 62 PSI. On one summer trip, with temps in the 90s, a one-year-old tire suffered a blowout. Before the mishap, the TPMS indicated 68 PSI—and 142 degrees (The other tires showed similar pressure, but were at least 10 degrees cooler.) After that, I kept the cold pressure to 60 PSI.
In 2024, I traded that RV for a newer trailer, with a newer version of the TPMS installed. I keep cold pressure for my 15-inch Goodyears at 60 PSI. But as with my previous trailer, one tire runs 10 degrees hotter than the others, with higher tire pressure on hot days. This makes me nervous. The TPMS sensors are clamped to the inner wheel rim. Is it possible that the trailer brake adjustment for the hotter wheel is too tight?
—Duane Humlicek, Burlington, KS
A: Unfortunately, tire failures are all too common on RV trailers. Often, but certainly not always, the cause is low-quality imported tires that fail, seemingly, for no reason. There are other causes—overloading, under-inflation, curb or pothole impacts, misalignment, road debris and—of course—nails and other sharp hazards. Many times, blowouts are caused by continuing to drive when punctures have reduced inflation pressure, but the cause goes undetected. I recommend all RVers use tire pressure monitoring systems.
Now, to your specific question: I would say the most common cause of one tire running hotter than others would be uneven weight distribution in the trailer. Often this is caused by a heavy slideout room mechanism, or the uneven placement of holding tanks, appliances, etc. A good way to determine this is by taking the rig to a truck scale, which gives individual wheel weights. If you find that one part of the trailer is heavier, try to move things around to reduce the difference.
A dragging brake could certainly raise temperatures. A quick check: Jack up each trailer wheel one at a time and turn each one by hand. Listen and feel for a dragging brake. Another good check: Use an inexpensive non-contact infrared handheld temperature gauge (e.g., the Ames Instruments 12:1 Infrared Laser Thermometer). Hop out right after towing, and go around quickly to each wheel and tire, measuring them separately. If the center hub on one is significantly hotter than the others, there’s your culprit. If the hubs are a similar temperature, but the tire treads of one are significantly hotter, it’s more likely to be extra weight on that tire.
Another possible cause: a misaligned axle. This usually happens from bumping curbs on right turns or from big potholes. Some alignment shops will check trailers.
Derek and Laura Czaplicki’s first camper was a 27-foot bumper-pull, but over the years, they became more and more interested in fifth-wheels. In November 2020, they decided to upgrade. “We went to a lot of RV shows, trying to get an idea of what’s out there, and made a list of must-haves,” Derek says. After a lot of research, they settled on a 43-foot Jayco North Point 377RLBH. According to the couple, it “checked off all the boxes.”
Photo Credit: Derek and Laura Czaplicki
Right off the lot, the camper lived up to the Czaplicki’s expectations. The fifth-wheel was located at a dealer about four hours from their home in New York’s Hudson Valley, and on their first drive back, Derek felt a huge difference. “With a regular bumper hitch, you have to be really careful about your weight distribution,” he says. “But, to me, the fifth-wheel felt much more stable with the weight of the hitch directly over the axle.” And even though Derek uses a single-axle pickup—as opposed to a dual-axle—he says he’s never had any issues towing his Jayco in the four years they’ve owned it.
Along with towing, the layout is one of Derek’s favorite things about the North Point. He feels the rear bed gives them the most space. Laura appreciates the versatile bonus room, which the family uses as a guest bedroom for Derek’s mother and their daughter when they come along on trips. “With the extra bedroom, we don’t have to worry about making up the bed every day,” Derek says, comparing their setup to a convertible dinette or pull-out couch in a one-bedroom camper.
Photo Credit: Jayco
Before the Czaplickis bought the Jayco, they went on the Made in America Music Tour with Fantasy RV Tours in their old camper. “It started in Nashville and finished up in Branson, Missouri,” says Derek. “We met so many great people. It was probably our most memorable trip.” Now, the semi-retired couple is excited to make new memories in their fifth-wheel on another trip with Fantasy RV Tours and head west to see the Grand Canyon and Albuquerque International Balloon Fiesta.
Ride-Alongs: Other Two-Bedroom Trailers of Note
Photo Credit: Forest River
Forest River Cedar Creek 381MUD
This 43′ 5” model features a primary bedroom with a king-size bed in the rear and a versatile second bedroom in the front with a pull-out Murphy bed. Both spaces include private bathrooms and plenty of storage. MSRP: $108.995 forestriverinc.com
Photo Credit: Keystone
Keystone Montana High Country 381TB
A posh primary bedroom suite—complete with a king-size bed, wardrobe and washer/dryer prep—is complemented with a rear bedroom that includes its own private entrance and bathroom. MSRP: $108,840 kestyonerv.com
Photo Credit: Grand Design
Grand Design Reflection 362TBS
Grand Design’s luxury fifth-wheel model includes front and rear bedrooms with queen-size beds, private bathrooms and integrated storage. A lofted bunk and optional tri-fold sofa provides enough space to sleep up to eight people. MSRP: $89,998 granddesignrv.com
A brief cameo in Fly Me to the Moon, the 2024 Channing Tatum/Scarlett Johansson rom-com, serves as a reminder that good looks never go out of style. The aging star in question is a 1967 Clark Cortez motorhome, used in the film (as it was in real life!) by NASA to shuttle Apollo astronauts to the launch pad for the first lunar landing mission.
The boxy Cortez body, originally a compact 18.5 feet long with a still-spacious interior, was constructed entirely out of welded steel, making it tough as a tank. Debuted in 1963, the Cortez was also one of the first—if not the first—front-wheel-drive RVs to be manufactured in the United States. Early models were powered by a reliable (though not especially powerful) Chrysler slant-six engine. Mounting that motor up front gave the Cortez good handling and a low step-in, making it attractive to first-wave vanlifers. The Cortez was purpose-built by an unlikely outfit: the Clark Material Handling Company, a manufacturer of forklifts and trucks.
“The Cortez engineers were actually very brilliant,” says Mike Blumentsein, the Seattle-based moderator for the Cascade Cortez Club on Facebook. Though a family illness prompted Blumenstein to trade in his RV dreams for a 1966 VW Fastback, he has owned three Cortezes, including a ’69. One of his rigs was built by the brand’s second manufacturer, Kent Industries, which bought Clark’s Cortez division in 1970.
Photo Credit: NASA
Calling the Cortez “the Sprinter of its day,” Blumenstein notes a key selling point was the customizable interior. “There were no dealers, just a showroom,” says Blumenstein. “And they would build it to your specifications.” Most Cortezes have room to sleep four, but some ended up as mobile offices. More peculiar was an innovation that came with the 1972 model, which pushed the contents of the black tank through the catalytic converter to incinerate the waste.
By the end of the 1970s, though, the last of approximately 3,200 Cortezes ever made rolled off the production line. That heavy steel, it seemed, was no match for the gas crisis—plus, Winnebago and other competitors had turned to aluminum to create a new generation of motorcoaches.
Even so, despite concerns over rusting roofs and the bugaboo of upgrading drum brakes, fans of vintage vehicles cannot get enough of the Cortez. Among them are Laura Meredith and Andy Greaves—she goes by “L” pronounced “elle”—a husband-and-wife team in the midst of restoring a 1965 Cortez. The Virginia-based duo have documented their efforts and offer tips on their Soul of Seeker blog. “Everybody gets caught up in the visual part,” says Greaves. “They just want to talk to us about it because it’s such a unique-looking vehicle.”
For those who skipped Fly Me to the Moon but still want a Hollywood ending, there is good news: NASA’s retired Clark Cortez is on display at the Kennedy Space Center in Florida.
The Central Eastside is Portland, Oregon’s burly quadrant, a century-plus-old industrial zone full of muscular brick warehouses, a working neighborhood to the core. Duck into one cavernous garage in particular and you’ll find outdoor rigs that match the mood. Imposing Mercedes Sprinter vans fill the space, their finishes matte and futuristic, their interiors on the way to becoming mobile modernist cabins. Benchmark Vehicles began applying a refined finish-carpentry aesthetic and serious gearhead smarts to travel vans in 2014, garnering a following for a style that mixes backwoods brawn with quiet luxury. The work has landed the company on the front page of The New York Times and in the garages of scores of avid outdoorsfolk.
Founder Leland Gilmore sees himself in Benchmark’s audience. Twenty years back, he relocated to Portland from the Bay Area largely for the cycling scene, and today he pilots his own rig up Mount Hood for adventure in all seasons. At a table he built himself, Gilmore shared the story behind these endeavors—and the vehicles his team designs and builds to get folks out there.
Shop: Benchmark Vehicles
Location: Portland, Oregon
Founded: 2014
Specialty: Sprinter Vans
Benchmark founder Leland Gilmore; steps in the process that take vans from blank walls to road readiness. (Photo Credit: Will Matsuda)
Q: Your background is in woodworking and cabinetry. Why vans?
A: I was doing furniture contracts for Nike and other clients around town. And, kind of on the side, always working on my old cars. I’ve been a car guy my whole life. In around 2014, I was looking to get into the van world, which was pretty unknown at the time. I felt there was a huge need for really beautiful interior design there—everything was sort of the same.
My philosophy was, people want to spend money on their toys. They want a vessel that gets them out into nature and a comfortable space that they can use as a base camp. And I combined my furniture and interior design skills with my automotive skills and decided, okay, I want to create a brand. And we did that basically first, before really having even a business plan.
One van turned into five, turned into 20, turned into … We’ve done more than 100.
Q: Obviously, plenty of folks love vans. Who are Benchmark’s people?
A: Our clients are into mountain biking and cycling in general, skiing, snowboarding, rock climbing, triathlons. And those are all things I’ve been passionate about my entire life, so it was easy for me to connect with a group of people with similar interests—maybe they’re just in a different income bracket.
Q: What do they say they want?
A: Some folks come to us with 15 pages of notes—all the things they’ve seen from a hundred different builders. We’ll go through every single one of those. I’ll learn a lot from that person—their wishes and wants. And I try to guide and coach them in the direction of what functionally makes sense, financially makes sense, what works aesthetically and what’s pleasing to be in. Others might just say, I really liked that one.
Photo Credit: Will Matsuda
Q: Likewise, a lot of companies build out road-trip vans these days. What sets yours apart?
A: We have a look, from the outside to the interior. It’s a pretty simple assembly of goods and parts. Our exteriors are all very consistent and have a similar vibe. We don’t stray from certain parts and pieces. We stick with our core components. Our vans—they’re aggressive on the outside. There’s a lot of lighting. We prefer certain colors. The way we put together the exterior finishes and colors are just as important as the interior, and that creates a look that makes people think, “I want to rock that ride.” For interiors, it’s the finishes, the fit, how it all goes together. Lighting is huge—correct placement, the correct color temperature, all the things that set a mood inside the van.
Q: You’ve created a team here. What skill sets are you drawing on?
A: My team’s kind of all over the map from their backgrounds—builders, car enthusiasts, aftermarket junkies who want to put on all the coolest components. And our age range is from 20 to late 40s. We all learn different aspects of what we do from each other. It’s a small crew. We’re all here in the same building every day. We have our team meetings and talk about what we want to see in the next van or what worked in the previous van.
Q: To take a step back from the specifics of your builds, what kind of emotional response are you hoping to foster?
A: When you get in a really beautiful sports car, the second you touch the steering wheel or put your hand on the seat, you can feel the difference. That feeling is sensory—it shifts the chemical balance in your brain, like, okay, I don’t know why I like this, but I really like it. And a lot of times it’s hard to put into words. You get that feeling from being in one of our vans.
Photo Credit: Will Matsuda
Rock and Roll
1. Benchmark recently released a series of roofracks designed for the new (and much-coveted) INEOS Grenadier. In Gilmore’s eyes, the UK-designed, overlanding-oriented SUV is tapping a cultural niche similar to the Sprinter’s adventure-seeking audience. Several of the designs feature integrated light bars.
2. The full description of a Benchmark build is a spec-lover’s dream, detailing the company’s exacting material choices from insulation wool (Havelock) to custom floor-mat sets (Chilewich). A recent project’s kitchen setup rolled out with Le Creuset and YETI gear. Full specs and extensive image galleries for many projects can be scanned at benchmarkvehicles.com.
Photo Credit: Will Matsuda
A Van, A Plan …
Benchmark doesn’t technically sell vans—clients purchase them and hand them over for build out. But the company provides dealer connections and advice.
There once was an era when, for most RV owners, the onset of winter meant storing their rig until late spring. But manufacturers have made great strides in recent years, building trailers that can keep things toasty when the mercury takes a plunge. There’s perhaps no better example than the Arctic Fox Edge from Northwood.
The double-axle towable comes with all the amenities you’d expect from a modern travel trailer: a palatial kitchen with residential-style appliances and solid-surface countertops, a bathroom with a spacious shower and porcelain toilet and a primary bedroom boasting a king-size bed, copious storage and a separate entrance. Still, it’s the rig’s cold-weather capability that sets it apart.
Photo Credit: Northwood Manufacturing
“Build-quality and four-season performance are our number-one priorities,” says Donald Cochran, Northwood’s chief sales of cer. “But with the AFox Edge we wanted to take things a little further—and it shows in its specs.”
Those specs include high-density block foam insulation, staving off chilly drafts and keeping heat inside. Reflective materials in the roof and on the slides, plus additional insulation in the ceiling, bolster those efforts. Add a 1,000-BTU auto-ignition furnace, frameless thermal pane windows and fully wrapped and heated holding tanks, and you have a travel trailer that—as its name suggests—is built for arctic conditions.
Photo Credit: Northwood
Northwood’s Iron Horse chassis serves as the platform. Custom built for each floor plan, the chassis enhances the trailer’s durability and off road chops. “We’re the only manufacturer that builds our own chassis,” Cochran says. “That allows us to have complete control over the quality and integrity of every aspect of the trailer.”
Attention to detail shines through in the Arctic Fox Edge, an RV that performs equally well on- and off-grid all year long. Regardless of what’s going on beyond those well-insulated walls, you might just think you’re staying at the actual Four Seasons.
Dimensions
GVWR: 12,800 lbs.
Hitch Weight: 1,065 lbs.
Overall Length: 29′ 9″
Exterior Height: 11′ 4″
Illustration by Dee Duncan
The AFox Edge comes with a fi ve-point leveling system for maximum stability.
The Northwood SolX10 system provides 1,000 watts of solar charging.
A 13,500 BTU air conditioner keeps the trailer cool in the summer.
An 18’ powered awning with LED lighting provides shade and shelter.
The trailer comes with a MORryde CRE-3000 suspension and all-terrain tires, enhancing four-season and off – road performance.
Bluetooth outdoor speakers keep the party going outside the RV.
A rear ladder provides access to the fully walkable roof.
Insulated passthrough storage compartments make stowing gear a cinch.
A sampling of gear and accessories from some of Wildsam’s trusted partners.
Photo Credit: Midland
Midland
For adventurers, having a communications set up ensures peace of mind when traveling the open road. While cell phones are essential, they aren’t always reliable. Midland’s MXT275 MicroMobile Two-Way Radio brings powerful GMRS communication, making it the ideal base station to reach others instantly. Paired with the GXT67 Pro GMRS Walkie Talkie, connection in and out of the vehicle has never been easier. The ER50 Portable Emergency Radio brings real-time weather and emergency information to navigate changing conditions along the journey. Together, these communications tools bring safety while pushing the limits throughout outdoor adventure. midlandusa.com
Photo Credit: Nokian Tyres
Nokian Tyres
Nokian Tyres One reinforces every journey with pothole protection thanks to puncture-resistant Aramid fibers. Finnish innovation and American grit combine to form a rugged rubber compound that’s tough on potholes, smooth on the highway and keeps you safe in the moments that matter most. Designed in Finland, the Nokian Tyres One rolls out from Nokian Tyres’ award-winning Tennessee factory. This all-season tire is crafted for the demands of North American roads and ready for whatever lies on the road ahead. nokiantyres.com
