Mountain Master & HitchHiker 35'

A converted Freightliner FL60 has the right resume for

squiring around NuWa's full-featured, triple-slide fifth-wheel

Consumer preferences continue to favor fifth-wheel trailers with multiple slideouts, fancier appliances and richer decor embellishments. As a consequence, however, units on the higher end of the price spectrum have tended to become progressively heavier. This poses a substantial logistical challenge to owners of such weighty mobile condominiums; they need a house mover rather than a garden-variety pickup truck to tow them around. Need is the mother of invention, they say, and a size able aftermarket industry has now sprung, up which converts medium-duty, "business-class" trucks for just such recreational towing purposes.

Of the several varieties of trucks it converts, Mountain Master Equipment of Phoenix, Arizona, upfits a very stylish, no-nonsense version of Freightliner's FL60 in a two-door, extended-cab model, which sells (with options included) for a suggested retail of $68,900. It will pull any recreational fifth-wheel trailer built today with its 35,000pound tow rating, and it also possesses a gross combined weight rating (gcwr) of 45,000 pounds.

The test truck's powertrain includes a Cummins ISB 5.9L turbodiesel engine, which generates 250 hp and 660 lbft of torque. Coupled to this is an Allison MD-3060 sixspeed automatic transmission, which makes towing duties and especially slow-speed operations in busy traffic, almost effortless. The big Allison is also much better equipped to handle the torque of the Cummins and other powertrain stresses related to heavy towing.

Integral to its recreational makeover of the FL60, Mountain Master Truck Equipment installs a rear hitch platform that includes a variety of cargo boxes and a custom, fifth-wheel airride hitch (see sidebar). The truck's rear cargo platform is designed predominantly around consumer suggestions, including top-access cargo doors. It contains 38 cubic feet of space within two, deep forward bays and one rear area under the fifth-wheel overhang. We found these areas considerably handy for storing tools, Rubbermaid cargo pods and the occasional bag of groceries, which was much easier to place here than being lugged up the steps into the raised-cab area.

The bed's superstructure is welded 2 x 6-inch steel tube, which gives the upper deck surface a load-bearing capacity of 15,000 pounds. Steel framing is completely pre-painted for corrosion resistance, as are individual storage boxes, which are fabricated using 14-gauge steel. Aluminum diamond-plate panels cover the exterior of this impressive arrangement and bestow a stylish, yet functional, finish.

Qualities that make Mountain Master's cargo bed really user friendly include the top-loading orientation of the lidded cargo bays and the fact that exterior top- or side-plates may be individually replaced in the future if dented or otherwise damaged. Access may also be accomplished easily with one hand, while packages are held in the other.

Mountain Master's Freightliner conversion and NuWa's HitchHiker Premier Limited model 34 RLTG make a very attractive couple. This fact was continually reinforced throughout our trip by approving waves, thumbs-up signs and numerous questions from admiring observers. The test fifth-wheel included a rear living room, midcoach kitchen and front bedroom. With its triple-slide architecture and beefy construction, the NuWa had a wet weight of 14,300 pounds and carried a gross vehicle weight rating (gvwr) of 15,600 pounds.

Many quality features on this well-constructed fifth-wheel are standard, therefore making its suggested base price of $55,580 seem not quite so formidable. With $3,504 of options (automotive finish, china toilet, oak flooring, fabric ceiling, etc.), the test rig lists for $59,084.

POWERTRAIN, PERFORMANCE

What really impressed us most about the handling and performance of the Freightliner FL60, besides its substantial towing capability, was its overall ease of operation. The learning curve for first-time operators of this medium-duty hauler is minimal, with driving dynamics and size considerations similar to a Class A motorhome. Even the distaff member of the team had little trouble piloting and backing the combination throughout the trip.

Initial bobtail excursions with the truck around town were quite surprising considering its bulky dimensions. With a 164-inch wheelbase and 50-degree wheel cut, the FL60 is capable of a 40foot turning radius, which in relative terms means that it "turns on a dime." About the only distraction during solo operation is the rig's tendency to pick up on highway irregularities and transmit them directly to the seat of one's pants. Once the trailer is hooked up, however, things get nailed down nice and tight.

Raging windstorms blasted the area along our intended test route the day prior to our departure. Even though reports of 18-wheelers flipped on their sides preceded us, we forged ahead on the heels of this big blow with our fingers crossed that we would not befall a similar fate.

As we trundled out the interstate, which is inherently chockablock with some of the worst truck and commuter traffic in six states, the Freightliner effortlessly bent to its task of towing the HitchHiker as if it were a much lighter load than 14,300 pounds plus our added gear. Despite its sizeable mass and 35-foot length, the fifth-wheel followed obediently under all driving circumstances like a shadow.

Residual wind gusts up to 40 mph were still in evidence along our course. However, they did little to influence the lash-up's rock-solid stance or ability to maintain lane position with relative ease. Also complementing the truck's tracking prowess were serious 235/80R22.5 tires, which made steering control all but impervious to pesky botts dots, pot holes and uneven lane seams, which can often grab a tire and jerk a vehicle's steering.

With the Cummins ISB 5.9-liter, 24valve turbodiesel under the hood, we successfully handled every highway obstacle we encountered with more than enough muscle. The Allison MD-3060 six-speed automatic transmission is no slouch either, shifting fluidly and intelligently at programmed intervals. As needed, the tranny can also be manually upshifted or downshifted by means of an easy-toreach push-button control panel.

Grades in the 7-percent range tended to slow our considerable load down to 36 mph and 2,500 rpm in second gear. Nevertheless, we did moderately better on a 6-percent climb at 46 mph and 2,400 rpm in third gear. Once we topped out on more level terrain, the powertrain quickly resumed highway cruising speeds.

Take-offs from signals and entering freeway on-ramps aren't exactly headsnapping affairs, due to a slight turbolag. After this brief delay, however, the truck is able to easily achieve cruising velocity with no difficulty. Surprisingly, one must really pay attention to the speedometer once underway, for the Freightliner has pretty tall gears (3.90:1), which allow effortless acceleration to well beyond the legal speed limit.

Gears, electronics and other powertrain enhancements on the Cummins made relatively decent fuel mileage possible throughout the test; we charted an average 11.3 mpg towing and 15.2 mpg solo. On the performance side, we recorded average solo 0- to 60-mph speed runs with the truck of 18.7 seconds; with trailer intow, 40- to 60-mph segments were covered in 18.2 seconds with total 0-to-60 elapsed times of 34.0 seconds.

Backing the big truck in to hook up a fifth-wheel is relatively easy, though a 6foot-tall driver must crane his/her neck pretty good to see the hitch. What makes things nice, though, is an air-dump switch on the dash panel. When actuated, it temporarily bleeds air from rear-suspension air bags, which lets the back end of the truck adjust downward up to 5 inches in matching up to a trailer's hitch pin.

What really showcased the superb road manners and hauling abilities of the Freightliner was an unplanned, 50-mile diversion through hard-scrabble sandstone and chaparral badlands. To begin with, we selected the wrong highway exit en route to our final destination. We ended up instead taking a jaunt down a traffic-infested road, a harrowing drive amidst cheek-to jowl lunch-hour mobs in a small town and a white-knuckle sashay on mountainous, two-lane backroads with few shoulders and even less turn-outs.

Other than watching our lane position on a treacherous road, which was probably engineered for early buckboard traffic, the truck pulled steep inclines and deftly sliced some pretty tricky corners and switchbacks with the utmost of ease and accuracy Furthermore, the challenging drive graphically demonstrated the truck's potential for taking recreationists to places they never dreamed they might access in a combination of this size.

COMFORT, CONVENIENCE

The simple, but functional, extendedcab environment of the FL60 gives drivers and passengers an elevated perspective of traffic well above a pickup truck, and similar to those experienced by longhaul teamsters. Forward views of the highway and surroundings are outstanding, and complemented further by the truck's slant-nose and the cab's wraparound glass. These aspects are both advantageous and reassuring when traversing urban freeway chaos such as we did.

It's probably no shock that many performance attributes of the Freightliner are quite truck-like in nature. Fortunately, they seem to give drivers more a sense of confidence than detracting from the experience. As an example, a large steering wheel and tack-sharp gauge clusters provide good operator control and excellent feedback of underhood goings on. On the other hand, things aren't all that quiet inside the cab when the big Cummins starts laboring at high revs in lower gear ranges. Fortunately, once upshifted to cruising speed, things tone down considerably as the big combination gathers momentum.

Driver/passenger ride comfort is aided considerably by two Bostrum high-back bucket seats, which have vertical air adjustments as well as an inertia-compensating fore-and-aft mode for smoothing out long trips. To the rear, a full-width bench seat is handy for supporting extra gear, or carrying several passengers on short hops.

LIVABILITY

NuWa's HitchHiker 34 RLTG tripleslide encapsulates just about every aspect of residential functionality, comfort and ambiance one might wish for in a wellwrapped package. This rig is designed for the true, long-term resident or snowbirder; replete with modern appliances, furnishings and gobs of storage space.

Exterior storage is generous and includes a huge bay under the forward bedroom overhang that is accessible from three sides. The unit also possesses a somewhat slim cargo payload of 1,300 pounds, which should be enough capacity to load most necessities as long as the owner uses some discretion.

For a test location befitting the coach's use potential and class, we visited one of Outdoor Resorts of America's newer Sunbelt parks at Aguanga, California, for a short stay. Once backed into a site bordered by a sweeping, palm-studded golf course, small lakes and splashing fountains, the unit looked truly regal and quite at home in such a posh setting.

First and foremost, the rig offers a very livable, spacious floorplan that is created by opposing slideout room extensions in the living/dining area and a third in the bedroom. Added to this, the test fifthwheel's "Cameo" interior decor package of light beiges and rich browns provides both a contemporary and very use-conscious interior environment.

Pale beige carpeting covers most floor surfaces with easily cleanable oak hardwood used in the kitchen where random spills are more likely to occur. Solid, oakhued wood cabinetry and trim are found throughout the entire rig, while pleated day/night shades and padded window valences frame interior window surfaces.

Set-up time on the site was quick, and we were soon relaxing in the living room on two swivel recliner rockers and enjoying the antics of nearby RVers through the expansive rear window panels. Besides plenty of shades to control natural light at certain times of the day, all the windows include amber solar reflective surfaces to help maintain interior coolness.

Climate control in general on this rig is superb, with a host of alternatives available to deal with most weather conditions. Moderate daytime temps during the test only warranted the selection of exterior or "vent" air through the air-conditioning duct system to keep us comfortable. For added circulation, we utilized the five-bladed ceiling fan as needed. During dinner preparation, we pressed the thermostatically-actuated Fan-Tastic living-room fan into service to expel excess cooking humidity; as cooler temperatures prevailed later in the evening, the floor-ducted furnace system kicked in to provide well-distributed warmth to all interior zones.

Cooking and dining in this very livable floorplan is a real pleasure, and enhanced immeasurably by microwave as well as gas oven appliances. Long-termers will really appreciate the floor-to-ceiling pantry adjacent to the kitchen for storing plenty of groceries and other sundry items. Meal preparation is further aided by a generous, L-shaped countertop of approximately 14 square feet (with sinks covered); an extra 15 x 15-inch fold-up counter extension is also available on demand.

After dinner was cleared away, we fell back into the recliners and sprawled out in front of the full-featured rear entertainment center for a little reading and some television. Throughout our stay, we also enjoyed the center's other electronic gadgets, including a three-piece stackable AM/FM stereo system with CD changer.

One notable feature on this model is a computer work station that sits against the rear living-room wall next to the entertainment center. The location has 12volt DC and 120-volt AC power plugs as well as a telephone jack that can accommodate a modem. Even if one doesn't own a computer, the space will serve nicely as a small home office. As it was, the desk surface gave us a convenient place to write our reports along with a good view of what was going on outside.

The HitchHiker's midway, walkthrough bathroom is exceptionally accommodating for cleaning up and grooming. A private toilet room sits curbside, while the remaining fixtures, including a roomy corner shower and sink cabinet, are located streetside. We especially like this arrangement because it allows more than one person to use the facilities without interference from the other.

Besides personal grooming needs, this area has several nifty features that all fifth-wheels of this type should possess. One is a liftable trap door, which fits flush in the bathroom floor, and through which one can access the forward basement storage area. Another is a doubledoored, curbside linen closet of approximately 20 cubic feet, which includes a tip-out clothes hamper. Besides storing towels and other soft goods, one may also use some of the space to house an optional washer/dryer.

Nights spent slumbering in the roomy slideout bedroom were as comfortable as if we were in our own home. The 60 x 80-inch queen bed provides firm support to weary bodies, and is easy to make up and navigate around because of adequate aisle space and 5 feet 11 inches of stand-up headroom.

CONSTRUCTION

NuWa builds its upper coach superstructure of 2 x 2- and 2 x 6-inch wood framing and mounts the entire assembly on a pair of 2 1/2 x 8-inch C-channel steel frame rails. Axles and shackles are easy to maintain due to readily accessable lubrication points with external Zerk fittings on all shackles and wheel bearings.

A composite floor assembly is constructed from 2 x 3-inch wood frame members, 3-inch-thick inserts of FomeCor and fiberglass batting and a %-inchthick plywood floorboard. The floor assembly is also sealed from below, and internally shelters plumbing, wiring and heat ducting, which gives the coach fourseason use potential.

Side walls of the unit are pressure laminated (vacubonded) for strength, rigidity and lighter-overall weight. Incorporated into this assembly is an exterior skin of gelcoated fiberglass with a lauan backer, 1 1/2inch thicknesses of closed-cell Styrofoam insulation, and inner-facing wall material comprised of vinyl-coated lauan. For added durability and strength, all cabinetry is screwed and glued to the fifth-wheel's surrounding wood superstructure.

Roof framing consists of 5 1/2-inch trusses, which are covered with %-inch Structurwood paneling and topped with an EPDM rubber cap. Internal roof spaces are insulated with 4 1/2-inch fiberglass blanketing and finished with a ceiling panel upholstered in acoustic-enhancing cloth fabric.

Slideout mechanicals are NuWa's proprietary design and engineered specifically for use in its own products. Systems are hydraulically actuated for heavy-load management and move trapezoidallyshaped room modules by means of rackand-pinon gear mechanisms. Trapezoidal slideout architecture allows a flatfloor surface within the living/dining area without any pesky step-ups and also enhances sealability against outside elements. In case of emergencies, slideouts may be manually retracted by use of a hydraulic hand pump.

Mountain Master's converted Freightliner FL60 medium-duty hauler proved extremely capable and efficient in handling the prodigious weight of the HitchHiker test trailer. It more than measured up to the challenge in towing capacity, power output and deftness of handling while adding the safety, durability and many other conveniences of a commercial-grade truck. As a stylish recreational residence with plenty of four-season useability and modern features, NuWa's HitchHiker Prestige Limited has great potential for long-term visits to far away places. TL

NuWa Industries Inc., 3701 Johnson Road, Chanute, Kansas 66720; (316) 431-2088. Web site: www.nuwa.com

Mountain Master Truck Equipment LLC, 825 E. Port au Prince Lane, Phoenix, Arizona 85022; (888) 686-6278.

Copyright T L Enterprises, Inc. Jun 1999
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