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Hi Hermit PM me with your Email address and we can chat about the saga with my 2007 XC2 that I have now dust proofed following detailed exchanges of photos and telephone calls with the Gall boys who I kept fully informed from leaving the factory and after several long trips on dirt roads in WA. All problems were resolved very amicably. Many of the problems can be put firmly in the Camec ball court and they were not interested in achieving any resolution. Regarding Tony H comments my van has a front kitchen and rear mounted 4 seasons that has not given any dust problems, we always drive with it closed. One of my own mods is a bar carrying 2 Kedron mudflaps hanging down below each side of the stone guard that makes a big difference to dust flow and saves a lot of stone damage under the van. The XC2 is a dream to tow on all road conditions. Cheers

I have a 2008 Patrol CRD towing a XC with an ATM of 2750kg very well. When new it had bad fuel consumption towing and not towing of around 20l/100km & 13 l/100km but got better with use. On the last trip around mid east and south of WA fuel consumptions are shown in the attached file. I am running a DIGI chip which made a big improvement to low down pulling power and general drivability. I have also been playing with adding 2 stroke oil to my diesel which definitely makes the engine quieter and appear smoother but changes in fuel consumption are marginal. The Patrol as standard struggled on grades where it was too steep for 4th but 3rd was really too slow but now it cruises effortlessly at whatever speed I want to use I believe the CRD engine does not have the renowned problems of the earlier Patrols. The suspension is standard except for airbags in the back. My Patrol is a very good tow car all roads - bitumen, graded dirt and a variety of tracks. Your lighter weight van should be a very easy tow for a CRD Patrol particularly after chipping the engine. Cheers John tripoct09f.pdf

Hi Pete & Tracey After all the suspension upgrade and intercooler mods on the 4.2 why not chip the engine and fit a mandrel bent exhaust? Then by reputation you should have a really good Patrol to pull the van. I have a CRD Patrol with a Digi CR65 chip which gives something like 134Kw & 430Nm torque which pulls my fully loaded XC2 (about 2.75t with full tanks) as quick as I want to drive easily on bitumen or dirt roads. Your 4.2 with mods should pull your heavier van just as easily. Regards John

http://www.kedronownersgroup.com/forum/ind...p?showtopic=188 Check out my comments under the above topic posted by Webby in February Regards

Hi Our 17ft XC2 2007 is plated at 2210kg tare with 160 kg ball load and 2750 ATM and we towed it 10500 km back to WA with a Terracan without any towing problems except hill starts are a fine art. Average fuel consumption over that distance was 14.6lt/100km and we were able to cruise at 100km/hr easily. Hill climbs were no problem including over Atherton tablelands, New England highway and the steep climp to Maleny from Palmwoods via Monteville. If your Prado is the latest Common rail diesel then it would tow a 17ft XC such as ours easily and economically, however if you have the old low power Prado forget it. I doubt your 18ft XC will weigh 2200 kg more like 2300kg. The legal tow limits of the Prado may be the same as the Terracan 2500kg, where the 2500kg is the GTM of the caravan which is the weight on the wheels giving a legal ATM of 2750 kg with a 250kg ball load. I verified this with Queensland Transport last year before confirming our order. Talk to Stan about weights and specs and ask him about the XC2 that went to WA at the end of October last year. Do your home work and really think out what you would want to do with your van and where you would want to go. All the best

Darryl Mine have collapsed under the fridge where there were just 2 staples at the end of support members and no signs of glue. There is no sign of glue at any of the joints throughout the van. The drawer runners are supported by just 2 pins and no reinforcing pads nor vertical support. I haven't been on a dirt road yet the only bit of rough is the Gregory Way. I expected glued and screwed joints as a cabinet maker would use reinforced for dirt road work by extras such as in the photos. Not dry butt joints in soft pine wood only stapled together with a few pins. I asked for responses from newer owners as I believe Kedrons reputation was built on very sound strong workmanship but is it the same now? And Please Darryl don't go running off to your mates at Kedron with tales of this post.

Owners of newer Kedrons have you had a look at what holds your cabinets together? Have you put your head inside cabinets to see how they are built? Is the tin tack construction in the attached photos typical? Has anyone had any problems with cabinets falling apart and side hinged overhead doors falling on their hinges as the screws pull out? I still have to get Kedron reaction to my problems but decided to test the water with other owners first.

Maca A tug with a recommended tow ball load of 150kg is not much use to Kedron owners. Regards John

Hi Ian & Jill I hope you have sorted out your problem by now what was the solution? My similar problem with a dish from a local Perth supplier was simply that they gave me the wrong LNB. Regards John

Hi Roger Something about the LC 200 has been intriguing me is the published payload in Toyota specs which indicate between 600kg to 670kg depending on the model. My guesstimate weight of the payload of your listed extras including a longrange fuel tank fuel and tow ball load is at least 650kg. How do you fit in with additional luggage when towing the TE? Regards John

Hi All I have been following this discussion with interest and offer my log of last years trip to collect our 17ft XC2 with a few extras to the standard spec. Tare is 2210kg & ATM 2750kg, 2 panels & 2 batteries + 3 water tanks. Our tug is a Terracan CRDi 29lt diesel with Ironman suspension, 90lt spare fuel tank + LC70 spare wheel carrier. The attached file shows our fuel use for the non towing trip to Brisbane including some running around. On this leg we didn't hang around doing the run in 4 days and normal cruising indicated speed was 115-120km/hr at 2800 - 2900 rev/min in 5th. The spare tank allowed us to do the run from Coolgardie to Ceduna without refuelling but I made the mistake on the return trip of not re-fuelling at the SA/WA border expecting prices after that to be similar but alas BP are rip-off merchants in WA dictating the prices of all BP fuel stations on the Nullabor. Our first run with the van from Kedron to Forest Glen was not good suffering a collapsed wheel bearing on the van. After that the van brakes were dragging intermittently for the next 4 days affecting the fuel consumption. Our normal cruising speed with the van on the open roads was 95 - 100km/hr in 5th gear at 2200 - 2300 rev/min. I can't remember what the legal speed is for Cunninghams Gap but we cruised up around 90km/hr in pouring rain. the Terracan towed the van like it was on rails even on the road through Atherton on the Gulf Development Rd and Gregory Way where we could still cruise easily around 95km/hr even when pulling of the bitumen onto the wide shoulders. On the Nullabor we had 1 day of tail wind and a couple of days of head winds when we took it easy as it was quite easy to see fuel consumption rise. To finish off our testing of fuel consumption we now have to do some dirt road runs. Have fun JohnXC852_TRIP.pdfXC852_TRIP.pdf