Best offroad - 4x4 truck or 4x4 ute? 

Works well doesn't it!

@@L2SFBC sure does, I bet it came at a serious cost though

Not really. The truck without the camper is around $90000 AUD.

They sell the 4x4 stuff in the states. It's just not as common.

@@L2SFBC I'm wondering how much the suspension lift was? I bought a new RAM 1500 Quad Cab to set up as a camper, but now the diff strength has me wondering if it's up to task even while keeping to standard GVM which is only 850Kg 🇦🇺

Me too...was amazing! Please share it then 👍thanks

In a few weeks I plan something you may be very interested in...

Glad you enjoyed it

Thank you very much! Would appreciate a share, and I have other videos on the Canter vs Ranger too!

Glad you liked it! Please share :-)

Thanks please share 👍

Thanks 👍

Thanks, please share :-)

4.8 engine of isuzu is 4hl1 . it is so powerfull engine i have one of it and i was so impress of his tourqe and power

Agreed - I think my ideal setup would be a brush bar all the way around, and I'd want the camper the same width as the cab, and pop-top so same height. But, that'd be mega$$$$...

Glad it was helpful! Please share :-)

Thanks, please share!

Allan, I have seen some of your videos, I agree with your comments wholeheartedly. The two major differences between this light truck and Fido are: the Isuzu has Isuzu's medium wheelbase (3395mm), whereas yours is the short wheelbase from memory and our light truck is reasonably heavier than yours when fully loaded in touring trim; 5,900kg versus 4,500kg (approximately as I understand it) for Fido.

Hmm...take a look at the Discovery on the Hill of Truth...

can't you get 25year old import Mitsubishi canters in the states....

you have so many great trucks in the states at great prices i wouldn't be worrying about not having this truck over there. I'm envious of all the usa trucks that don't get made in right hand drive and imported here.

What made you want to skip it?

@@L2SFBC Well, I just see people doing unfair comparisons just to make their point. This is the first video I saw from you. The second one is about the the Austin and the sand dune. You got a new subscriber. I appreciate your work.

Thanks. My conclusions are not pre determined and I like to show detail so readers can see how conclusions are drawn.

And space...

If you are thinking of doing that and wish to have super singles and maybe upgrade the suspension. Do any major changes like them before initial registration, then the vehicle can be registered in any state or territory. If you do it after initial registration, or you do changes to a second hand vehicle, then you will be looking at engineers certification for every time the vehicle is registered in a different state or territory.

@@allanhugh2044 Mate, I didn't even know that was a thing! That makes total sense. How would I go about that if I was to purchase a new truck?

@@taringaturi6950 The single most important thing, is to ensure you get an approved second stage manufacturer to do the alterations requiring notification or amendment to the vehicle outside the original manufacturer's specification, prior to initial registration. I could have had all of the modifications done locally (Victoria) prior to original registration, but none of the places I was able to find that could do this, were second stage manufacturers as specified in the regulations. When these people do these kind of modifications, they simply get an engineer's certificate, which really makes life interesting when reselling to someone residing in another state. The people who did the modifications that matter, which in this case is All Terrain Warriors in Qld (ATW), are a second stage manufacturer. They issue a, "Second Stage Manufacture" compliance plate, which is permanently affixed for the life of the vehicle. This may sound daunting, but is quite easy to get done right; just ask the appropriate questions before saying yes. The mechanics in this case with an Isuzu light truck went like this. Initial research done with our local Isuzu dealer and other brands. We decided on the Isuzu, then contacted various vehicle modification businesses. In our case ATW received the vehicle direct from Isuzu's bond yard, did the modifications, then trucked the truck to the dealer in Victoria. The dealer took care of registration, then we picked up the vehicle and drove it home.

@@allanhugh2044 thanks very much for the info and insight, Mate It's very much appreciated I can take alot away from that explanation. Cheers

Buy one and let us know how it goes!

They're actually ok in that position, they don't get damaged and it moves the weight low and central, then leaves more room for the tray etc.

How do you think the bog stock isuzu would go with the dual rears offroad? The gearing would be lower also. Would be interesting. Cheers Rob​@@L2SFBC

@@chrisandshazza01 definitely worse with the dual rears which are also smaller diameter, and the gearing is plenty low enough even with the big tyres.

You are correct, the camper is too high, however as it came from another vehicle and we owned it, this was the cheapest way to keep on touring wherever we wish with the least drama. While the weight does look quite high, I can assure it is very low. Except for the small rooftop air conditioner, nothing of any weight is higher than 900mm from the bottom of the camper. The highest thing which has some weight, is the bed and that is below the cabin height with the very top of the bed below the top of the cabin. Internally there are only the walls with light cupboards above 900mm from the floor. The camper is quite light as it was originally built for a much smaller vehicle where weight was a big issue. The truck is remarkably nimble and light, with all who drove it before we took delivery being surprised at how well it drove. The 280 litres of fuel is below the tray, the two spare wheels are below the tray, there is a 140 litre water tank above the rear differential but below the tray. Keeping all of these heavy externally mounted items very low, has also helped in making the truck handle as well as it does.

When I can...

If I can get them!

...and the Isuzu could carry your F-150 in weight!

@@L2SFBC Indeed! And the F-150 can hardly carry anything at all (roughly 450kg in addition to me and the missus). I still love this daft truck though, despite it not fitting in any parking spaces or garages here in Norway ;)

That is an interesting question. The difference between the Ford Ranger and the Isuzu NPS is reasonably huge, but at the same time not too far away from each other. Essentially the Isuzu NPS, along with the Fuso and Hino equivalents, is a reasonably affordable step up in almost every department from mainstream automobile manufacturers cab chassis with a tray on the back, or cab chassis with a tub on the back that most of us are familiar with. Once you step up from the Light Rigid driving licence class of Japanese trucks available in Australia, you really start to get into some serious vehicles with quite serious capabilities. The price of these vehicles while not yet in the stratosphere, is getting close to it, which mainly restricts these kinds of Medium Rigid licence class vehicles to very well heeled customers. I would suggest the next most popular 4x4 truck that many people use is the MAN TGM range. These MAN trucks second hand are reasonably available in Australia and make excellent touring vehicles. The ex military Mercedes Unimogs that many people see in Australia right now, are essentially 40 year old military specification bare bones trucks. They require some fiddling to make them more user friendly and from personal experience you will find a set of ear muffs handy. Noise deadening in the cabin really helps. Current Unimogs are really in a world of their own, pretty much nothing stops them if they have been configured correctly for the load and conditions. They are nice to travel behind on a track, at 2500mm wide they effectively create a dirt highway for the following vehicle. The bigger trucks, Unimog and MAN have another problem, vehicle length. The above Isuzu is 6250mm in length, tray length is 4200mm, the living space in the slide-on camper is 4100mm in length; width is 2200mm and height is 3250mm. This is a small truck yet you could see how tight things were in places, however at that size it is quite agile. Stepping up to larger trucks that are wider, longer and heavier is doable, but the inconveniences get worse the bigger and heavier you go. In summary, Ford Ranger to Isuzu NPS, quite a big step. Isuzu NPS to MAN TGM, a very, very big step. Isuzu NPS to Mercedes Unimog, you'll need a stepladder.

Agreed!

@@L2SFBC Not so good for colder climates though ie South Island of NZ in winter.

This is what we are looking into. OverlandXP by Trailblazers RV do one.

Hah good point!

As Robert mentions, a good point. That said, the Isuzu in all cases, always went after the Ford ute(s) traversed whatever the obstacle was. Thereby giving me an idea of what the surface was like and their ability to conquer or not conquer the obstacle. It had been approximately 48 years since I had done similar stuff in 4x4 and 6x6 trucks, to say I was rusty would be an understatement. The Isuzu certainly has surprised in places not expected, the Hill of Truth was one of those places. Being a manual transmission, riding the clutch up a hill is not the best idea, so one has to select the appropriate gear and use throttle control to do the job. If you listen and look at the Isuzu's Hill of Truth ascent, you will note a couple of times the revs die right down. Each time I felt (and heard) slight slippage coming from the front axle, I pulled the throttle back ever so slightly. Doing this the revs dropped to approximately idle speed and/or slightly under idle speed (750rpm). The torque of the motor is such, that with a delicate touch of throttle the truck would start ascending the hill again, resulting in really minimal front axle slippage as the torque bias differential continuously threw power back and forth to either side of the front axle. I could feel and hear one front wheel start to slip, almost instantly that would stop then the other side would start to slip while at the same time the first wheel received tractable power. If we had had two cameras, one either side and played them back on a split screen, it would be quite an interesting thing to see as either side starts to slip then stop slipping and watch this in real time as the torque bias differential swings power from side to side.

There will be more such comparisons...can't say exactly what and when yet though!

Apart from the excess power the 79 has, it loses every other comparison from cost to ride to handling to cruising at 100k to towing to load carrying capacity. The 79 can be really ugly off-road with it's lack of articulation and narrow rear track. The extra power is no real advantage either, unless you're a wanker who thinks a V8 still sounds good when a turbo is in the exhaust :) - here's a tip - a good old NA V8 petrol sounds great, a turboed V8 diesel with no muffler sounds shit.

Yes the comparison wouldn't go well for the 79. It needs both lockers for the Hill of Truth...check my LC70 video

thanks I don't include that as I didn't have a chance to drive that terrain. Another one coming soon, please share this one!

If you are talking about the springs at the 2.12 second mark, then these are designed to allow the tray, which the camper is bolted to, to let the chassis rails flex (twist). This means the tray can stay mainly flat and the chassis rails underneath can twist and flex a bit without trying to twist and flex the camper. There are 4 either side for a total of 8 spring mounts.

Glad you liked it! Please share! I can't comment on costs; contact All Terrain Warriors who did that truck, and Australian Adventure Vehicles who also specialise in these vehicles.

@@L2SFBC thanks Mate I will check them out for sure Much appreciated👍🏽

Too broad a question. Depends on budget and needs.

What mods do you have?

@@L2SFBC Parabolics in the front only Adj shockies all round, standard running gear original LSD in rear ( actually very good) Umm actually too many mods to put in here. hahaha Easier to post picture.

Would like to see!

Thanks for the like much appreciated!!! Please would you tell me what year that particular Everest is just curious?

That's a 2016, one of the very first, but Ford updated the traction control software later

@@L2SFBC oh so they have updated it again? From what year was that?

@@vanderz1012 - No what happened was when the Everest was first released at the same time the Ranger when PX to PX MkII, so what every they did to the Everest (save for the rear suspension which is anti-roll bar, coil springs watts link (in a very neat 5 link set up which is a good compromise for on and off road use) v simple leaf springs, sway bar set up in Ranger. The front end of Everest/ranger is where it changed for Ranger, (depends on view of engine assisted hydraulic power steering v electric power steering) when Ford updated the PX to PX MkII they changed the steering to "EPAS" electric power assistance steering which meant they could also control the traction control on the front axle (re: keep it switched on full time) when using the rear diff lock, Ford also changed the way "BTC" brake control torque worked also in that the torque split in 4x4 low was reduced by about 40% at the front end in order to provide better traction combined with ABS, going to EPAS set up also allowed Ranger/Everest to have semi auto parking / lane keep assist and all that other stuff which may or may not be a good thing again depends on your view point.

@@351tgv thanks very much for the detailed explanation this is so very important for me when choosing my Everest thanks very much 😁

I can't say exactly - would need to measure turning circle with and without, and you can't disable an LSD -, but I'd go for the locking diff option not the LSD. It's a big truck and doesn't need an even bigger turning circle. And the turning circle would also change depending on the nature of the terrain. But, it is significant.

If I can find one, I'll do it!

Hi Rob, I have an FTS800 that i can bring to the table. What do you have in mind?

The same as in the video - Ranger as a benchmark, see how the truck goes!

@@L2SFBC I'm good with that. Where are you based?

Melbourne but I travel...when allowed!

Someone had a question if these vehicles are available in NZ...any idea?

@@L2SFBC I seen these trucks here so there must be a dealer some place here👍🇳🇿

@@L2SFBC Full Isuzu range is available in NZ with an extensive dealer and service network. And no, I do not work for Isuzu. But I have been considering one for myself so have done some research.

Yes...the video states it has a Quaife ATB LSD in the front.

@@L2SFBC no it doesn’t, just rewatched it you mentioned The lsds at test 8 and the conclusion but only said powerful front and rear lsd’s

Sorry thought that was mentioned. Added it to the description.

@@SUPERTRUCKER166 This is how world peace will be acheived! Holding people to account over their damnable lies related to minutea. I applaud that you didn't just accept his untruths and rewatched the video to prove your point.

Sorry didn't cover that but the owner has commented I think on this video with numbers

Well, the 79 is smaller...but yes, with the amount of money poured into the average 79 build you could get a tasty NPS or Canter, brand new, which could carry a lot more both bulk and weight...and be as comfortable!

@@L2SFBC Yes true re size. Amazingly though for 80k you can have complied 37s and a matching front to rear wheel track 🤣

Fair points and each to their own!

The high seating is great. In town you can see over all the cars and can react to situations well in advance. In the bush you can see so much more over the vegetation. Having had both, I’m in no hurry to go back into the weeds with no visibility.

Very true, like when I change from driving my Toyota 86 (lowered) to the Ranger (lifted)...amazing difference, and a truck is a world again!

Definitely an each to their own, situation. It also shows the negative impact a lack of driver confidence can have on a vehicle's limitations.

Yes it has been upgraded. Not sure exactly when though. Original owners reported improvements.

@@L2SFBC thank you! It's so hard to find this information online. You're reviews have been the most comprehensive I've found.

No experience but in those conditions light weight rules and so does momentum..nether of which the trucks are good for.

Send pics when you get it please!

Also look at Mitsubishi Canter and, if your budget goes that far, the Iveco Daily 4x4

I have video of the Canter and the Iveco is featured in an interview

Correct

Noted will do

We have a huge range of beds, not just service bodies like mine. Trays and tubs also popular.

@@L2SFBCOk, thanks. Have a good day.

Hi, yes that's ATW. AAV do similar, but they use a front locker not an LSD - a better solution in my view. I have a video interview with AAV here -> ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-Zcb0REqweSo.html

A couple of things you may wish to consider, the Fuso doesn't have synchromesh in first gear, so you will need to double clutch and time your revs reasonably well to slip down to first when on an incline. Not an issue if you select prior to ascending, but if you are mid hill then you will need, in all likely hood, to stop and use hill start and take off. Not an issue really, just something to be aware of. The Isuzu has synchromesh on all five gears, so not an issue. Reverse gear and first gear in the Isuzu box are directly opposite each other. So rocking backwards and forwards should be relatively easy. The Fuso does not have cruise control, the Isuzu has it as standard. The stock gearing on the Isuzu means it is screaming a bit at 100 km/h with standard wheels/tyres. With the 37" wheels/tyres fitted, I think it's about right and so far nothing has fazed it in the go slow and steep department. You mention usage on a farm, if you are getting a dual cab, then either will be good, but if you are getting a single cab, then be aware that the Fuso chassis rails are at two levels. The design of the Fuso means the business part of the chassis rails on the dual cab are lower, meaning a lower centre of gravity and naturally easier access for loading unloading in a farm environment. The chassis rails on the Isuzu are approximately 100mm wider apart than the Fuso, dependent upon usage this may have a bearing. One thing to consider, is steering axle weight. If you are intending to add a winch and presumably a bull bar, then the Isuzu has 3100kg capacity versus 2800kg for the Fuso. I have seen a current model Fuso Canter with a bar and winch on the front similar to what the above truck has and their steering axle weight was 2740kg with two people and fully loaded, meaning they only had 60kg left on the front axle. The above truck was weighed very early on the day of the comparison with only the driver in the cabin, the steering axle was 2780kg while the rear axle was 2940kg. A nice balance between axles and the way it drives shows that having a nice balance certainly helps. With two people in the cabin and a few more odds and ends the front axle is usually running around 2860kg. The front differential would certainly be more capable if it was running a locker, but the aftermarket 100% mechanical torque bias differential fitted is quite unbelievable in how it works. When in 4x4 mode on normal stuff, it is nothing short of brilliant, it wouldn't be as good for super serious stuff, but within reason one has to decide what one prefers. A rear differential locker is available for the Isuzu and if you combined that with the Torsen type of differential fitted to the Isuzu above; I would think that would be a really, really good setup. I'm not sure if a rear locker is available for the Fuso. As for the invention of super singles in the setup we are talking about on the vehicles we are talking about, well, they have been around for quite some time on various vehicles before these Japanese trucks were even first manufactured. One such truck I have personally seen, been in and travelled in as a passenger, is a Hanomag 4x4 which was around in Germany immediately after WWII. In their single wheel mode, one simply turned the wheels around 180º for front or rear axle. The unit I was in was built around 1949 from memory. One last thing for farm use, the current Isuzu NPS 75 155 does not have a DPF fitted, they have another method of dealing with exhaust emissions. This means, one does not have a burn-off situation; ever.

@@allanhugh2044 Allan a great post, any chance of a paragraph edit

@@electrasonic I'm all ears.

The height of the camper in general is not a problem that said, if we wished to do tight tracks lined with low hanging vegetation all of the time, then it would be a problem. The camper, which is permanently bolted to the tray, is 3250mm above the ground, which is approximately the height of many Australian built caravans. Steep inclines and declines have not been an issue and the truck has certainly surprised us with its capabilities fully loaded and ready to go. So far and within reason wet tracks haven’t been a problem either, it was on wet muddy tracks where the front Automatic Torque Biasing (ATB) LSD differential first showed how good it is. If ever we got another truck, the first thing I would add is an ATB LSD to the front axle if the truck was presented with an open differential. As for sand, we’ve had limited sand experience in the truck, but what sand we have done has shown that when aired down, the tyres certainly make a shallow and long footprint in soft dry sand, making things remarkably easy; so far. As for fuel consumption, we’ve been quite surprised, it could be a combination of the larger radius tyres as well as often travelling on smaller roads where the overall speed is reasonably low and not going gangbusters on the highway sections. The larger wheel/tyre combination has reduced the engine revolutions by 14.5% in top gear. Being registered as a heavy vehicle in Australia, the truck is limited to 100km/h maximum speed. The cruising speed we seem to settle on, is 92 km/h at 2,400rpm give or take. Fuel consumption is currently 17.1 l/100 to 17.3 l/100 for around town and flat highway travelling. This has been a consistent figure for the last 3,000 kilometres. As soon as we hit hills or very high headwinds we are steady at 18 l/100 to 18.5 l/100. 4x4 driving on dirt roads and tracks, but still in high range, is around 19 l/100 while hard 4x4 work so far is around 20 l/100 to 21 l/100. Heavy sand, single sample of 55 kilometres in low range, was 22.5 l/100 to 23.5 l/100.

Great info thanks for helping everyone!

Aftermarket

Covered in the comments somewhere

no, good question

Jesus the loss of torque down low would be noticable. I noticed it going from stock tyres on my hilux to 32 inch muddies😱

Not on a truck like that, no

It's not meant to be apples to apples. Yes re % loading.

Not my truck suggest asking on Isuzu FB forums

Liz, the truck uses approximately 18 l/100 on average as you see it, with two people and fully loaded. We went away a couple of weeks ago into the Victorian high country with plenty of wet weather and needing 4WD engaged in many places as it was quite slippery. This is with the touring weight around 5900 kg or 5.9 tonne, which is close to what it weighed in the clip that you have seen. During that time in the high country and travelling around 500 km's of sometimes steep muddy terrain, as well as descending; we averaged 20.5 l/100 for that part of the trip. The truck fuel usage swings from 16 l/100 to 20 l/100 in general, with 18 l/100 being pretty much where the long term is at. In serious deep sand, low range and working hard, the fuel usage is between 23 l/100 to 26 l/100. On dirt roads and most outback situations where we are travelling 80 km/h or lower and no real hills, the truck generally uses 16.5 l/100. This comes about because the speeds are slow, the bigger wheels and tyres mean less revs for any speed and the fact that we just ambling along in a high(ish) gear with minimal throttle input. The wheel tyre combination that we have is an approximate 14% reduction in engine speed for any given speed, as the Isuzu mantra appears to be to have a quite high revving engine and almost be revving to the rev limit at 100 km/h. The bigger diameter wheel/tyre combination makes the engine rev far less for any given speed and in fact seems to be about the correct ratio. Comfortable cruising speed, at least where the truck is in it's sweet spot, is around 88 km/h to around 95 km/h. it just ambles along easily, except for hills where, being a truck, it dies. As the absolute speed limit for a truck in Victoria, is 100 km/h we haven't had it over 100 km/h, so I have no idea what it would be like, except it would start to suck fuel. The handling is not a problem, one needs to remember that it is a truck and having a hard side slide-on camper bolted to the back it isn't the fastest thing on corners. Winds are not really a problem, although a head wind certainly takes the oomph out of the engine. I would suggest if you are thinking of purchasing new, then do a lot of research into what accessories and/or changes to the truck and getting anything that requires an engineering certificate done prior to original registration; no mater which state or territory you reside in. The difference is that this truck had all suspension and wheel changes done prior to initial registration by a Second Stage Manufacturer (SSM) This means we can sell the truck in any state or territory as though you were selling a normal car. If you have the major changes done after initial registration, then an engineers report will be required (at the least) for registration in another state. The same applies if you move interstate, an engineers report will be required to move your registration; quite a shock for many people. Not sure how to go about it, but if you wish to contact me; do so.

Fantastic response! Liz, I can put you in touch with Allan if you contact me via my website.

Nope!

If any OKA owner would like to volunteer...it will happen!

No idea, would be interested to hear from US people on this.

@@L2SFBC I live in Las Vegas Nevada. We are surrounded by vast stretches of desert. Lots of off-road adventure.

I think I can get one in Canada, But there's a problem when getting the vehicle worked on. Dealers in the US don't want to work on a vehicle with a Canadian VIN number. And from what I understand, getting work done for recalls can be an obstacle. Many dealerships will tell you to get it done in Canada which is not an easy thing considering I live in the South West United States. Over 2300 kilometers.

Go for the fuso 4x4

По таким ебеням на джипчике, как бы он не был подготовлен, не стоит ездить. Конечно Исузу лучше. Только у него внизу рамы бензобаки висят, за них беспокойно. И задний свес тоже напрягает. Возможно по проходимости 66 здесь здесь был бы получше.

The Bronco is a far smaller vehicle so not a fair comparison. Smaller vehicles will always be more agile. Have to disagree re mods.

@@L2SFBC that's even better reason for me to prefer a dedicated offroad truck and not a modified 4x4 Isuzu. But there's one thinf that justifies your build: the appearance. Both Gaz and Iveco are ugly. Iveco's a little better, Gaz's a little worse. Isuzu is a lot better looking. Canter, I believe, is the prettiest, but Isuzu is fine too.

Vasyl, you make some good points, but things are not always what they seem. The Japanese, Thai and Indonesian military forces, to name some of them, use this same truck with almost identical changes to this one, for their respective military uses. In Australia this vehicle is only sold in the civilian version, which includes 4 tyres on the rear axle for a heavier payload. When the vehicle is supplied for military use with single wheels on front and rear axles, the payload is reduced just like this one. The standard unmodified vehicle is extremely capable and would have almost no issues with anything shown in the video. The modifications made are mainly for comfort and in the case of the single wheels, safety and comfort. This vehicle is used for travelling for months at a time, for that purpose it is excellent. The wheel diameter is 940mm The engine is 5.2L It has more torque than a Jeep Wrangler. A Jeep Wrangler does not have a complete house on the rear. In fact if the house on the back was removed, the Jeep Wrangler could go on the rear and it would be roughly the same weight as it is here and legal. The maximum payload of a Ford Bronco is roughly 566kg, depending upon which model. The Isuzu light truck has a payload of either 3,000 kg or with different wheels 3,500kg. So I am not surprised that the Isuzu light truck doesn't move as effortlessly as a Ford Bronco. As for the tree section (with the mirror folded) I used the hill start function. The hill start function holds the brakes on, once you start to feed the clutch, the brakes are released. So the truck will always roll back slightly before the clutch starts to catch. It isn't an issue, it is how it is designed. I did however use a little bit more throttle than I should have, I throttled down then drove out.

The point was to use the Ranger as a baseline so people understood what the Isuzu could do relative to a ute they knew.

@@L2SFBC Whoops my bad. I'm a little short on brains today.

It is a speech defect not dialect 😭

@@L2SFBC Sorry to hear that, by I'm sure I've heard a couple of Juno's with that same defect...unless you get around under different names....either way..carry on you vids are concise and good to watch and hear.

Apparently not!

How's your Hilux going?

Both do the job well. Look at my other Fuso/Isuzu videos including one where I take a Fuso offroad and also talk to AAV to do a direct comparison between the two. But as you asked, personally, I'd like the Isuzu AMT with the front locker.

@@L2SFBC great response thank you Robert, I am sure I’ve watched the comparison video but now I’m actually buying one I’ll watch again more closely, thank you for your opinion 😊.

Make sure you watch the 17 and 19.5" wheel comparison too so you know which one to specify. Important.

@@L2SFBC just done that 😁, these videos are a godsend 👌