Converting a heavy-duty bus/coach/truck into a motorhome (page 86 of 161)

😉Hi, It’s gonna be a great meet-up for enthusiasts, but I won’t be able to make it🙁 On the other hand, we’ll all make sure to come in the spring🙂😛😉

Tell me, tom38, when you say: "where our buses are parked," meaning at famillede8’s place, does that mean you found a bus🙂???

hey mrkonn

well, I just copy-pasted Patrick’s text, it’s not mine, the buses🙁

patrick😇 has a great tip for a coach

Hi, I’ve got a few questions about the steps to take after buying the coach. I’ve had mine for over a year and I’m just starting the conversion. If anyone could give me some pointers on the steps to make sure everything’s legal or point me to the forum pages where I can find answers to my questions, that’d be great. I haven’t done my registration card yet—is that a problem?

After a few months of searching, I might have found a huge 280m² hangar 😉 to shelter my future camper—it’s 12m high! If you’re interested and live in Isère, get in touch!

🤪🤪🤪🤪06 77 26 87 55 !!!😎😉🙂😊

Hi Tortue26,

For your shell (bus), after finishing the conversion, you’ll need to go first to Veritas (or another approved organization). If that’s okay, then it’s on to the Heavy Vehicle Technical Inspection, and finally to the DRIRE in your department. I think once Veritas gives the green light, you’ve got one month to finish presenting it. Even if it’s been over a year.

And for your registration certificate, you’ll get it within 15 days max after going to the DRIRE, assuming everything’s okay, of course!!!

Hi everyone, and kudos on the forum. Right now I’m converting a Renault G230. I chose this truck because it was a great deal and the perfect compromise between a bus (too big) and a 4x4 heavy-duty truck (too expensive). I plan to hit the road for several months to run photography workshop projects abroad. I’m a professional photographer and wanted to combine that with my passion for travel. Today, I’m facing the same issues as everyone else when it comes to regulations and approvals—especially this one detail: visual and sound communication between the driver’s cab and the living area. The thing is, I really don’t want to modify the cab, and the DRIRE technician told me I won’t get VASP approval unless this connection is possible. For me, it wasn’t necessary since no passengers were supposed to be in the living area while the vehicle is moving. So now I’m stuck—I don’t know what to do. If any of you have worked on a truck like this or have any info, I’d love to hear it because this is a real roadblock! Thanks. 🙂

HEY PATRICK, HELLO EVERYONE

YEP, ANOTHER NEWBIE ON THIS FORUM.

A FORMER PHOTOGRAPHER TURNED STREET VENDOR (SELLING NEPALI AND TIBETAN PRODUCTS), I LIVE IN MY CAR (AN OLD MERCEDES 300D AMBULANCE) DURING THE SUMMER SEASON AND STAY IN LES LANDES, NEAR THE BASQUE COUNTRY, DURING WINTER. PASSIONATE ABOUT TRAVEL AND ASIAN ART, I’D LOVE TO EVENTUALLY TRAVEL THE SILK ROAD.

BUT FIRST, AFTER SOME RESEARCH ON CONVERTING A TRUCK, I STUMBLED UPON THIS FORUM, READ IT IN FULL, AND YOU’VE REALLY CONVINCED ME TO START WITH A BUS AS A BASE. BEING PARTIAL TO SETRA BUSES, I CHECKED OUT USED ONES IN MY AREA AND NOTICED THEY ALL HAVE A CENTRAL AISLE AND A CEILING HEIGHT THAT’S REALLY TIGHT FOR MY HEIGHT (1.78M). CAN ANYONE TELL ME IF THERE ARE SETRA MODELS WITH A FLAT FLOOR AND MEDIUM SIZE, LIKE THE SETRA S209, S210, S211, OR EVEN S212 (10.30M), KNOWING THAT THE HD MODELS ONLY HAVE A RAISED CEILING AND IF YOU BLOCK OFF THE CENTRAL AISLE, THE HEIGHT ISN’T SUFFICIENT ANYMORE? I RECENTLY CALLED A BUS DEALER WHO ASSURED ME THAT THERE’S MORE DEMAND THAN SUPPLY FOR HD MODELS BECAUSE THE S34S ARE BEING SOLD IN EASTERN EUROPE OR EVEN CHINA WITHOUT BUYERS EVEN SEEING THEM. SO, WHICH MODEL SHOULD I CHOOSE?

HAPPY TINKERING TO ALL

PS: JOSE64, I LIVE 25KM FROM ORTHEZ—IT’D BE COOL TO MEET UP AROUND HERE BECAUSE IT SEEMS LIKE THERE’S A GROUP FORMING IN EASTERN FRANCE. I WONDER WHAT THEY’RE PLANNING? 😏😉😉😏😏

Hey everyone, hey there

I just checked my mailbox and didn’t see an email with your address so I can send you the plans I made for my livestock trailer. I don’t remember the exact length without the cab, but I know the total length is 9.40 m. While I wait for your address and some photos of your big beast, have a great evening.

And thanks to françois57 and MrKonn for your advice about my VASP reclassification. I’m actually thinking I’ll probably convert it completely and only pass the roadworthiness test when I present it to the DRIRE.

Hi drickC65, Since you chose a livestock truck, you might have faced the same issue as me: an opening between the cab and the cargo area. Did the DRIRE tell you it was mandatory? For me, they did, and I'm not sure I'll go ahead with such a conversion because modifying the cab apparently requires manufacturer approval, which isn’t easy to get. Do you have any other solutions? Thanks.

Welcome GUINSUZUKI, SETRA models are indeed sought after for their durability among other things. There’s also the 215UL, a regional vehicle with a flat floor, Mercedes or Man engine, and 5-, 6-, or 7-speed gearboxes. I have a 215H in my notes—Mercedes engine, 6-speed gearbox—near you for 3000 € without the *mines*... If you're interested, I can give you the seller’s details. It’s from 1977 with a replaced engine.

Hey pdro, (that means François in Portuguese, right?) Quite a few François on the forum! 😄

As for the cab/body communication, I don’t see why the engineer would insist if you’re not planning to carry more passengers than what’s listed on your registration certificate (CG)—just 2 or 3, including the driver. The cut-out only applies to motorhomes with "road" seating in the living area. In that case, yes, a cut-out is required, but not for yours—it’s not mandatory. Check section 2.4 of form CRR 14 (2005) P.2/4, which the DRIRE should provide for the conversion. That’s all there is to it.

A heavy-duty vehicle (PL) without changing the CG seating is easier to convert than a bus (flat surfaces, simpler insulation and layout, no need to block windows, cuts wherever you want, accessible space under the chassis for storage, etc.). I’ve been looking for a double cab for work for ages, but they’re in high demand.

Ask your DRIRE for the form, buy the Afnor guide, and you’ll just have to roll up your sleeves.

@+ GX47

😉Hey Pdro,

Patrick already answered a similar question—it’s really tough to convert a heavy truck into a camper for various reasons. Sell your G230 and find a better compromise closer to a bus 🙂

Hey GX47, for my name it’s more like "pierre" in Spanish. Thanks a lot for your reply because if that opening had been mandatory, I think I’d have had no choice but to change vehicles. 😕 And since my plans are set and my budget’s locked in, I’d have taken it pretty badly. Anyway, I’ll still contact the DRIRE in another department to see if they give me a different answer. I’ll keep you posted on my progress here on the forum. Safe travels, everyone.

Could you give me a few more details about the difficulties Patrick mentioned? Thanks

😉YES, THERE IS THAT FAMOUS CONNECTION, INSTALL A STAIRCASE (step ladder) TO SUCCESSFULLY CARRY OUT YOUR PROJECT, YOU NEED THE AFNOR GUIDE AS GX47 MENTIONED

GOOD LUCK!!!!!!!!!!!!!!!!!

The main issue is mostly related to the number of road seats and the height of the main door access (that can be managed). Its interior two-notch opening (but by grafting a door bought from an accessory dealer, no more problem), and possibly the height of emergency exits, but I think that's relative to the living space floor, so same as for large coaches like the FR1.

Otherwise, I don't see any other issues, 😐. There are certainly as many as there are coach-built motorhomes (I have a foot in the horse world—yes, I'm everywhere 😉). And in that case, they don't have buses (it gets muddy everywhere, and the interior doesn't like being washed with a jet 😏). They have HGVs with a living area that doesn't communicate with the cabin. Circus folks too. Some lighting/sound technicians for big events. Also, a very simple and small living area with a large equipment space behind, with the joy of double CG classification (so all the disadvantages of both 😕) (the savvy will understand). I almost bought a semi-trailer that was a converted semi—living space in front (over the axles with a lounge, please) and 6 horses behind, a side ramp, a rear ramp. The advantage: low-floor. The disadvantage: the interior condition 🏴‍☠️, including the living area 🤪

Oh, I forgot—about the connection, I saw some pretty smart stuff: a big rubber seal on the body at the rear cabin window, a sliding hatch instead of the window. You get access (visual only, no need to climb through) and it's independent, so you can tilt the cabin without any issues.

Where did I see that? Huh? At the motorhome show in Paris this year (also offered as an option on removable cells for 4x4 pick-ups).

Alrighty, I'll leave you to it—I've got a van to unload and reload for tomorrow (oh, the joys of a commercial vehicle...😕)

Hi, I was thinking of converting the coach in a basic way and presenting it like that, meaning as the law requires for a camper van conversion: water point, table, seats, bed, cooking area, and keeping it all as simple as possible. If, for example, later on I modify my gas installation, can I present it again to Veritas to get my new conversion approved? The goal isn’t to "cheat" the law but to be able to move the coach if financial problems hit. If tomorrow I break my leg 🏴‍☠️ while cycling, my girlfriend—who doesn’t have a license and therefore no job—we’ll be in deep trouble, and that worries me a bit.

All advice is welcome, so what do you think? Simply downgrading to a heavy goods vehicle (HGV) doesn’t interest me since from the start there’ll be a gas installation, and I REALLY don’t want to be breaking the law. 😇

Pierrick

😉 hey, I did just that with mine, except I left it as is—well, it's empty now because some joker had it dismantled to redo it to his taste and never got his bank check oh well... I gave myself 3 years to redo it differently with insulation, auxiliary heating, a real shower, proper water tanks, etc...

alright, gotta run (work to do)

see ya