Which is better, the roof top tent or the ground tent?

by Christophe Noel

Roof top or ground tent, which is better? It is a question oft asked and one that invariably draws out the advocates for both sides. While the arguments for and against are compelling, there really isn’t a definitive answer, so we decided to compile a list of pros and cons…

Site Selection (Advantage RTT)

This might be one of the more compelling reasons to go with an RTT as selecting an ideal spot for RTT set up only requires a level place to park. This has tremendous advantages in terrain where the ground is rocky, lumpy, vegetated, muddy, or otherwise less desirable for ground sleeping. Ground tents require far more attention to site selection, and as we all know, that search can be lengthy and tedious. Ground tents also require stake-outs to defend against wind and weather and not all ground cooperates with the use of stakes.

Hard earth is no place for the ground tent. 

Set Up (Advantage RTT)

Here again, the RTT has a distinct advantage over the ground tent. While many ground tents can be pitched in short order, and conceding to the fact some RTTs take considerable time to set up, the general speed advantage usually goes to the RTT. For one thing, ground tents also require the use of sleeping pads which add to the overall set up of the ground tent. An RTT is sleep-ready as soon as it is unfolded. It is worth pointing out that some RTTs really do take a lot of time to set up, especially on taller vehicles. Some also require a significant amount of physical effort to deploy. Chose your RTT carefully and it can best the set up ease of any ground tent.

Tepui tents have opened the door for more value-based tents, some with extreme durability.

Comfort (Advantage – Wash)

This is a tough one as comfort is subjective. Most RTTs offer superb sleeping comfort right out of the box, but may require some customization of the pad to get things dialed in perfectly. Ground tent comfort is largely a measure of size, features, and the sleeping pads used. Either system can provide ample comfort.

The Big Agnes Mad House 6 with vestibule is massive with ample room to walk around inside its cavernous interior.

Weatherproofness (Advantage – Wash)

The quality and design of any tent has everything to do with its weatherproofness. Just as ground tents can provide excellent protection from the elements, so too can some RTTs. All James Baroud tents are tested to wind speeds up to 70 mph, just as an example. The same can be said for some, but not all, ground tents. If weather resilience is of paramount importance, either system can endure the worst if you make your selection carefully.

As an aside, some people like the fact that an RTT allows the users to get up off the wet, muddy, or otherwise unpleasant ground when foul weather strikes. On the flip side, if you’re going to be tent-bound for hours, if not days on end, retiring to a large tent where you can stand and maybe even walk around––is highly desirable.

Liveable Space (Advantage – Ground)

Here is where the ground tent starts to excel. While there are some larger RTTs available, none of them rival the livable space attainable with a ground tent. The average RTT offers the same livable space as a rather small 2-person ground tent. Ground tents can be large enough to accommodate 4-6 people, or more, and tall enough to stand within. It’s easy to set up a livable quarters in a ground tent complete with chairs, cots, and other creature comforts. An RTT on the other hand is primarily just a sleeping quarters. The ground tent also has the advantage of being at ground level with no need to ascend a narrow ladder, thus adding to the convenience of the tent. This is a weighty consideration if like many, your nights include sorties into the woods when nature calls.

There is a way to make an RTT more livable, and that is with the addition of a ground-level room enclosure. While they make for a convenient place to sit, cook, eat, escape bugs, or simply provide for some privacy, they greatly degrade the set up advantage of the RTT. Most room enclosures take considerable time to deploy, often as much time as pitching a standard ground tent. They also add to the bulk and weight of an RTT.

For extended travel with an RTT, the room enclosure is nice to have, even if it requires additional set up time.

Packed size (Advantage – Ground)

With the average RTT clocking in at 120 pounds and roughly the size of a queen mattress chopped in half, the ground tent is clearly the best option if space and weight are of critical concern. Even the largest and most elaborate ground tents seldom push beyond 20-30 pounds, with most well below that mark. A good ground tent suitable for 2-4 people can weigh as little as 4-8 pounds and fit in a bundle barely larger than a small handbag. If there is a concession to be made with the RTT, it is with size and weight. On the plus side, the RTT does free up space inside the vehicle, space otherwise consumed by a ground tent and sleeping pads.

It’s important to be mindful of the weight and placement of the RTT, and how it impacts the handling of the vehicle.

Price (Advantage – Ground)

If we limit this to the price of entry, the ground tent wins again. Although RTT prices have come down considerably over the last many years, entry into ground tent sleeping can be attainted for as little as $100. Most entry level RTTs will start well above the $750 mark. The very best ground tents top out at $1,000 to $1,500, but the upper echelon RTTs can quickly push beyond $2,500, if not more. The ground tent is simply less expensive no matter how you slice it.

The MSR Mutha Hubba has ample room for three adults but weighs less than 6 pounds and packs down to a very small bundle.

Versatility (Advantage – Ground)

It would be hard not to give the versatility nod to the ground tent. The most notable advantage is the ability to quickly and easily move a ground tent from one vehicle to another. Moving an RTT from one vehicle to another invariably takes more than one person and up to 30 minutes to complete, even with speedy hands. The ground tent can also be pitched away from the vehicle if necessary, or desired, and for those who do fly-and-drive trips, can be packed in a duffel for easy travel. Some lightweight ground tents can be used on motorcycles and even on foot to further expand utility.

Here’s where the RTT gains a solid strike against it. Once you set up your RTT, and especially after you unfurl your awning and room enclosure, your truck is…stuck. It’s not possible to set up a base camp then drive away. Every time you move, you have to pack up your RTT.

The Nemo Equipment Obi 2P is just a shade over 2 pounds and roughly the size of a loaf of bread. It also pitches in under 3 minutes.

The MSR Mutha Hubba in Iceland was a perfect match with the small Jimny.

Road and Trail efficiency (Advantage – Ground)

Because the typical RTT is rather heavy, and because it is placed so high on the vehicle, it will almost always have an impact on handling and fuel efficiency. How significant those issues are to the end user is dependent on the tent and vehicle combination. It may even be necessary to modify suspension components to best accommodate the added load of a heavy RTT. Such considerations seldom impact the ground tent. Ground tents, being considerably lighter and smaller, have a negligible influence on the vehicle’s road or trail handling qualities.

Although some RTTs are sleek and aerodynamic, even the most slippery RTTs will impact fuel efficiency more than any ground tent stored inside the vehicle. How much of a concern this really is to the end user could be dismissed as inconsequential, or justifiable given the RTTs positive advantages.

For some vehicles, reduced fuel efficiency is a minor concession. 

Overlandiness (Advantage – RTT)

This is not just a tongue-in-cheek consideration; there is a degree of practicality to consider with theoverlandiness of either tent solution. If your overland vehicle is also your daily driver you may not want to haul an RTT around every day, and popping it on and off is not really a viable option. For that reason alone, some may forego the RTT. If on the other hand, your overland rig is only used for actual overland travels, or perhaps mounted to an off-road trailer, the RTT’s overlandiness might be perfect. And, there’s nothing wrong with liking the aesthetic of an RTT on your vehicle, or, disliking it for that matter.

Hard shell tents like those from Autohome have long been favored by those traveling for extended periods of time.

Conclusions

For the traditional overlander prone to move every day, the RTT has undeniable advantages due to the speed and ease of set up and break down. Then there is the obvious benefit of being further distanced from the toothy creatures that might disturb your slumber. The ground tent’s versatility, more approachable pricing, and large living space make it desirable. The small packed size and low weight often seal the deal for the ground tent. If you commonly travel with three or more occupants in your vehicle, the larger size options for ground tents, or the ability to carry multiple tents, might be ideal.

There is no winner in this head to head as every end user will have unique criteria that will influence their own decision to either sleep on the roof or the ground. Then there is the other set, those who use…both.

While it seems on paper that there are more advantages to a ground tent, the more compelling advantages often belong to the roof top tent, particularly for some travelers and the vehicles they drive. Although an RTT might be expensive, heavy, big, and cumbersome, the ease of set up might be all the justification needed to make it the sleeper of choice.

So, what do you use and why?

New exhibition in Munich tells the Mini story

Sir Alec Issigonis’s stroke of genius is 55 years old and it still hasn’t grown up. Now, an exhibition titled ‘The Mini Story’ at the BMW Museum in Munich is celebrating the naughty little cult car…

How do you create a designer car that will enjoy cult status from the start? The answer is, you can’t. At least, Alec Issigonis had something entirely different in mind when designing a small, practical vehicle in the mid-1950s. Issigonis, who didn’t particularly admire big houses and big cars had young families very much in mind when the Mini – then the Morris Mini-Minor – first saw the light of day in 1959. The market was sceptical; but some punters were immediately enthusiastic – among them the Queen, who was persuaded by her brother-in-law, Lord Snowdon, to take a ride in the park at Windsor Castle. 

The eternal hipster

Even without Royal encouragement, the Mini caught the wave of a new era and its success blossomed in Swinging Sixties London. As with the music and fashion of the time, it defied existing conventions. Inventor of the miniskirt, Mary Quant, had of course to have one, as did supermodel Twiggy, the Beatles and the Rolling Stones. The lifestyle icon of transport came into being without a sophisticated marketing strategy, and soon the Mini was bustling through London, blessed by its incredibly compact dimensions, as arguably the first city car. Thanks to an early cooperation with John Cooper, the foundations were set for the later competition success of the Mini. Three times, the cheeky David beat the Goliaths of rallying at the challenging Monte Carlo Rally. What could they do in the face of a kart that pretended to be a real car? 

Explore and experiment

For the large-scale exhibition ‘The Mini Story’, 30 original vehicles, including such eccentric conversions as the mini-motorhome known as Wildgoose, are being exhibited to detail the lively and colourful 55-year history of the famous little car. Despite the takeover by BMW from 2001 onwards, the original character of the car – a spacious vehicle on a small footprint, transversely mounted engine, short overhangs, central speedometer, etc. – has been retained throughout its turbulent history that has so far lasted for more than half a century. It is, above all, still a car to have fun in, whether it’s a 1959 model with just 34HP, or a current model with 200HP or more. 

The exhibition ‘The Mini Story’ is open until 31 January 2016, at the BMW Museum in Munich. 

Vécu LeJog 2014 - Why did nobody warn us?

Bored with your partner? Not enough work to keep you busy? No challenges for a long time, too much sleep, or just curious as to what ‘LeJog’ is all about?

Well, none of these applied to us, Team Classic Driver, when we applied for the 20^th anniversary running of LeJog – short for the Land’s End to John O’Groats reliability trial. Come 5^th December, we were well prepared (plenty of tools and spare parts) to put our 1978 Range Rover through scrutineering at Land’s End, and then to attend the half-hour drivers’ briefing. We were full of confidence that what lay ahead of us would be simply be a pleasant sightseeing tour of England, Wales and Scotland accompanied by our fellow enthusiasts. We were wrong.

No idea what we'd let ourselves in for...

Little did we know what we were about to experience. The black-tie dinner was the first surprise, in that it was clearly full of some very experienced fellow competitors – most of them having completed multiple LeJogs in the past. Our perplexed expressions, as we sat uncertainly at the end of our table, led some of these experienced folk to take pity on us, finally asking us whether we were fully aware of what to expect. Our honest answer was that while we might have looked utterly clueless, the truth was that – unfortunately – we really were. Tony, the liaison officer, kindly arranged enough help and support to ensure that we would at least make it to the next day’s late afternoon stop.

Lost, confused, but determined

After a quick breakfast next morning, off we went to the start at Land’s End and were surprised to hear cars being driven somewhat vigorously through a special stage. The 45km/h average that we were expected to achieve sounded perfectly reasonable. Half an hour later, with our countdown timer beeping when we were still only halfway through the stage, and we’d been put straight on that little assumption. Navigating largely by peering through the windscreen and trying, simultaneously, to understand the co-driver’s paperwork, our remaining confidence was fading fast, while our hopes of finishing fairly high up the leader board had vanished completely. Should we have entered the classic car tour, rather than opting for the full-blown trial? Maps on our laps, the Tripmaster (calibrated on the way to the event) counting the kilometres, and we slowly learned how to read the 1:50,000-scale Ordnance Survey-based daily road book, complete with marked routes and unmarked sections.

We had both heard of the beautiful Cornish countryside, but the instruction book and numerous special stages and regularity trials helped us and our Range Rover to completely lose track of our actual whereabouts. New documents and instructions were handed out and off we went again, without dinner or any proper meal during the day. Sections of the trial are driven on the motorway and a few of us missed the exit, meaning we were further delayed and ended up at the overnight stay rather later than hoped – and the control point was closed, as we were past the maximum time allowed. In an older or non-4WD, this would be less likely to happen, as the cars are allowed to start further up the field. Newer, 4WD cars start from the back. 

No time for food. Or rest. Or finding a public toilet

On the upside, we made friends with the two drivers of the sweeper car whose breath we felt constantly on our necks. Don’t expect to have time to take photographs, eat, rest, have a good look around at the scenery, or find a public toilet. You just have to keep going, all the time, and be happy when (or rather if) you catch sight of fellow participants.

From Chester, we travelled through beautiful English countryside all the way up to Carlisle, in almost last place again, but still ahead of a father and son team in a 1985 Mercedes S-Class. This pairing made sure to pass every single waypoint, rather than cutting their losses and simply heading straight for the destination when falling too far behind the rest of the field – the latter a sensible way of catching up, despite the many penalty points it incurs.

Being winter in the far north of England, the days were short and excellent lighting on the car (only four headlamps are permitted) is a good investment, in addition to the famous Roamer – with an illuminated map magnifier – along with other items that include about thirty 1:50,000-scale maps, pens, markers and even a calculator to use when navigating. Special stages consisted of finding one’s way with the help of the indispensable Tripmaster (thankfully also capable of counting backwards, a feature we used on numerous occasions), tackling arrows, ‘herringbones’ and other typical rally navigational challenges.

Toughest event of its kind

Beautiful sunshine alternated with heavy rain, snow and icy roads and, once we reached Scotland, we found ourselves on narrow roads lined by the endless dry stone walls and thousands of black-faced Scottish sheep. Up at Kyle of Lochalsh, the bridge to the Isle of Skye was closed due to the strong winds. A few of us had already given up, but we eventually made it all the way through Scotland to John O’Groats, where we were enthusiastically greeted by bagpipe players, familiar faces, and the sweeper car crew – who said they’d never doubted that we’d make it to the end.

Second in class and 56^th overall was a result we celebrated in style. We also knew we’d want to come back and try LeJog again – perhaps in a more powerful Range Rover, but certainly with more planning and better knowledge of an event that the organisers rightly claim to be the toughest of its kind.

Text: Ulrich J. Schödel Photos: © F&R Rastrelli and HERO / Classic Driver

If you feel brave enough to face the challenge, you can apply to join LeJog 2015 here.

BSMC GEAR GUIDE #40

Expedition gear, heritage knitwear, special edition Redwings, a pocket size jump starter, and a bar mounted black box recorder just in case some idiot topples you off. All in this weeks Gear Guide.

PRODUCT REVIEW WOOLRICH X WEST AMERICA JACKET

Woolrich teamed up with West America to create a limited edition collection for a trip by the West America crew from Whistler to Patagonia,  documented earlier year in Iron & Air.

“These garments are the direct result of a shared mission to create American made, fully functional, superior quality, timeless goods.”

Manufactured to get dirty, withstand campfire smoke, ride motorcycles and stand the test of time. This jacket is a rugged, no nonsense, no frills, tough ass shell, designed to layer up under according to the conditions. As with everything Woolrich do, this is made tot he highest standards.

“Best enjoyed when doing something epic. Designed for spontaneous actions and unscripted journeys.”

Constructed with heavyweight waxed duck cotton canvas  this jacket will stand up to the harshest beatings and will mold to your body over time. Built to last, the guys over at West America put it to the wheel every day on their tour to Patagonia, South America.

Simple hidden features like the snap closure glove pockets and wrist cuff snaps make it easy to use. The removable throat guard is great for those cold rides. It’s designed to ride with bi-swing, gusseted shoulders for ease of mobility, gently curved bottom hem, and a slightly dropped back hem. It’s made entirely in the USA.

I took delivery of mine a couple of weeks ago and it’s already kept me bone dry in the rain. It’s roomy enough to layer up, and is really a rugged shell layer. This is a jacket designed to be knocked about, so not one to be precious with. There’s no lining to tear or elaborate pockets to snag. It’s basic and tough. Perfect.

http://westamerica.bigcartel.com/

 

REDWING KANGATAN 8180 MOC BOOTS

It seems that Redwing moc boots have become something of a staple of the new wave custom scene. They’re not bike specific boots, but are ideal for riding if you’re OK doing without armour. Thick, supple leather, strong stitching and solid thick Vibram soles that are ideal for kick starting. They’re built as work boots, so they take some serious battering. I’ve got a pair that are fifteen years old and still going well, resoled once and regularly re-oiled.

From time to time Redwing will release special editions, and the Kangatan 8180s are particularly striking.

Back in the 60’s, Ted ‘The Kid’ Williams was baseball’s recently-retired golden boy. Still referred to as “The Greatest Hitter Who Ever Lived”, he was as much a war hero as a sporting one, having taken two separate sabbaticals from his baseball career to fight for his country – first in World War Two, then later the Korean War, before returning to the MLB.

Seizing upon his marketing potential, the Sears Company released a line of sports equipment endorsed by the great man himself. In amongst the Ted Williams shotguns, Ted Williams 8mm cameras and Ted Williams fishing boats, were the Ted Williams Red Wing Boots – officially designated as the 888 Supersetter, and, at the time, the highest quality boot that Red Wing had ever produced.

It is from these boots that Red Wing drew inspiration for the model 8180. Using Kangatan Portage cowhide leather, rather than the kangaroo leather of the Ted Williams originals, they are built in Minnesota, just like the 888s were, and are a fitting tribute to the archival boots that inspired them. The green of the leather is a deep olive, looking almost charcoal in low light, but when the sun hits them they have a a mossy sheen.

These seven hole Vibram crepe soled mocs will serve you well, and are an interesting contrast to the heritage brown and reds of traditional Redwings.

http://www.redwingheritage.eu/EUR/product/footwear/6-inch-boots/6-moc-green-08180

 

19 DEHEN 20  CLUB QUARTER ZIP JUMPER

Dehen Knitting  have been making traditional sports wear since 1920. Set up by German immigrant Wiliam Dehen, it remains a family owned and run business to this day.

Dehen Knitting manufactured many of the original motorcycle club sweaters in the 30’s and 40’s, and is the only original manufacturer that has survived to make the same sweaters today.  Like the original, Dehen’s reproduction club sweaters are made on old-world looms and are built to last for generations. They feature 100% worsted wool, include nearly three pounds of yarn, and have vintage style Talon zippers.

Before WWII, Motorcycling in the US was seen primarily as a sport, and many of the people that rode motorcycles were affiliated with a club.  Competition racing, hill climbs and Gypsy tours were common, and the clubs that were attracted to these events wore their own distinctive apparel, usually a wool quarter zip sweater, often with contrast colored sleeves, and usually decorated with the club name and logo.  While the look of motorcycling changed when returning GI’s adopted denim and leather, the iconic motorcycle club sweater became less common but never disappeared.

These still work well today work under a leather jacket in he colder months. With the tight wool knit and thick cuffs and waistband, these can be zipped up high on the neck to keep out the cold. These are incredibly warm, yet breath well, and are very comfortable.

You can get the club sweater in black solid or striped white or vintage gold sleeves, or in plain black. These jumpers come at a premium but are built to an extremely high standard and are made entirely in  Portland, Oregon

https://www.dehen1920.com/collection

ANTI GRAVITY BATTERIES MICRO-START JUMP STARTER/PERSONAL POWER SUPPLY XP-1

I could have done with one of these shoved under my seat after the Bolt party a couple of weeks ago when my Norton battery died at 1am in the rain on the Camden Road.

The new Micro-Start from Antigravity Batteries is the worlds smallest Jump Starter/Personal Power Supply (PPS). So small it fits in your pocket, so powerful it will start your motorcycle or your 4X4 easily. It will also charge or power your cell phones, laptops, tablets, GoPro cameras and more no matter where you are. Just charge it once and have your own PPS wherever you ride or drive. No need for jumper cables or a power outlet.

The Micro-Start is a self-contained jump starter and power supply that you can take anywhere and get out of those dead battery emergencies. It even has a flashlight. The Micro-Start is the best tool you can carry under your seat or your backpack with you for safety and peace of mind where ever you are.

It packs into a slim-leather carry case containing  a micro-Start XP-1 unit with detachable mini jumper clamps, one black universal cable with 8-different detachable tips to fit all the different brands of laptop charging ports  (Apple, Acer, Dell, HP, Asus, and more). It also  has a  further black universal Cable for all 12v Accessories such as Mobile DVD players, or other 12v Accessories.

It has a white universal 4 into 1 USB Cable with 4 different tips to fit most  5v USB chargeable electronics such as all cell phones, iPads, iReaders(Kindles), Go Pro Cameras, GPS, tablet computers, and anything else using the 5V USB standard  (tips included are Mini USB , Micro USB, Apple 8 pin, Apple 30 pin). it has 1 home charger and 1 mobile charger to plug into cigarette lighter socket.

http://shop.antigravitybatteries.com/micro-start-xp-1/

RIDEEYE  – BIKE BLACKBOX – KICKSTARTER

“Crash detection sensors. HD video. One month battery life. One touch operation. CNC machined. Fight back with RIDEYE.”

Rarely does something come on the market that is so needed.  Every motorcyclist should have one of these. Designed by cyclist Cedric Bosch, this works equally well on a motorcycle as it does on a pedal bike.

“We’ve all had our share of close calls, but nothing will stop us from experiencing the freedom that bikes embody. Last year my friend was seriously injured in a hit-and-run doing the thing he loved most, and I promised him he would never have to ride with that fear again. Today, I’m proud to introduce Rideye. It’s time to fight back.”

Rideye couldn’t be easier to use. A single press of its button turns it on and starts recording automatically. Another press, and it turns off. Rideye’s internal microprocessor handles the rest. Rideye uses state-of-the-art lithium cells and efficient power management to achieve an impressive battery life of 24 hours. Even if your daily commute is an hour long, Rideye will finish the month with charge to spare.

Rideye continuously records high-definition (1280 x 720) video onto its internal memory, which can hold 2.5 hours of video. The 120° optics cover an impressively wide field of view, recording every event and even allowing you to identify license plates in most incidents (left hand turn, right hook, and opening doors). When the internal memory is full, Rideye automatically removes the oldest video to make room for new recordings. You’ll never have to worry about downloading after each ride- it will simply be there when you need it.

In the event of an incident, a single press of the button stops recording and saves the file. If you can’t do it yourself, Rideye’s BlackBox sensor will do it for you when it detects a crash. At the center of the BlackBox system is a triple-axis accelerometer which measures Rideye’s movements at a rate of 1,600 times per second. When an impact is detected, the corresponding video file is saved to protect it from being overwritten.

“Rideye is unlike anything you’ve ever seen, and its design reflects that.” It begins life with precision machined aircraft-grade aluminum and hard-anodize it for a brilliant, durable finish. The Lexan inlays are laser cut to a precise, water resistant fit, and sealed with an Armadillo scratch-resistant coating. “Every part is manufactured without compromise.”

Check out the Rideye on Kickstarter.

https://www.kickstarter.com/projects/rideye/rideye-the-black-box-camera-for-your-bike

via The Bike Shed