There's plenty (about 450 or so) OKA's out there. The most common variants being the twin cab and bus body types. As I said earlier the bodies are very easy to swap over/mix and match as they are modular and just bolt on. The bus body has built in ROPS for extra protection as it's design was originally mine spec. The twin cab is great for an 'off road' family tourer as it's a six seater with the rear seats easily reconfigured for one to four seats as required and as pointed out easily set up as kid size beds. With a camper on the back you're all set to go.
Every OKA out there is differently set up. It's amazing the amount of variations all doing essentially the same thing.
Cost varies greatly between vehicles and can be quite daunting when considering 'how much'. A basic OKA XT or LT in fair to good condition with NO camper setup should set you back somewhere in the $20K - $30K range. A really good OKA with upgraded suspension and drive train with LSD's both ends with a real spiffy camper and looking a million dollars can set you back around $75K - $85K. Any more IMO,
"tell 'em they're dreaming". Just like buying a second hand Defender really. When you consider what people are asking for second hand Defenders the OKA gives really good value for money and it makes a superb off road family tourer.
The typical XT/LT OKA is fitted with a 4 litre (non intercooled/non wastegated) turbo Perkins Phaser 110 engine coupled to a Turner/Spicer all synchro five speed gearbox connected via either a NP205 or Rockwell transfer case to a Dana 70 rear diff (makes a Ford 9" look like a toy) and a Dana 60 front diff (same as LR Salisbury which is a license built metric Dana 60). A few LT's have a HD150 transfer case as used in the NT OKA, a monster of a TC so called because it weighs 150 Kg.
Suspension is a mixture of very long leaves, Aeon rubbers and twin gas filled shocks on each corner which gives a comfortable and reliable ride over all terrain. The long springs give superb dampening. It is unknown for OKA shocks to fail, even in the most adverse conditions because of this natural dampening. Very strong, very reliable.
Four wheel disc brakes, hydraulic over hydraulic (hydraboost) with manual clutch on the XT, hydraulic on the LT and power steering off the same gear driven pump so no vacuum pump needed. Best of all the only electronics are in the quality VDO speedo, tacho and the radio.
A definite backward step. The factory fitted Perkins 110 with its indestructable Turner/Spicer gearbox (I've never even heard of one breaking) and excellent NP205 transfer case is a way better setup. If you want to go to that much trouble replace the non wastegated turbo with a wastegated one (at a comfortable 16psi) and fit an intercooler and you can end up with 100HP at the rear wheels and over 600 ft lbs of torque and all in a very reliable no mod plate required package.
Cheapies are out there though and can be picked up for under $10K depending what you want. One thing to look out for when buying a cheapie is chassis cracks especially in old flogged out tour buses.
Deano
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Originally Posted by DeanoH
There's plenty (about 450 or so) OKA's out there. The most common variants being the twin cab and bus body types. As I said earlier the bodies are very easy to swap over/mix and match as they are modular and just bolt on. The bus body has built in ROPS for extra protection as it's design was originally mine spec. The twin cab is great for an 'off road' family tourer as it's a six seater with the rear seats easily reconfigured for one to four seats as required and as pointed out easily set up as kid size beds. With a camper on the back you're all set to go.
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