by Upgrade and Towing Guide for Right Hand Drive American Pickup Trucks
Built by Autogroup International
Contents
- Why this guide matters
- Who Autogroup International is
- Step 1: Start with the platform
- Step 2: Get legal first (ADR, GVM, GCM, licences, insurance)
- Step 3: Payload, trays, canopies and towing
- Step 4: Suspension, lift, wheels and tyres
- Step 5: Electrical, sensors, cameras and safety tech
- Step 6: Touring readiness and real world usability
- FAQ for Ford F-150, Ram 1500, Silverado 1500, Ford F-250, Silverado 2500 HD, GMC Sierra 2500 HD and Ram 2500 owners in Australia
- Build checklist
- Final word
Why this guide matters
American pickup trucks are no longer niche in Australia. You now see Ford F-150 and F-250 Super Duty, Chevrolet Silverado 1500 and Silverado 2500 HD, GMC Sierra 2500 HD, Ram 1500 and Ram 2500 towing caravans, hauling work bodies and doing the big lap.
Here is the reality. These trucks were built for North America, not for Australian Design Rules by default. They are full of radar systems, blind spot monitoring, trailer assist cameras, stability control, integrated trailer brake logic and emissions systems like AdBlue. If you lift the suspension, delete the tub for a tray and canopy, wire in accessories or tow at the limit without proper engineering, you can break safety systems, trigger permanent fault codes, or quietly fall outside GVM and GCM limits. That can make the vehicle unroadworthy, uninsurable or both.
Weight law is just as serious. If you overload the vehicle or exceed axle loads, GVM or GCM, you can be defected, fined, refused insurance or, in a worst case crash, face criminal consequences. Australian towing specialists keep repeating this and they are correct.
This guide merges four conversations that every serious American truck owner in Australia should understand:
- How to Australianise Ford F-Series, Ford F-150, Ram 1500 and Silverado 1500 for touring and daily use. That means suspension tuning, protection, comms, braking and towing, not just looks.
- How to build a legal tray, canopy or chassis mount service body on heavy American platforms like Silverado 2500 HD, Ram 2500, F-250 Super Duty and Sierra 2500 HD without breaking sensors, cameras and ADR lighting.
- How to get a real engineered GVM upgrade, not just stiffer springs, and how GCM and registration class affect what you can tow and carry.
- How to tow in Australia safely. That includes proper weighing, axle balance and tow ball download control, not just saying “the brochure says it tows 4.5 tonne”.
Autogroup International lives in the middle of all four.
Who Autogroup International is
Autogroup International is the world’s leading right hand drive conversion company. We are 100 percent Australian owned. We have been doing this work for more than 33 years. Over that time we have converted thousands of American vehicles from left hand drive to true mirror image right hand drive, not only for Australia but for right hand drive markets around the world.
Our vehicles are now operating in more than 40 countries worldwide, and they are just as at home towing, working and touring in South Africa, Central Africa, Indonesia and the United Kingdom as they are crossing Australia. We supply just as many vehicles into Australia as we do into Africa and other international markets, which means we build and validate vehicles for the real world. Our clients can literally be in Timbuktu in West Africa or the Australian version of Timbuktu, days from the nearest major city, and that vehicle still has to start, steer, tow and get them home.
We are not just a workshop that fits accessories. We are an Australian automotive design, engineering and manufacturing company with global operations. We have a team of about 250 people, including 35 qualified engineers across electrical, mechanical, plastics, safety systems, compliance and manufacturing. Our systems are ISO 9001:2015 audited, and every vehicle passes through a documented 1,626 point quality control process before delivery.
That matters for you in three ways:
- We understand these trucks from the inside out. Steering, braking, airbag systems, wiring looms, camera systems, radar modules, trailer assist logic and stability control are not guessed. They are re-engineered for right hand drive so they function as intended and meet Australian Design Rules. This applies to half ton trucks such as Ram 1500, Ford F-150 and Silverado 1500, and it applies to the bigger 2500 class platforms.
- We do not hand you keys and disappear. We support what we build. Autogroup International provides warranty coverage, in-market technical support, documented compliance and a service pathway. Typical warranty coverage is 3 to 5 years by market. We carry parts, and our Australian service and after sales teams are trained on these vehicles.
- Our service team does not only work on Autogroup International builds. We repair, maintain and upgrade American trucks across Australia that were converted elsewhere. We fit mirrors, diagnose electrical faults, correct unsafe suspension installs, upgrade towing setups and sort out vehicles already on the road. That gives us deep, first hand data on what survives Australian conditions and what fails.
This is why we do not talk like a bolt on brand. We talk like a company that designs, engineers, documents, converts, warranties, services and supports these vehicles for their full working life, in Australia and in more than 40 countries worldwide.
Step 1: Start with the platform
All American pickups are not built equal. You do not build them the same way.
Half ton class
Ram 1500, Chevrolet Silverado 1500 and Ford F-150 sit in what Australians often call the half ton class. These trucks are popular for daily driving, family touring, towing mid size vans and light commercial work. Owners want comfort, usable towing and long distance stability without moving up to a huge diesel 2500 series truck.
The usual Australian path here looks like this: a suspension package that can carry real touring load without sagging, correct towbar and brake controller integration, underbody protection, recovery options, lighting and UHF or other comms. Payload management matters, but you are usually not deleting the tub. Instead you are building drawers, fridge slide, dual battery and 12 volt power, or a lighter tray and smaller canopy.
Three quarter ton style and heavy duty platforms
Chevrolet Silverado 2500 HD, GMC Sierra 2500 HD, Ram 2500 and Ford F-250 Super Duty are in the heavy duty class. These trucks are chosen in Australia for serious towing, serious payload and diesel torque. Here, owners are far more likely to remove the tub completely and replace it with a tray and canopy or a full chassis mount service body. They carry tools, spares, water, batteries, drawers, compressors and sometimes an entire mobile workshop. They also regularly drag a heavy caravan, horse float or equipment trailer with big tow ball weight.
The leap in complexity is huge. Once you remove the tub, you are relocating blind spot radar, 360 cameras, trailer assist cameras, fuel filler necks, AdBlue filler access, trailer wiring looms and ADR compliant rear lighting.
Key takeaway
A Ram 1500 touring build and a Silverado 2500 HD work canopy build are not the same job. They are different compliance paths, different weight realities and different engineering demands.
Step 2: Get legal first
ADR compliance, GVM, GCM, licence class and insurance
Legal first, capability second. Always.
GVM basics
Gross Vehicle Mass is the legal maximum weight of the vehicle, fully loaded. GVM includes you, passengers, fuel, bull bar, long range tank, drawers, fridge, tools, canopy or service body, tow ball download and everything else.
This applies to a Ram 1500 with a fridge and roof top tent just as much as it applies to a Ram 2500 with a 600 kg service body.
GCM basics
Gross Combination Mass is the combined legal limit for the vehicle plus the trailer or caravan. That includes the caravan’s water tanks, gas bottles and cargo. If you exceed GVM or GCM you are opening yourself to defect notices, fines, denied insurance and legal exposure in a crash.
Axle loads and tow ball mass
You can be technically under GVM and still illegal because the rear axle is overloaded. This is common with canopy builds on Silverado 1500 and Ram 1500, and even more common on Silverado 2500 HD, Sierra 2500 HD and F-250 when you add drawers, water, tools and a 300 to 400 kg tow ball download.
Weigh it properly
Guessing is not enough. A single number from a normal weighbridge is not enough. You want proper multi pad weighing that records front axle load, rear axle load, tow ball mass and trailer axle load, then gives you a written report. Mobile weighing services exist in Australia and cost a few hundred dollars. That is cheaper than being uninsured in an accident.
State by state rules
States and territories treat upgrades differently. Some upgrades must be done before first registration. Some states allow GVM and even GCM upgrades on vehicles that are already registered. Industry towing specialists note that Victoria is an example where both GVM and GCM upgrades can be legal on new and already registered vehicles, provided an approved kit and full engineering documentation are used.
Paperwork matters. It is what transport authorities and insurers look at if anything goes wrong.
Where Autogroup International fits
Autogroup International engineers vehicles to operate legally in Australia. Our conversion work and upgrade paths are mapped against Australian Design Rules, insurance reality and inspection reality. You are not getting a cosplay spec. You are getting a vehicle intended to be road legal, inspectable and supportable.
Key takeaway
Whether you drive a Ford F-150, a Silverado 2500 HD, GMC Sierra 2500 AT4X or a Ford F-450 Dually, you must know your legal mass limits, get the rig weighed exactly how you will use it and lock in the correct compliance path before you load up and leave.
Step 3: Payload, trays, canopies and towing
This is where people blow the limits without realising, across both the half ton and heavy duty classes.
Payload reality, half ton class
Ram 1500, Silverado 1500 and Ford F-150 owners often treat these trucks like a lifestyle upgrade on a midsize dual cab. Then they add drawers, fridge, roof tent, awning, tools, recovery gear, water, dual battery, long range tank and hitch up a three tonne caravan. All of that weight counts. The tow ball download alone comes directly out of your payload allowance. You can run out of legal payload far earlier than you think if you do not plan it.
Payload reality, heavy duty class
Many American 2500 class pickups arrive in Australia with something like a 4,495 kg GVM and a kerb mass already in the mid to high 3.6 to 3.8 tonne range. In plain English, that can leave only around 700 to 900 kg of usable payload once you fill the tank and sit in the cabin.
Now bolt on a heavy duty tray, a full canopy or permanent service body, drawers, fridge, water tanks, tools, rooftop tent and a 300 to 400 kg tow ball download. You can instantly blow past legal payload and overload the rear axle.
At that point most owners face two paths:
- Stay in a light vehicle style registration and run extremely lean on weight.
- Move to an NB2 or light truck style classification that allows GVM in the mid 5 tonne range and gives you more than a tonne of usable payload. This can require a different licence class.
This is not internet theory. This is the difference between legal and defected on the highway.
Tray, canopy and chassis mount choices
For half ton platforms like Ram 1500, Silverado 1500 and Ford F-150, most touring owners keep the tub and build drawers, fridge slides, dual battery systems, 12 volt hubs and dust sealed storage. Some move to a lighter tray and compact canopy, but weight discipline still matters.
For heavy platforms like Silverado 2500 HD, Sierra 2500 & 3500 HD, Ram 2500 and F-250/F-350, owners very often delete the tub and choose:
- Tray with bolt on canopy, which is modular and reconfigurable
- Full chassis mount service body, which is one piece, sealed, usually lighter overall than a tray plus removable canopy stack and ideal for permanent work or touring builds
Modern Australian tray and body builders design specifically for these American platforms. They route fuel fillers correctly, protect and expose AdBlue as needed, relocate blind spot radar and reverse sensors, remount 360 cameras and trailer reverse assist cameras, integrate ADR compliant lighting and mount the number plate legally. They also rehouse trailer plug connections and brake controller wiring so all the factory towing safety logic still works.
Where Autogroup International fits
This is the same thinking we apply to right hand drive conversions. We do not just move a steering wheel. We mirror the vehicle. We relocate and re-engineer steering, braking, airbag control systems, stability control, trailer assist systems, radar modules, cameras and wiring looms so they behave like factory in right hand drive and meet Australian Design Rules. We then support the vehicle with warranty, service and parts.
Because our Australian service team works on Autogroup International conversions and also on trucks converted elsewhere, we know what fails when a canopy or tray is slapped on without correct sensor relocation. We know what it costs to fix. We know what the police, transport inspectors and insurers will look at.
Key takeaway
Payload is not a suggestion. Your canopy is not weight neutral. Tow ball download counts against payload. You need a single plan, not a shopping list of bolt ons.
Step 4: Suspension, lift, wheels and tyres
Suspension is not about pose. It is about control, safety and fatigue management.
Half ton needs
Ram 1500, Silverado 1500 and Ford F-150 owners usually want a suspension package that can carry touring load without sag, stay comfortable for daily driving, keep braking predictable and tow mid size vans safely. Experienced, engineering backed Australian upgrade houses like Autogroup International are matching heavier rate rear springs and tuned dampers to the real axle load, not guessing. They are adding correct towbar and brake controller integration, underbody protection and sometimes mild lift, but the aim is stability and comfort, not just height.
Heavy duty needs
Silverado 2500 HD, Sierra 2500 HD, Ram 2500 and F-250 often run with 300 to 600 kg of permanent load. Here you see heavier rate springs, high quality dampers from serious brands such as Fox, King or Bilstein, and in some builds advanced adaptive hydraulic systems like Liquid Spring that can actively manage ride height and effective spring rate under load. This helps towing stability, keeps headlights level, reduces fatigue on corrugations and protects the vehicle from bottoming or wandering under heavy ball weight.
Engineered GVM upgrade packages are not just stiffer springs. Proper upgrades are tested, certified and delivered with documentation, modification plates and transport authority approval. That paperwork is what keeps you legal for insurance and roadside inspection.
Wheels and tyres
Wheel offset, tyre load rating and tyre diameter are safety items. A Ram 1500 on 35s that scrub and change scrub radius can attract attention from police and compromise braking. A Silverado 2500 HD or F-250 on 37s without correct load index, guard clearance and steering geometry can be unsafe, illegal and a defect magnet.
Where Autogroup International fits
Autogroup International validates steering geometry, braking performance, electronic stability control calibration, radar and camera alignment and tyre load index as part of our conversion and upgrade path. You get stance and function without gambling on compliance. You also get warranty, service and support after delivery. And over 30+ years we have seen the impacts of what some of the ‘cowboys’ do to what are very expensive trucks! It can be vert scary.
Key takeaway
Suspension and tyres are load tools first and looks second. Ask for tuned spring rates, ADR minded damping, legal tyre load ratings and documented engineering, not just “a lift kit”.
Step 5: Electrical, sensors, cameras and safety tech
Modern American pickups are full of live safety tech. Blind spot radar, reverse radar, parking sensors, 360 degree cameras, trailer reverse assist cameras, factory trailer brake controllers, AdBlue tanks and associated plumbing are all connected to the vehicle brain.
If you pull the tub off a Silverado 1500 or Ram 1500 and fit a tray and canopy, or you delete the tub on a Silverado 2500 HD or F-250 and install a full service body, you cannot just unplug that tech and hope for the best. Every blind spot module, parking radar, camera, fuel filler, AdBlue filler, trailer plug and rear lighting unit must be relocated, shielded, re-mounted and tested in its new position. ADR compliant lighting and number plate position must also be correct so the vehicle is still road legal and insurable in Australia.
The better Australian builders now design trays, canopies and chassis mount bodies around those systems from day one, instead of trying to fix it later.
Where Autogroup International fits
This is our day to day work. We engineer steering, braking, airbag deployment logic, trailer assist, radar, cameras and wiring harnesses to operate in a right hand drive layout that meets Australian Design Rules. We validate and document every stage under ISO 9001:2015. Then we support the vehicle with warranty, scheduled service, repairs and local parts.
Because we also repair and support vehicles converted elsewhere, we know exactly what goes wrong when this is not done properly and what it takes to fix it.
Key takeaway
If your installer cannot tell you, in detail, what happens to every radar, camera, harness and trailer assist sensor once the tub is off, they should not be cutting into your truck.
Step 6: Touring readiness and real world usability
Most Australian buyers are not chasing a show truck. They are building a rolling base camp and a mobile worksite.
The best Australian builds now integrate:
- Water storage and plumbing, often 30 to 100 litres in protected tanks
- Central locking service bodies with full width doors and internal LED lighting
- Modular drawers, fridge mounts, pantry modules and overhead shelves sized for real tools and camping gear
- Rooftop tent and awning systems with clean 12 volt power architecture, lithium storage, inverter capacity and solar input
- Long range communications, work lighting, reversing lighting and recovery gear fitted to rated points instead of rolling around loose in the tray
On Ford F-Series, Silverado 1500 and Ram 1500 you also see touring focused upgrades like underbody protection, bull bars that still talk to factory safety systems, upgraded transmission cooling for long haul towing, serious towbar hardware and interior improvements such as sound deadening and heavy duty flooring. Plus long range fuel tanks. This makes thousands of highway kilometres with a caravan calmer and less fatiguing.
Where Autogroup International fits
We treat the whole build as one system. We plan suspension, GVM path, canopy or body solution, payload math, towing setup, electrical layout, comms, storage and recovery as one package. You get a truck that is safe to tow, legal to load, comfortable to tour and actually serviceable long term, not a pile of catalogue parts.
Key takeaway
Touring is not “throw a fridge in and head north”. Touring is weight, cooling, braking, lighting, comms, water, sleep and power, all planned together.
FAQs
Do I need a GVM upgrade for my Ram 1500 or Silverado 1500 to tour Australia
Maybe, but not always. Step one is to weigh your exact setup with all passengers, gear, water, fuel and tow ball download in place. If you are already at or over your legal GVM or axle limits, you need an engineered solution. If you are still under, you may not. Buying suspension first and weighing later is backwards.
Do I need a GVM upgrade on my Silverado 2500 HD, Sierra 2500 HD, Ram 2500 or F-250
Often yes, or you at least need to plan for it. These trucks can chew through what looks like big payload once you add a service body, tools, water, batteries and tow ball weight from a heavy caravan. A proper engineered GVM upgrade comes with documentation, an engineering or modification plate and transport authority approval so you remain legal, insurable and roadworthy.
What happens to blind spot monitoring and reverse sensors if I fit a tray and canopy to my Silverado 1500 or Ram 1500
Done properly, those sensors are removed, relocated, shielded and tested so they still talk to the vehicle. The same applies to 360 cameras, trailer reverse assist cameras, trailer brake wiring, fuel filler routing, AdBlue access on diesel models and ADR compliant lighting and number plate position. If you skip that work you can lose safety features and fall out of compliance.
How fast can I run out of payload
Very fast. A Silverado 1500 with drawers, fridge, 12 volt system, water, a roof tent and a three tonne van on the back can be closer to its legal limits than the owner realises, because tow ball download directly subtracts from payload. A Silverado 2500 HD or F-250 with a canopy or service body, plus tools, tanks and a heavy caravan, can run out of legal payload instantly and overload the rear axle if it is not engineered.
Is high end suspension worth it or just hype
High quality, load matched suspension or adaptive hydraulic systems such as Liquid Spring are about control, safety and fatigue. They help keep the truck level, keep headlights at the correct height, keep braking predictable and keep the vehicle stable with high tow ball weight. That is not cosmetic. It is safety and comfort over long distances on Australian highways and corrugated roads.
Can I increase GCM so I can tow heavier
In some states, yes. Industry towing specialists confirm that Victoria allows both GVM and GCM upgrades on new and already registered vehicles, but only with approved kits and correct engineering paperwork. Other states are stricter. You must confirm with an accredited engineer in your state.
Build checklist powered by Autogroup International
Use this list when planning your American truck for Australia. It applies to Ram 1500, Silverado 1500, Ford F-150, Silverado 2500 HD, GMC Sierra 2500 HD, Ram 2500 and Ford F-250.
- Right hand drive conversion, ADR compliance, support
- True mirror image right hand drive conversion by Autogroup International
- Steering, braking, airbags, safety systems and driver assist re-engineered, not just relocated
- Camera, radar, trailer assist and wiring harnesses integrated for right hand drive with Australian Design Rule compliance
- ISO 9001:2015 quality systems, documented Conformity of Production and a 1,626 point quality control checklist
- Warranty support typically 3 to 5 years by market, plus parts and service access in Australia, not just a handover
- Weight and legality first
- Know factory GVM, axle limits and GCM for your exact truck
- Get multi pad weighing with your real touring or work load, including tow ball download
- Decide early if you need a certified GVM upgrade or even a registration class change to stay legal and insured when fully loaded and towing.
- Tray, canopy or service body
- For Ram 1500, Silverado 1500 and F-150: decide between a smart tub fit out with drawers, power and fridge, or a lighter tray and compact canopy
- For Silverado 2500 HD, Sierra 2500 HD, Ram 2500 and F-250: choose between modular tray plus canopy or a permanent chassis mount service body
- In every case, make sure sensors, cameras, trailer wiring, AdBlue lines, fuel fillers and ADR compliant rear lighting and number plate position are engineered, not guessed.
- Suspension, tyres and brakes
- Tune spring rates and dampers to your real axle loads, not what looks good in photos
- Use tested systems that can support legal GVM upgrades and supply documentation
- Validate tyre load index, offset, diameter, steering geometry, braking performance and stability control behaviour.
- Touring and work systems
- Water storage, fridge, drawers, comms, lighting, recovery kit and 12 volt power must all have a defined home
- Plan lithium storage, inverter capacity, solar input and charging correctly so you are not rewiring the car every trip
- Design around dust sealing, vibration resistance and serviceability in Australian heat and corrugations.
- Lifecycle support
- You need documented engineering, ADR compliant modification and warranty, not guesswork
- You need a team that will service and repair the vehicle long term
- You need parts and technical support if something breaks in real Australian duty
That is exactly what Autogroup International delivers. We convert, certify, engineer, support and continue to service these trucks for their working life.
Final word
Upgrading an American truck for Australia is not a weekend of bolt ons. It is systems engineering. It is legal compliance, weight management, towing safety, touring practicality and lifetime serviceability.
Autogroup International is the world leader in right hand drive conversion and Australian compliance for American trucks. We are Australian owned. We have 33 plus years of experience. We have converted thousands of vehicles from left hand drive to right hand drive for Australia and more than 40 other right hand drive countries worldwide. We have a 250 person global team with 35 engineers. We operate under ISO 9001:2015 with documented quality and a 1,626 point quality control checklist.
We provide warranty, servicing, parts and technical support not only for our own converted vehicles, but also for American trucks converted elsewhere. We understand what actually works in Australia, what fails in Australia and what will still be working three years into towing, touring and daily duty in places as remote as Central Australia or Central Africa.
This is how you build an American truck that can tow legally, carry safely, tour comfortably and keep going, no matter whether you are in Perth, Port Hedland, Pilbara country or somewhere that feels like Timbuktu.
Talk to the team today on (03) 9765 1300 or drop them an email to [email protected]
