Chinook/Trail Wagons, Inc.

Chinook RV, a division of Trail Wagons, Inc. was a family-owned and operated manufacturer of relatively short-length, high-quality Class C (Class B+) recreational vehicles, once considered “The Sports Car of Motorhomes” until the company's demise in 2005.

Most successful companies in the United States can trace their roots back to ideas that originated in the minds of entrepreneurs. Time has shown the products they created were usually non-conforming and non-traditional in nature, but filled a need for the American consumer.

First produced in 1938 by Sy and Rose Mair in Orange County, California, Chinook was among the oldest U.S. brand names in the RV industry. Over the next thirty years, the family-run business of Mair & Son, Inc. would relocate to Union Gap, Washington where they would build small travel trailers, pickup campers and chassis mounts that went on a one-ton cab chassis.

Meanwhile, another RV business had its initial beginnings in a garage during the spring of 1961 in San Jose, California. Don Lukehart, Sr., an avid enthusiast of outdoor camping and fishing, was frustrated with the lack of mobile campers available on the market. Working at night in his garage with his son Gary, who had a background in design and cabinet making, Mr. Lukehart converted a Chevrolet Corvair into a “mini camper van.” The first-time effort would launch another family-run business after a friendly bet was made between a father and his sons.

From top to bottom: 1963 Chinook Custom Camp Coach, 1969 Chinook Custom Camp Coach, 1972 Chinook Cayuse Camp Coach

It was during the early 1950s and 60s that the first mass-produced motorhomes started appearing on the road, with some of the early models looking like a cross between a slide-in camper and a motorhome. These Class C motorhomes were actually constructed on a truck chassis. Fabricators ordered trucks without the traditional bed and added their own creation, a practice that is essentially still done today. When others would ask Don Lukehart where they could get a camper just like the one he had, a challenge was started whether they could actually sell more than six campers.

The results would ultimately revolutionize the RV industry.

The Lukehart family would start up Family Wagon Compact Equipment Company to build and sell converted Chevrolet and Dodge vans into custom-designed camper coaches. While eldest son Don Lukehart, Jr. would continue his career as a schoolteacher and wrestling coach, middle son Gary would be the chief designer of the units, while youngest son Roger would handle the marketing and sales of the family-owned business.

Their reputation firmly established after early successes in building deluxe slide-on camp coaches, Mair & Son, Inc., developed into the Chinook Mobilodge Company as it looked toward expanding into the large size RV market. Beginning in 1966, the company introduced the Chinook 1400 chassis mount, a cab over Class C motorhome built on a Dodge truck chassis, followed by the Chinook 2200, the company's first (and only) fully self-contained Class A motorhome. With each succeeding model year, the company was employing further use of fiberglass in the overall construction process.

The 1966 (top, with ribbed aluminum roof) and 1969 (bottom, with fiberglass roof) Chinook Mobilodge Class A motorhome on a Dodge chassis

By 1971, a confluence of events would see some major changes taking place in Washington state's RV manufacturing industry. After Chinook Mobilodge Company had been merged and sold several times, the Lukeharts eventually moved their manufacturing skills from California to Yakima, Washington, the neighboring city of Union Gap. By now, Gary Lukehart had become president of the company, which at the time was owned by an investment group based in New York City, New York that took it public.

It was also at this time that development of the first one-piece, all-fiberglass shell had been successfully designed for the Chinook 2500. The smoother, curved lines and angles quickly became evident with customers and the RV manufacturing industry. Up until then, most RVs were in the style of the Winnebago Chieftain, which epitomized most Class A units of the time; big, square and boxy looking with all the aerodynamic coefficient properties of a brick. Chinook Mobilodge Company's use of fiberglass allowed for some creative styling and flair that would replace the old-style ribbed aluminum cladding that traditionally had been found in the RV industry at the time.

Unfortunately, events a few years later and half a world away would have a major impact on the lifespan of the Chinook 2200 and 2500, which can be found in the book, ”Mobile Mansions: Taking Home Sweet Home on the Road” by Douglas Keister (Gibbs Smith, Publisher 2006-03-03 ~ ISBN: 1586857738 ~ Paperback) with the following description on page 121:

“This 1973 Chinook Class A Mobilodge, powered by a massive 413-cubic inch Chrysler gas engine, was manufactured at exactly the wrong time, 1973. For years, Americans had been guzzling fuel at an alarming rate. In 1972, the average American automobile got a mere 14.5 miles per gallon of gas. By the end of 1972, America's oil reserves were at a critical low levels, and by the winter of 1973 there were widespread brownouts. For most Americans, the real crisis came in October 1973 when the Organization of Arab Petroleum Exporting Countries (OPEC) severely reduced their oil exports, which resulted in long lines at the gas stations or simply no gas at all. The ultimate cruelty came during the Christmas season when President Nixon refused to turn on the National Christmas Tree's lights to save energy.”

1973 Chinook 2500, the last Class A RV built by the Chinook Mobilodge Company

Meanwhile, Gary and Roger Lukehart would continue development and refinement of the self-contained mini motorhome market, based on the growing popularity of full-sized vans. Beginning in 1970 after designing a lightweight, yet strong fiberglass roof extension that could be attached at the roofline of a Dodge Maxi-Van or the Chevy G20 or G30 Trail Wagon, the Lukeharts partnered with Western Recreational Vehicles to create Chinook Western, a division of Chinook Mobilodge, Inc. as the new nameplate for these luxury van conversions that sold in the auto market.

These “B-vans”, phased in over 1970 as 1971 models, were radically different from the earlier A-van models, in response to customer requests. Wind resistance was cut, which lowered noise and increased highway mileage; windshields were made full length and curved, replacing the old separate sheets of plate glass and the center windshield pillar, and the instrument panel, seats, and trim were brought upscale to match or beat passenger cars.

In fact, since some parts came from passenger cars, the Lukeharts successfully marketed “Do it Yourself” conversion kits for owners of previously purchased Dodge, Ford or Chevy vans. For DITY owners looking to turn their own vans into a luxury mobile bedroom on wheels, the simplicity and popularity of these “drop in” components, including a spring-loaded fiberglass Push-up Top fueled these economy weekend campers during the remainder of the '70s and into the 1980s and mid-90s.

In 1971, Gary Lukehart designed what would later turn into an iconic RV legend: the Chinook 18 Plus motorhome, forerunner to the present-day Chinook Concourse. Initially built on a Dodge Maxi-Van chassis, it would eventually evolve and be refined over the next three decades on the Chevy and Ford van “cutaway” chassis, providing the public with a recreational vehicle that carried – at the time – the only lifetime guarantee in the RV industry for the original owner.

Featuring a propriatary-designed single unit all-fiberglass shell, Articfoam insulation, signature forward-angled side windows (mathmatically and scientifically known as a "Parallelogram", a four-sided polygon with two pairs of parallel sides) with a bold and rakish looking “Racing stripe” paint pattern, the Chinook 18 Plus would become a contemporary classic in the early 1970's. The Chinook RV team's commitment to on-going improvements in quality and innovative engineering, along with a strong emphasis on livability and comfort as well as excellent customer service lent itself well to creating a state-of-the-art mini motorhome. The company custom-built their own cabinetry using solid oak, and its paint and graphics design work were done in-house at its Yakima, Washington facility.

Same nameplate, decades apart: First generation 1971 Chinook 18 Plus, Second generation 1988 Chinook Concourse 18+, and Third generation 1998 Chinook Concourse

With second-generation (1984-1995) models built on the Ford V-8 460 and Chevy G30 dual-axle chassis and third-generation (1996-2006) models assembled on the Ford V-10 Triton and Chevy V-8 Vortec dual-axle platforms, the present-day Chinook Concourse created and defined the just-right sized Class C brand for the Chinook RV: larger than a standard-sized van, yet smaller than the typical cab-over Class C RVs featuring a streamlined and aerodynamic body that foreshadowed today's latest “B-Plus” mini-motorhome trend. The Chinook Concourse would earn the reputation and eventually be marketed as “the ultimate two-person coach.”

After a quadrupling of oil prices by OPEC, coupled with high government spending due to the Vietnam War led to stagflation in the United States, the New York City investment group behind the Chinook Mobilodge Company brand name pulled out in 1975. Gary Lukehart left Chinook, which became idle after the company abandoned manufacturing of the Class A Mobilodge. Forming Trail Wagons Inc. to build Class B van campers, Lukehart would refocus his new company's efforts on designing small, economy-type motorhomes. Based on the lessons learned and early successes with their Do it Yourself kits for van conversions, Lukehart designed a smaller fiberglass shell that could be built on a Datsun- or Toyota-powered mini-pickup truck chassis. The end result was the diminutive sized Toyota Chinook, which made its debut in 1974 and was marketed as the Gazelle by Chinook RV dealers, or the MPG at Toyota dealerships.

A 1976 Toyota-Chinook Pop-up camper and a 1975 Toyota-Chinook 4×4 version in their original paint scheme

With a base price of under $7995, the Gazelle/MPG was considered three vehicles in one: Economy car, station wagon and motorhome. Featuring the legendary Toyota 20R or 22R powerplant, the Toyota Chinook – sometimes affectionally referred to by its owners as “The Toy”, “Toynook”, “Chinyota”, or “Little Chinook” – was one of the most popular recreational vehicles on the road during the mid-70s, particularly with the Southern California surf and action sports culture.

For starters, it offered excellent fuel savings: up to an astounding 29 miles per gallon on the highway and 16 mpg in city driving. For any type of RV today with current powerplant technology, few could match it, including the new Class B van conversions based on the diesel-powered Sprinter chassis that manages 16-22 mpg (albeit somewhat heavier than a Toyota Chinook).

It was also compact. Toyota Chinook sported a flat pop-up canvas and fiberglass rooftop, the design of which owed much to the original push-up tops seen in the full-size van conversions. Closed, it offered a low profile which contributed to its car-like handling and fuel-saving economy, as well as an excellent mounting location for roof racks to carry surfboards, kayaks or skis. When opened, it provided the necessary headroom for a six-foot tall adult – once parked – to stand up and move around inside the mini-camper. There was enough space within the Toyota Chinook to accommodate a portable toilet and closet space, a galley comprised of a small refrigerator, a propane powered stove, a sink with water tank, and a convertible dinette and sofa that turned into a full size bed. Coupled with two upper cots located just above the cab, the Toyota Chinook were capable of sleeping up to four people in a vehicle just under 18 feet in length.

A restored and customed modified 1976 Toyota-Chinook 4×4 Pop-up camper in its closed and opened positions

Unfortunately, a major drawback to the Toyota Chinook were mechanical issues concerning the rear axle and suspension, due to the weight of the pop-up camper portion of the vehicle. However, as testament to the mini-RV's durability from the standpoint of the pop-up fiberglass shell and 20R/22R powerplant, many still ply the roads 30+ years after their creation. While the majority still in service sport their original colors and 70's-era decor, others have been completely stripped down to the chassis and rebuilt by their owners to suit their taste and personalities.

A joint venture between Chinook and General Motors in 1976-1977 produced the Blazer Chalet and Jimmy Casa Grande for the short-bed Chevrolet K5 Blazer and GMC Jimmy pickup trucks. These rare pop-up campers for the 3/4 ton GM-built 4×4 trucks are nicknamed “The Big 'Nook” and were considered the domestic U.S. “sister” to the Toyota-Chinook due to their similar styling. Approximately 1,780 units were built and sold: 1,555 Chalets to 225 Casa Grandes. They were not, however, slide on campers like other typical units, but permanently affixed shells. The Blazer and Jimmy came off the same production line as a regular truck and had the pop-up camper shell installed by the Chinook Western facility in Yakima, Washington.

As with the Toyota Chinook, the Blazer Chalet and Jimmy Casa Grande featured a propane heater and stove, water tank and sink, and either an icebox or a refrigerator. Shelves, closets and a removable tabletop round out the furnishings. They did not, however come with a shower or toilet and were, in short, a home away from home for a couple of people for the weekend.

Unfortunately, just like the Toyota Chinook, the Blazer Chalet and GMC Jimmy Casa Grande were short-lived. Rumor has it GM was forced to cease production of these units because of axle/spring issues. The reality was GM discontinued manufacturing the Blazer and Jimmy with a cutaway cab section, which allowed for direct access into the back of the Chalet or Casa Grande. Nevertheless, a good portion of Blazer Chalets and Jimmy Casa Grandes still on the road today have been modified or upgraded by their owners with either helper springs or air bag additions on the rear axle.

The campers were recently profiled in an April 2009 issue of Hemmings Motor News magazine, featuring a 1977 Blazer Chalet owned by Russell Cook of Phoenix, Arizona, and includes a brief write-up on one that sold at the Barrett-Jackson Scottsdale auction for $9,350.

A discussion forum for owners and enthusiasts of the Blazer Chalet or Jimmy Casa Grande is currently available on the Internet. To date, over 100 members – half of whom are known to currently own a Blazer Chalet or Jimmy Casa Grande – are using the forum to trade information and restoration tips, plus collect and post an ever-growing series of photo galleries. Further information about these units can also be found on the Chevy K5 Blazer Chalet web site.

The Chinook moniker would also become attached to other notable RVs such as the short-lived (1976-1979) Chinook Futura and its little brother, the Toyota Chinook Newport or the Toyota Chinook Omega.

The “otherworldly” and short-lived 1978 Chinook Futura (inspired by “Close Encounters of the Third Kind”?)

According to Chinook's advertising brouchure of the time, “There's never been a motorhome like the Futura! Advanced styling and innovative engineering assure you that this is not just another motorhome. The Futura is beautifully sculpted from fiberglass and reinforced with a steel safety cage. There are three floor plans with innovative ideas for ultimate livability.”

The Futura was definitely a departure from the more streamlined Chinook 18 Plus, at least with regards to the front and back ends. Built on a Dodge Maxi-Van dual axle chassis with a V-8 440 cubic inch motor, the Chinook Futura was longer, slightly taller and heavier than a Chinook 18 Plus, owing to a protruding cab over sleeping area that is the typical look of all Class C motorhomes. However, the angular shapes gave it an “otherworldly” science fiction look, probably influenced from the Steven Speilberg-directed blockbuster, “Close Encounters of the Third Kind.”

The 1978 Toyota Chinook Newport (left) vs. near-identical 1978 Toyota Chinook Omega

Essentially an enlarged hardtop version of the Toyota Chinook Gazelle or MPG, the Toyota Chinook Newport (and sister Omega model) owed its styling cues directly from the Chinook Futura. With “the styling of the 80's today, designed and engineered to meet the demands of tomorrow”, the Newport and Omega models could sleep four individuals with plenty of storage and enough room to walk around in while in motion (unlike the Toyota Chinook Gazelle/MPG pop-up model). Although both models offered such standard features as a “sunport”, commode and complete galley, perhaps the most unique aspect of the Newport/Omega was its angled upper and lower split-door arrangement, located at the extreme rear passenger side corner of the vehicle.

As with the Toyota Chinook Gazelle/MPG, the Newport/Omega's days were numbered as it suffered from the same rear axle problems, largely due to weight issues. The problem would not be corrected with a larger, more robustly designed rear axle until the mid- to late-80's and early '90's. By 1993, Toyota had exited the mini-pickup truck chassis business because of liability concerns due to the overweight issues and their desire to go head-to-head with the larger U.S. domestic truck market.

Although Chinook's marketing campaign proclaimed that “Any other motorhome just may be a compromise”, it appeared the RV-buying public decided otherwise. The Iranian Revolution sharply increased the price of oil around the world, leading to the 1979 energy crisis. This was caused by the new regime in power in Iran, which exported oil at inconsistent intervals and at a lower volume, forcing prices to go up. Tight monetary policy in the United States to control inflation led to another recession. The changes were made largely because of inflation that was carried over from the previous decade due to the 1973 oil crisis and the 1979 energy crisis. The production line for the Chinook Futura and Newport/Omega models quietly ended at the beginning of the 1980's, leaving the newly renamed Chinook Concourse as the clear cut industry trendsetter with its classic exterior and elegant interior settings.

As the 70's came to an end, another move was made by Gary Lukehart and his management team to spin off and partner with a new generation of Lukeharts at the wheel. Up until then, the original Chinook company name had laid dormant until 1985, when Lukehart purchased the remnants of the original company and the all-important Chinook brand name. A new division was formed, taking its name from one of Lukehart's van conversions: the Chevy Trail Wagon.

Trail Wagons, Inc., the new parent company of Chinook RV, now under Gary Lukehart's ownership, eventually began to focus singularly on developing the Chinook 18 Plus mini motorhome and its fabled one-piece fiberglass construction, which Gary Lukehart had previously implemented while at the helm of the earlier incarnation of the Chinook Mobilodge Company. He would now spend the next two decades refining the renamed Chinook Concourse into a high-end Class C motorhome at their main factory in Yakima, Washington. Depending on options selected in built-to-order models, up to 900 labor-hours would eventually go into the construction and manufacturing of each Chinook Concourse, nearly twice the amount of time any other RV manufacturer would devote to building a motorhome.

At the same time, Trail Wagons, Inc./Chinook RV would discontinue marketing their Do it Yourself van kits in favor of expanding their Class B van conversion business into a separate facility in northern California on land purchased by Gary Lukehart. Conveniently located between Sacramento and San Francisco where I-80 and I-680 intersect in an area of Fairfield, California known as Cordelia Junction, the Trail Wagons Inc./Chinook RV van conversion business would be operated by two of Gary Lukehart's nephews.

Tim and Hugh Lukehart were the sons of Don Lukehart, Jr. who chose to remain a school teacher and wrestling coach at the start of Family Wagon Compact Equipment Company. After working on their uncle Gary's production line in Yakima during their college years learning the family business alongside Lukehart's son Dan, their cousin, the next generation of Lukeharts would start to turn out a complete line of “Van Motorhome” weekend campers suitable for any RV owner's budget.

From left to right: 1986 Chinook Runabout, 1990 Chinook Voyager and 1994 Chinook Trail Wagon Class B motorvans

Over the next decade, Trail Wagons, Inc./Chinook RV would see the rollout of many popular series of 17-19 ft. Van Motorhomes with nameplates like Aspen, Buccaneer, Cruiser, Clipper, Runabout, Trek, Viking, Vista Classic and Voyager. In many ways, the designs and quality of workmanship put into these van conversions by the Lukehart's pre-dated many of today's Canadian Class B van conversion manufacturers, most notably the PleasureWay, LeisureTime and Town and County's RoadTrek 170, 190 and 210 series of Class B motorhomes.

By 1993, hampered by declining sales caused by an economic fallout attributed to the first Gulf War in 1991, the line of Class B van conversions were either closed out or consolidated to the Yakima facility. However, rather than relocate to Yakima, Hugh and Tim Lukehart opted to stay with their original Fairfield location once the expanded 10.5 acre van conversion facility was sold in 1994 to North Bay Auto Auction. After leasing out a portion of storefront space within the original Trail Wagons, Inc./Chinook RV building, they would establish Sierra Truck and Van and eventually purchase back the rest of the facility, having built a strong customer base as a factory direct Weatherguard outlet serving the northern California market.

Meanwhile, the Class C production line in Yakima, which had been using both the Ford Econoline and Chevy Van chassis with V-8 powerplants for the Chinook Concourse, would transition exclusively to the Ford Econoline E350 platform. In 1994, to help weather the economic recession, the company would introduce the Chinook Premier, a lower-cost model with lesser features in the cabinetry work, a smaller refrigerator, two-burner stove and squared off standard windows.

Eventually, as the economy improved in the mid-90's, the Chinook production line responded in 1997 after Ford Motor Company discontinued their V-8 460 Econoline Van platform and moved to the more fuel efficient Ford V-10 Triton engine. At the dawn of a new millenium, a third model would be added that went in the opposite direction of the scaled-down Premier: the Chinook Baja 4×4. A glitzy, West Coast-style 4-wheel-drive all-terrain vehicle, the Baja was built using the same Concourse fiberglass shell. With additional off-road additions that appealed to the growing Sports Utility Vehicle crowds, the Baja drew lots of media attention in the latter years of the company's operation.

Left to right: 2004 Chinook Concourse, 2004 Chinook Premier and 2004 Chinook Baja 4×4

1998-2001 would mark the height of Chinook RV's success, as the company would hit the “sweet spot” by producing their finest model years on record. Helping them along would be new marketing technology provided by an internet presence at ChinookRV.com (NOTE: Partially archived PDF file). Potential customers could view and decide upon various models and floorplans, pre-select from a choice of interior decors and wood grains, decide special features and locate a dealer for a custom-designed motorhome suited to their tastes or personalities.

Left to right: 2004 Chinook Destiny and 2004 Chinook Cascade

Entering the 21st Century, a new model called the Chinook Destiny was added to the lineup in 2001. Essentially a “stretched” version of the Concourse, the 24 foot long Destiny was built on a Chevy C30 1-ton Van chassis featuring the V-8 Vortec engine. The three extra feet in length allowed for a more spacious bathroom at the rear of the unit, albeit still a “wet” variety in which the sink and commode were incorporated within the shower area. A multi-drawer pantry, larger clothing cabinet and internal storage area for the spare instead of the “Continental” tire kit used on the Concourse rounded out the major differences between the two. A lower-cost version of the Destiny with the lesser quality features modeled off of the Premier (including the same squared off windows) followed a couple of years later and was marketed as the Chinook Cascade.

Left to right: 2004 Chinook Glacier and 2004 Chinook Summit

As the national RV industry expanded into the marketplace with slideout units in Class A motorhomes, the Lukehart's began expending company profits toward creating the first slideout units to be offered in a Class C mini-motorhome. The end result added the 25 foot long Chinook Glacier to the 2003 lineup that for the first time would also feature a full-size “dry” bathroom with separate shower. It was closely followed by the 27 foot long Chinook Summit in 2004 that featured two slideouts. Both models were built on Ford Motor Company's heavy-duty Econoline E-450 van chassis.

Chinook prices would vary, according to year, make, model type and built-to-order optional accessory packages. Choices ranged from custom exterior paint patterns to specially-branded models like the Harley Davidson special edition Chinook Concourse. Chinooks typically commanded top dollar in the RV market for its relative size. Average costs varied from $73,000 to $128,000 for the Premier, Concourse and Destiny models, all the way up to $143,000 to $203,000 for the Chinook Glacier 2500 and Chinook Summit 2700 deluxe models during the latter years of the company's operation. Building up 42 dealerships across North America with exports to Europe, the Middle East and South America, Chinook RV developed a reputation and international recognition as one of the finest manufacturers of mini motorhomes in the world.

On August 16, 1998, history was made as the world's fastest motorhome would set a land speed record on the powdery Bonneville Salt Flats in Utah. Sanctioned by the Southern California Racing Association, a Yakima-built and specially-modified Chinook Concourse painted in a bright orange racing stripe pattern and sporting an air scoop on its hood rumbled down the three mile course with Dan Lukehart at the wheel.

The Chinook team reportedly had to throw out more than just the kitchen sink; most of the Concourse had been gutted out, from the rooftop air conditioner to the sofa, dinette table, stove, refrigerator, cabinets, wet bath and holding tanks. In its place, a custom built roll cage was installed in the driver's cab as Dan Lukehart would speed to a recorded 99.706 miles per hour in three minutes time to break the old record for motorhomes set in 1970 at just under 98 mph. Eventually, Lukehart would break his own mark with the assistance of a Banks Performance System in the Chinook Concourse, driving it to an all-time top speed of 114 mph – a feat that has not been matched or broken in over a decade's time.

2004 Chinook Baja 4×4

Not to be outdone, the company entered a new, off-the-line Chinook Baja 4×4 in the 2000 Alcan Winter Rally, a grueling 4,500-mile road challenge. The rally took place over nine days, beginning in Seattle, Washington, and traveling all the way up to Prudhoe Bay, Alaska, a tiny town on the edge of the Arctic Ocean. From there, rally entrants returned south to Anchorage.

Dan Lukehart, who had become the company's president in 1996, was convinced the Concourse Baja 4×4 model could live up to its design expectations and do so under extreme weather and road conditions. He entered two of these motorhomes in the Alcan Winter Rally and brought a third along as a service vehicle. He piloted one of the coaches along with two other Chinook associates. Out of a field of 23 entrants which included sport-utility vehicles, all-wheel-drive vehicles, and pickup trucks, Lukehart's Chinook Baja finished 16th.

According to a 2005 profile of Trail Wagons, Inc./Chinook RV in FMC magazine, the official publication of the Family Motor Coach Association, a look at the demographics of those clients quickly revealed a common denominator: 60 percent of Chinook owners were motorhome enthusiasts who had downsized from large, high-end Class A luxury units. These owners enjoyed the luxury motorhome lifestyle for a number of years and wanted to continue traveling, but needed to do so in a coach they felt was more manageable to navigate. At the same time, these owners didn’t want to compromise the quality and luxury to which they had grown accustomed to. The Chinook brand was able to successfully identify this niche and responded accordingly in their marketing campaigns.

Dan Lukehart, by now succeeding his father Gary as president of Trail Wagons Inc., dba Chinook RV, tells a story about a customer who left a paper cup full of coffee on the rear bumper of his new Chinook Concourse Class C motorhome and drove off. When he got home, Lukehart relates, the cup was still sitting on the bumper with coffee in it. That story speaks volumes for the manufacturers of Chinook one-piece molded fiberglass mini motorhomes.

“We don’t have any other priorities other than making the most sound motorhome possible,” Lukehart said. “It’s expensive to do it that way, but that is what makes us a niche. Not everybody can afford everything that we build.” Indeed, customers expect quality and top-line features from Chinook RV, which manufactured about 450 mini motorhomes annually. “We’ve failed at building an economy model,” Lukehart said. “That’s what controls our volume completely. There’s not an employee here who could build a midline vehicle. I’ve been asked to do that hundreds of times, and I ask how? Every time we try to do it, every time we try to design something out, somebody else (in Chinook management) puts it back in.”

Chinook emphasizes the strength of its one-piece molded fiberglass construction.

“Our molds provide as fine a finish as you have on any car,” Lukehart said. “The whole thing involves as many as eight to 10 layers of fiberglass at the end of the process. It’s 3 or 4 inches thick at some points. We mold a lot of the openings, and we don’t have any flange-mounted doors. All that does away with having to install trim and caulking. Because it’s one piece, it has a lot of strength. It has no weak points and it provides a solid ride.”

Chinook Baja 4×4 crossing stream

“The words RV and Adventure are sometimes mistakenly seen as mutually exclusive. It's true that RV adventure takes many forms, from simply heading across a county line to wandering the far-flung backwoods off the beaten track, and each person sees a different level of adventure as great fun. The Baja edition four-wheel-drive (4×4) Chinook Class C is one of those motorhomes that makes possible the wildest kinds of RV adventure imaginable. The Chinook RV division of Trail Wagons Inc., Yakima, Washington, has been building motorhomes for more than 40 years. Top-quality assembly and first-class amenities are hallmarks of the Chinook, which is referred to by the company as 'the sports car of RVs.' Compact size and a powerful drivetrain contribute to sports-car-like driving performance compared to a full-size motorhome, but the Chinook is also laden with the typical sports car's reduced storage and human-space size constraints. Many sports cars aren't cheap either, and a buyer has to want exactly what the Chinook Baja offers. Price aside, the Baja edition has a lot to offer the adventure-seeking RV enthusiast with an eye on a smaller motorhome. This is not a coach for sneaking around and keeping a low profile. Chinook motorhomes are stylish and eye-catching in standard two-wheel drive (2WD), and the cosmetic and functional extras that come with the Baja package make this a tough motorhome to miss as it trundles down the pike. But it's not all looks. Chinook has used the Baja edition to compete in the grueling wintertime Alaska Highway rally with excellent results. The 4×4 conversion that includes a solid front axle, leaf springs and a manual-shift transfer case with low range is added by one of several Ford-approved aftermarket upfitters used by Chinook. Off pavement, the Chinook handled like any serious 4×4 vehicle should. Our test drive included a California state-maintained off-pavement vehicle recreation trail that's fairly treacherous in spots. We growled our way up several slopes with loose rocks and rutted surfaces, and the Baja edition happily moved ahead over anything we were brave enough to tackle.” – A review from Motorhome Magazine

Even today, used models still retain relatively high resell prices in comparison to other manufacturers' Class A, B, B+ or C recreational vehicles of the same model year. For example, the 1998-2001 model year Chinook Concourse or “budget” Chinook Premier can be found on eBay and Craigslist from a low of $20,000 up to $40,000+ price range, depending on condition and mileage. The last model years of 2002-2006 for the Cascade, Glacier and Summit can still be found with asking prices ranging from $65,000 to $95,000 (or more) on RVT.com, RVTraderOnline.com, RVSearch.com and RVOnline.com.

The Chinook brand, billed as “the sports car of motorhomes,” celebrated its 40th anniversary in 2001. At the time, the future looked bright for Trail Wagons, Inc. as the company included the recreational vehicle assembly plant and Chinook Business Park owned by the elder Gary Lukehart, who had established himself as a well-recognized businessman and developer in Yakima.

However, few were able to see the storm clouds gathering on the horizon for the company, the Chinook brand and the RV industry as a whole.

For starters, Stuart LaMarr, executive vice president and Charles McGhee, vice president of sales for Trail Wagons Inc. left the company to form the startup LaMarr Motor Coach, Inc. in 2000. Equipping a 43,000-square-foot factory in Pasco, Washington with a staff of 10 people, in November 2000, they introduced the Stiletto, an unusual 36-foot fifth-wheel luxury trailer featuring a molded fiberglass exterior and boasting a suspension system that allows the body to be lowered to ground level when parked.

Looking to innovate themselves, Trail Wagons, Inc. received a low-interest loan of $2.45 million in 2003. The money was a grant by the U.S. Housing and Urban Development (HUD) agency to the city of Yakima, which in turn made the funds available to Gary Lukehart for expansion of his Trail Wagons, Inc./Chinook RV production facility. At the same time, Trail Wagons Inc./Chinook RV made the switch from fiberglass to all-composite shells and floors for its Class C motorhomes, according to Composites World magazine. Since 1971, the company had manufactured one-piece molded fiberglass shells consisting of gel coat, ceramic shield and a single polyester skin laminate with plywood-stiffening panels. But in 2002, it switched to a lightweight sandwich construction featuring a vinyl ester resin composite recommended by Eastman Chemical Co. of Kingsport, Tennessee. Composites World magazine reported the composite shells are stable from well below freezing to 110 degrees to prevent blistering and cracking.

“After just one year of using the new shells, the results have been astounding, none of the new RVs have shown a single stress crack,” stated Jeff Gaskell, Chinook’s fiberglass division manager.

The composite shells used for Chinook’s 21- and 24-foot models are gel-coated and include 0.5-inch-thick closed-cell PVC structural foam from DIAB Inc. of Desoto, Texas. For Chinook’s 25- and 27-foot models, Gaskell needed to reduce floor weight to avoid exceeding the chassis’ gross vehicle weight rating (GVWR). So, instead of using laminated 1.5-inch plywood with polyester resin/glass-laminated bottoms, he switched to a new floor design featuring sandwich construction. Skins of quadraxial glass fabric from Vectorply of Phenix City, Alabama, are layered in a flat mold on both sides of DIAB balsa core that came pre-cut to size. Then, 16 gallons of Eastman’s vinyl ester resin are used to infuse an entire vacuum-bagged 25-foot floor, optimizing the glass-to-resin ratio, eliminating waste from overspray and resulting in 15 percent resin savings. The floor is ready for demolding after only two hours and reduces styrene emissions nearly 100 percent.

“The process has reduced the floor weight by 35 percent and increased compression, tensile and sheer strength by 300 percent, enabling us to expand motorhome size,” Gaskell reportly told the magazine. Trail Wagons Inc./Chinook RV planned to vacuum-infuse shells as well as experiment with using light resin transfer molding to replace open molding for smaller parts, such as storage compartment doors, running boards and shower components.

2004 Chinook Winchester 4×4 “concept” RV with matching towable trailer

At the 2004 Louisville RV show in Kentucky, Trail Wagons, Inc. showcased the Chinook Winchester concept RV. It was the company's most audacious rollout to date on a Class C motorhome created by Trail Wagons and theWinchester Repeating Arms Company, manufacturer of the fabled Winchester model 1873 rifle, commonly known as the “Gun That Won the West.” Complete with a Wild West theme that included cowboys and cowgirls and Winchester shell casings, the Chinook Winchester was a one-of-a-kind, custom-built RV, the likes of which had not been seen in a Class C. Commanding a manufacturer's suggested retail price of $177,785 (including a freight delivery charge of $2,205), the two companies reportedly put in over $96,000 worth of documented upgrades, over and above the base price of a standard Chinook Baja built on a Ford E-450 chassis.

Although the steep retail price for the Chinook Winchester concept RV redefined the phrase, “Sticker Shock” for RV owners, the list was extensive: Banks performance system, oversized front and back IWC anti-sway bars, full 4×4 conversion under the authority of Ford Motor Company, oversized tires on all aluminum wheels, diamond plate underbody protection, onboard air compressor, GSM (military spec.) house batteries, a 12,000 lb. remote control Warren winch, dual heated seats, all upgraded leather interior, authentic Corian countertops with Moen faucet, custom carbon fiber dash/front door accents, heated holding tanks, tile and carpeted floor, hidden safe, flat screen TV with Bose surround sound, solid maple custom cabinets with black ebony inlay and Winchester 30-30 brass shell casing inlays, custom solid maple back lighted gun rack, 30-30 brass shell casing inlays molded inside stool seat, granite coat shower, integrated and color matched front and rear bumpers, in-dash Sirius satellite radio, eight full-size PIAA lights, custom full body paint with custom airbrushed accents and Winchester logos.

Trail Wagons, Inc. also introduced two new “entry level” models to their lineup: the Chinook Eagle 2100 and the Chinook Maverick 2400. The Eagle was a 21 foot, rear-door unit that utilized the same fiberglass shell design as the Chinook Premier. The Maverick was a 24 foot, side-door unit that shared roughly the same fiberglass shell lineage as the Chinook Cascade, making the Chinook brand a full-line Class C manufacturer. The Eagle and Maverick were marketed as lower cost products that complimented the company's traditional high end offerings, giving dealers and customers a choice in price and value. According to company representatives, Chinook management felt compelled to add these new models in order to compete with a growing market of Class B+ and Class C RVs that included Coach House, R-Vision Trail-lite, Kodiak, Forest River and Winnebago Aspect.

In hindsight, the move turned out to be a strategic mistake.

Just one year later, faced with a changing recreational vehicle market coupled with skyrocketing production costs, declining real estate values and business deals gone bad, the signals for early trouble signs were blinking at the family-run business. By early 2005, the company had suspended production of its Baja model with aftermarket four-wheel drive, and converted its 24-foot Maverick Class C motorhome from the Chevy V-8 Vortec chassis to a Ford E-450 Super Duty chassis, allowing for a new floorplan.

The layout was equipped with a dry bath to help bring the coach in at a retail base price of $95,000. The Maverick, which previously featured a wet bath and rear-door floorplan, debuted without fanfare in January. At the September 2005 Pennsylvania RV and Camping Show in Hershey, Chinook RV rolled out an upgraded version featuring hardwood cabinets, heat-pump-equipped roof air conditioning, a larger sofa bed and separate dinette. “We wanted a coach that was capable of handling a small, younger family of four,” stated John Cehlist, eastern region sales manager. “We’ve gone solely with Ford because it gives a better ride and it has a 305-hp V10 engine.”

By now, Gary Lukehart had returned to the helm of the company that built the Chinook Concourse he originally designed. He replaced his son Dan as company president, who had failed in attempts to sell the company to investors since January 2005, according to the Yakima Herald-Republic. A high-profile developer who built a Marriott Fairfield Inn & Suites in Yakima, Gary Lukehart had announced plans in 2004 for Vineyard's Gate, an open-air shopping center to be located next to the hotel. One year later as Trail Wagons, Inc./Chinook RV struggled, the land for Vineyard's Gate was still bare. Lukehart also served as chairman of the Yakima Valley Visitors and Convention Bureau and was also behind the “Welcome to Yakima, the Palm Springs of Washington” sign on Interstate 82 as part of a promotional plan to bring more business into Yakima. One indication that Lukehart was reorganizing his holdings was the sale of his Gateway Center shopping plaza for $17.5 million, according to county property transfer records. However, Trail Wagons, Inc./Chinook RV was considered his biggest economic development success because it paid family-wage jobs and appeared to be riding the wave of the RV boom.

Unfortunately, noticable declines in the overall quality, craftsmanship, attention to detail, and Chinook's all-important personalized customer service could not be ignored by RV owners.

Sales plummeted virtually overnight. Rumors ran rampant as Chinook RV owners searched for answers that were not forthcoming from company representatives. E-mails were exchanged on the Chinook RV Club discussion boards as some regional managers tried to paint a positive picture of deals in the works to find additional partners to help shore up funding and rescue the company. Eventually, the painful reality set in near the end of 2005 when Trail Wagons, Inc. was forced to cease operations, lay off its staff, liquidate its remaining assets and shutter the recreational vehicle assembly plant and Chinook Business Park in Yakima.

Part of the reason for Trail Wagons, Inc./Chinook RV closing its doors has been attributed to Dan Lukehart's mismanagement of the company and ultimately pricing themselves out of the RV market after receiving stiff competition from other manufacturers like Coach House. Two such examples were the Gulfstream BT Cruiser and R-Vision Trail-lite which undercut the Chinook brand by offering amenities like a larger, “dry” bathroom with more interior storage space within the same length vehicle. What also appealed to former and potential Chinook owners were significant cost savings between the BT Cruiser and Concourse – often times at half the price – which justified for some buyers their reasons for putting up with a much more boxier unit and lower quality workmanship.

Some have said Chinook lost its brand “identity” when lower-cost (by Chinook owner's standards) Premier, Eagle and Maverick models were introduced with standard, squared-off side windows and lower quality wood cabinetry, which diluted the Chinook line and made them look like any of the also-rans that were now flooding the market, such as the virtually identical-looking Mallard Sprint.

Twin sons of different mothers?: 1992 Mallard Sprint on a Chevy chassis (left) vs. 1994 Chinook Premier on a Ford chassis

Others didn't particularly care for the wild and outlandish “Millenium”, “Infinity” or “Lazer” custom paint schemes, preferring the earlier “Racing stripe” livery. Rumors abounded of a “sweetheart” deal struck between Trail Wagons, Inc./Chinook RV and Coach House, Inc. A few key Trail Wagons, Inc./Chinook RV employees eventually moved from Yakima to join the Nokomis, Florida-based company, which by 2001 had begun manufacturing their own patented one-piece fiberglass shell for the Platinum series of Class C RVs built on the same Ford Econoline E-350 chassis. The company has since followed up with the newer Platinum II models on the diesel-powered Freightliner Sprinter chassis in recent years.

Comparison of the Chinook Concourse in the “Racing Stripe” design (1998-2001) vs. the newer “Millenium/Infinity/Lazer” paint schemes (2002-2005)

Whatever the real reasons, Trail Wagons began downsizing in early 2005.

According to court records, Trail Wagons-Chinook quit making payments in May, and defaulted on mortgage certificates held by Morgan Stanley Dean Witter Capital Inc. in June, still owing $3.6 million in principal plus interest and penalties. A few Ford supplied van conversion chassis were still on the production lot when Trail Wagons-Chinook Properties defaulted on the loan, prompting a judge to remove Gary Lukehart from control in mid-October 2005 and put the company into receivership, according to a story published in the the Yakima Herald-Republic newspaper. Wells Fargo Bank was the original lender to Trail Wagons-Chinook Properties, but the loan was later sold to investors. Their trustee, LaSalle Bank National Association of Chicago, sought the receivership to protect their assets. Although the receiver, Inverness Partners of Bend, Oregon took control of the Chinook Business Park on behalf of LaSalle Bank, they didn't have the authority to liquidate the business because receivership is not bankruptcy. However, according to the judge’s order, it did have direct management control of the property and employees, along with bank accounts and other operations. The $2.4 million balance on the loan received from HUD was expected to be repaid to HUD once the property was sold.

A last ditch effort for the company’s survival by its employees was attempted in a March 7, 2006 letter from office manager Carolyn McMurry to Chinook customers that was obtained by the Yakima Herald-Republic. According to lawyers for debtors of the company, a foreclosure sale of the property by then had been set for March 24.

“We have a few other potential buyers, but if something doesn’t happen soon, I am not sure if Chinook can survive,” McMurry wrote in the letter. McMurry said the company, which stopped production the previous year, thought it had a committed buyer in late February but the deal fell through. In contacting Chinook customers, McMurry said the intent “is to get the right individual/individuals to see the true value of the Chinook product and why it is so important to continue this legend.”

The newspaper reported that Chinook RV customers felt they were left in the dark and don’t know whether their warranties for repair work would be honored.

George Poulsen of Arlington, Texas, vice president of membership for the Chinook Camping Club, said in an e-mail: “We’d like to see it once again establish itself as a viable ongoing business to serve us with one of the finest products ever developed for serious campers. Many have felt a bit violated in that no news was provided from the company prior to the receivership. Clearly our faith has been jeopardized as well as our warranties.”

Nevertheless, it was not to be as time ran out for Trail Wagons Inc. on March 31, 2006 when the company was unable to forestall a foreclosure sale of its land and buildings. The property, including a 110,000-square-foot manufacturing plant in two buildings, sold for $2.9 million on the steps of the Yakima County Courthouse. The only bidder was LandAmerica Default Services, a collections firm representing the Chicago-based trustee for the company’s mortgage lender, LaSalle Bank.

Trail Wagons, Inc., which once employed more than 162 people, had numerous judgments against it in Yakima County Superior Court, according to the newspaper.

A former high-level manager of Trail Wagons, Inc./Chinook RV said in filed court documents that he was let go in March 2005, despite the fact the company still owed him money. “The financial demise of Trail Wagons has been a sad and tragic thing for many employees and their families, including my family,” wrote Paul Comisky, former vice president and general manager in a September 2005 letter to an attorney for Mohawk Carpet, one of the creditors at the time. In his letter, Comisky said he used personal funds to make payroll twice in 2004.

The Trail Wagons, Inc. lot at its manufacturing facility, once full of Ford cutaway van chassis, was quickly emptied and the company was “not in an operating mode,” according to Michael Morales, the city of Yakima's economic and community affairs specialist. However, when contacted by the trade paper RVBusiness.com for a story at approximately the same time as the Yakima Herald-Republic report, an unnamed representative from Trail Wagons, Inc./Chinook RV said “the company is going through a sale and is not in receivership,” declining further comment.

On July 16, 2006, more than 100 people showed up for an opportunity to bid on everything from upholstery to machinery at the defunct Trail Wagons, Inc./Chinook RV plant. The Yakima Herald-Republic reported the bidders included “owners seeking parts for their RVs and others who bought manufacturing equipment for RV businesses,” according to Ron Hannon, an auctioneer for James G. Murphy Inc., the firm which ran the auction for Trail Wagons, Inc./Chinook RV. “They are getting bargains,” he said.

Julie Murphy, CFO of the auctioning firm, said she did not know what Trail Wagons, Inc./Chinook RV would do with the auction’s proceeds.

By then, the former creditors for the now-defunct company had filed suit with the U.S. District Court in Yakima against former owners Gary and Mary Lukehart. The Yakima Herald-Republic reported that Ford Credit, a commercial lending division of the Ford Motor Company, was seeking $872,975 plus interest for a loan that financed truck-chassis purchases used on the company’s once-popular Chinook RV production line.

In court papers, Ford Credit said it filed suit after several failed attempts to resolve the situation with the couple.

By January 2007, Gary and Mary Lukehart were able to avoid legal action by making a settlement with their former creditor. According to Mark Watson, a Yakima attorney representing the Dearborn, Michigan company, the Lukeharts agreed to pay an undisclosed amount to Ford Credit. The total loan was for nearly $3.7 million, but was reduced when the company received revenue from the July 2006 liquidation of Trail Wagons, Inc./Chinook RV equipment, tooling and supplies after it had shut down in August 2005. The Chinook recreational vehicle production facility was eventually sold off in mid-2007 and converted into a Coca-Cola distribution center.

In a strange twist of fate, Adventurer Manufacturing Ltd., a truck camper builder, relocated from Abbotsford, British Columbia to Yakima. The company purchased two buildings totaling 70,000 square feet not far from the former site of the now-defunct Western RV Inc. Western RV, a high-end motorhome manufacturer which had partnered with Chinook in the early years, had also been forced to lay off 220 workers after failing a recapitalization effort with Monomoy Capital Partners, L.P. in November 2006. The company wound up shutting down its Union Gap plant for good in April 2007. With Adventurer's relocation to Yakima, the company was able to hire some of those experienced laborers by the holidays. According to Adventurer, several of its key management personnel previously worked for Western RV and Trail Wagons, Inc./Chinook RV, including:

• Dave Frampton, director of product development and engineering. Frampton has 18 years management and most recently held a similar position with Western RV.

• Jeff Gaskell, director of operations. Gaskell has managed light/medium industrial manufacturing facilities since 1978, with experience in the consumer, commercial, and military fields. He held a similar position during the last eight years with Trail Wagons Inc./Chinook RV.

• Burk Morgan, director of sales and marketing. Morgan has 25 years experience in sales, marketing and customer service to the recreational vehicle industry at both the wholesale and retail level. He most recently served in a similar capacity with Western RV.

• Bill Hahn, director of purchasing and warranty. Hahn has more than 25 years experience providing supply chain management in the residential, manufactured housing, and recreational vehicle industries. He recently held the position of purchasing manager with Trail Wagons Inc./Chinook RV.

A still-servicable 1979 Chinook Concourse on a Dodge chassis

Years after the company's demise, the Chinook RV still remains a recognizable icon on the road today. Numerous variants and model years are still in service and meticiously maintained by their dedicated owners – some of whom have owned more than one over the course of years when they were built.

Chinook's original commitment to ongoing improvements in quality and innovative engineering, with a strong emphasis on livability and comfort is customer proven years after the company's closure. The results of those efforts can be seen on roads today with the durability of three generational series of the Chinook 18 Plus and Chinook Concourse, spanning from 1971 to 2006, and considered by many as the ultimate two-person coach that still has few equals today. The same can also be said for the Toyota-Chinook, Chevy BlazerChalet, GMC Jimmy Casa Grande and numerous versions of van conversions built at the former Trail Wagons, Inc./Chinook RV facility in Fairfield, California.

Chinook RVs earned a well-deserved reputation and obtained international recognition as one of the finest manufacturers of mini motorhomes in the world. With the handling of a luxury sedan, performance of a sports car and all the comforts of home, the popular Chinook Concourse class C (Class B+) RV provided less driving fatigue and was ready to enjoy when its owner arrived at their destination. Owners claimed it just fit and feels good to drive – 7'7” wide, 9'11” high, 21'long – and could be parked and driven like a van or sport utility vehicle, except with all the appliances and capacities of larger coaches.

The one-piece molded fiberglass body provided for an aerodynamic design, which equaled better fuel economy, provided less chance for water leaks, was easier to clean and maintain, and was more stable in adverse weather conditions, providing durability, structural integrity and safety that was second to none. The Arctic foam insulation used throughout the floor, walls and ceiling was an innovation at the time, providing for that just right feeling of comfort in either warm or cold climates. According to Trail Wagons, Inc./Chinook RV, it was the right way to ensure proper insulation in an RV. It also offered a limited lifetime guarantee on the Chinook's molded fiberglass exterior body that included a 3 year/36,000 mile Ford and Chinook warranties and 24-hour roadside assistance to the first-time owner.

Chinook RV celebrated over 40 years of manufacturing quality motorhomes, a respectable achievement in an RV industry undergoing a serious retrenchment as larger name manufacturers continue to file for Chapter 11 protection or cease operations all together. While other company's recreational vehicles have long left the road and head to salvage yard obscurity, Trail Wagons, Inc./Chinook RV provided long-term products with a high resale value enjoyed by owners to the present day. Featuring driver and passenger side air bags, four-wheel antilock brakes – the highest level of safety available in RV's today – the Chinook class of mini motorhomes fully met all FMVSS, CMVSS,CSA, Ford QVM and RIVA standards.

An iconic late model (1998) Chinook Concourse in Redwood City, Calif.

“Based on the construction of our Chinook's primary boxes, I think it's safe to say that without any real new annual entries into the Class C market, over a period of time, the Chinook, Coach House and Isata would be the three primary remaining [quality RVs] still standing. All will sooner or later achieve Corvette Classic status,” stated George H. Poulsen, an ardent Chinook RV owner and supporter who has shared his knowledge with others in the interest of promoting quality Chinook RV adventures.

“I wish I had the cash and the lot to buy up every good condition Chinook available and store them for just a few years. I would possibly have far better sales and service than the new ones, and a lot less value to lose in the long run,” Poulsen added. “Kind of like the 'Previously-owned programs' of Lexus. Besides, all of us who bought them new have served to capitalize the long-term assurance of value for our own little industry.”

There are currently two active Chinook RV “clubs” in existence. Both actively sponsor a discussion board, hold annual rallys for Chinook RV owners and publish quarterly newsletters for their members: The East Coast-based Chinook Camping Club featuring the “Trailblazer” newsletter, and the West Coast-based Chinook RV Club which offers “The Roadrunner” newsletter. Discussion boards supported by current owners of the Toyota-Chinook, Chevy Blazer Chalet and GMC Jimmy Casa Grande continue to thrive today.

1961-1973

Chinook Custom Pickup Camp Coach

Chinook Cayuse slide-in truck camper

Chinook 1400 Chassis Mount

Chinook Mobilodge 2200

1971-1973

Chinook Mobilodge 2500

1971-1973

Chinook Dodge Maxi-Van

Chinook Chevy Trail Wagon

1971-1977

TrailWagons Chinook M-18 PLUS 2-18' M-2000-20'

1973-1978

Toyota Chinook Gazelle or MPG 17' “Pop Top”

Toyota Chinook MPG 17' “Pop Top”

1976-1979

Chinook Western Futura

Toyota Chinook Newport

Toyota Chinook Omega

1976-1977

GM-Chevrolet Blazer Chalet

GMC-Jimmy Casa Grande

1977-1980

Trail Wagons Chinook M-17 - 17'

M-18 PLUS 2 - 18'

M-19 - 19'

M-2000 - 20'

1986-1989

Buccaneer - 17'

Cruiser, Clipper - 17'

Runabout, Viking - 17'

1988-1990

Concourse 18 Plus-Chevy - 20'

Concourse 18 Plus-Ford - 21'

Voyager - 17'

1990

Buccaneer-Chevy, GMC, Dodge, Ford - 17'

Clipper-Chevy, GMC Dodge, Ford - 17'

Cruiser-Chevy, GMC, Dodge, Ford - 17'

Runabout-Chevy, GMC, Dodge, Ford - 17'

Voyager I, II - Dodge, Ford - 17'

1991-1995

Buccaneer - 17'

Clipper - 17'

Concourse - 21'

Voyager - 19'

1993

Trek - 19'

1994-1996

Premier - 21'

1995-1996

Travel Van - 17'

1996

Buccaneer Saver Package - 17'

Concourse XL - 21'

Premier XL - 21'

Travel Van Saver Package - 17'

1996-2004

Concourse SE XL - 21'

Concourse XL - 21'

Premier LT - 21'

2001-2004

Baja 4×4 - 21'

Destiny XL - 24'

2002-2004

Cascade LE - 24'

2004-2006

Concourse XL 4×4 - 21'

Concourse XL 4×4 Diesel - 21'

Glacier LE - 25'

Glacier LE Diesel - 25'

Premier LT Diesel - 21'

Premier LT V-10 - 21'

Premier LT V-8 - 21'

Summit LE - 27'

Summit LE Diesel - 27'

2005-2006

Cascade LT - 24'

Destiny XL - 24'

Eagle LT - 21'

Maverick LT - 24'

Summit SS - 27'

Summit SS Diesel - 27'

Manufacturer. . . Chinook/Trail Wagons Inc., 607 E. “R” St., Yakima, WA 98901; (800) 552-8886, (509) 248-9026, fax: (509) 248-9054; http://www.chinookrv.com

Model . . . Concourse

Floor plan . . . Rear Door Entry in Dinette, Club Lounge or Twin Sofa Beds; Side Door Entry in Dinette or Twin bed Sofa configuration

Chassis . . . Ford E-350 Super Duty (with optional Quigley 4×4 package)

Engine . . . V-10 with Banks Exhaust

Transmission . . . four-speed addition

Axle ratio . . . 4.10:1 with limited slip

Tires . . . 235/85 R16 all-terrain (studded optional)

Wheelbase . . . 138 inches

Brakes . . . four-wheel antilock disc

Suspension . . . Ford with ipd, MOR/ryde, and Quigley 4×4 upgrades

Alternator . . . 130 amps, heavy-duty

Batteries . . . chassis – (2) Group 27 auxiliary, 220 amps

Steering . . . power

Electrical service . . . 35 amps with 45-amp charger

Auxiliary generator . . . 4-kilowatt Onan MicroQuiet, gasoline-powered

Exterior length . . . 21 feet

Exterior width . . . 7 feet 7 inches

Interior height . . . 6 feet 5 inches

Exterior height . . . 11 feet 2 inches with tubular rack

Gross combination weight rating (GCWR) . . . 19,200 pounds

Gross vehicle weight rating (GVWR) . . . 12,500 pounds

Gross axle weight rating (GAWR) . . . prototype – unavailable

Wet weight (no water, quarter tank of fuel) . . . front axle – 3,680 pounds; rear axle – 6,860 pounds; total – 10,560 pounds

Payload . . . 1,940 pounds

Frame construction . . . full frame chassis with molded uni-body fiberglass

Insulation . . . Arctic foam, blown in

Fresh water capacity . . . 32 gallons

Holding tank capacities . . . gray water – 36 gallons; black water – 17 gallons

Fuel capacity . . . 37 gallons; 17 gallons auxiliary

Fuel requirements . . . gasoline

Propane capacity . . . 19 gallons

Water heater . . . 6-gallon LP-gas with electric start

Water system . . . demand

Heating system . . . 16,000-Btu LP-gas furnace, 8,500-Btu heat pump, Nu-Heat in-floor heat

Air conditioner . . . 13,500-Btu with Dometic heat pump

Refrigerator . . . Dometic three-way 6-cubic-foot double-door

Toilet . . . China bowl, marine

Warranty . . . chassis – 3 years/36,000 miles; coach – 3 years/36,000 miles; shell – lifetime

Base suggested retail price . . . $74,375 (2000 model year)

Rear Door Dinette

Rear Door Club Lounge

Rear Door Twin Bed Sofa

Side Entrance Dinette

Side Entrance Club Lounge

Side Entrance Slide out

Comfort & Livability

Deluxe reclining driver and passenger captain chairs

Wall-to-wall carpet with Rebond pad including driver compartment

Cab area privacy drape/rear door drape

Day/night fabric shades

Decorative hardwood valances with indirect lighting

Sofa sleeper with under-bed storage

Deluxe Dark Oak cabinets with hardwood raised-panel doors

Overhead florescent lighting

Lighted interior cabinets

Kitchen Features

3-way (110/12V/LPG) double-door 6' flush-mount refrigerator

3-burner cook top

Recirculating power range hood with light and fan

Double-bowl sink with covers

Hardwood cutting board

Hardwood drawers with deluxe roller slides

Tip-out sink storage

Bathroom

Fiberglass shower wet-bath with sink

Medicine cabinet

Marine-style toilet with spray wand

Covered toilet paper holder

Power roof vent with light

Towel rack

Water saver shower head

Shower curtain

Carpeted Floor mat

Robe hooks

Convenience & Safety

Entrance door with window, screen door and deadbolt lock

Lighted entrance grab handle

Fire extinguisher

Smoke detector

LP gas detector

Hardwood magazine rack

Mag-Lite flashlight with brackets

Coke bottle-opener

Towel racks with towel

Three double coat hooks (one inside closet)

Cedar clothes hangers

Molded fiberglass overhead console with switch cluster

Paper-towel holder

Note pad holder

2-bottle wine rack/opener (Club Lounge only)

110V night light

First one-piece, fiberglass body

Artic Foam insulation

Solar panel

Corian countertops

1996 Chinook Concourse SE (Side Entrance) in Visalia, Calif.

1999 Chinook Concourse 2100XL in San Diego, Calif.

2001 Chinook Destiny 2400 in Napa, Calif.

2003 Chinook Destiny 2400 in Santa Clara, Calif.

* Chinook RV Club – Official, co-located home page for Chinook Camping Club (East Coast), and Chinook RV Club (West Coast)

* BlazerChalet.com – Official website for owners and enthusiasts of the GM-Chevrolet Chinook Chalet or GMC-Jimmy Chinook Casa Grande “pop-up” camper

* ChinookRVOwners Discussion Group – Newer Chinook Discussion Board

* ChinookRVs Discussion Group – Older (since 2004) and original Chinook Discussion Board

* Toyota Chinook Discussion Group – Very large and active group and discussion board on Toyota Chinook Gazelle or MPG “pop-up” campers and the Toyota Chinook Newport or Omega mini-motorhomes from 1973-1978 model years.

* Chevy K5 Blazer Chalets / GMC Jimmy Casa Grande Discussion Group – Discussion Forum for owners and enthusiasts of the GM-Chevrolet Chinook Chalet or GMC-Jimmy Chinook Casa Grande

* Chinook RVs.com – Current listing of used Chinook Trailers and Chinook RVs (A service of RVUSA.com)

* RVT.com – Current listing of used Chinooks for sale on RVTrader.com

* RVTraderOnline.com – Current listing of used Chinooks for sale on RVTraderOnline.com

* RVSearch.com – Current listing of used Chinooks for sale on RVSearch.com

Arizona

* Russell Cook - 1977 Chinook Chalet “pop-up” camper

* Richard Daniels - 1989 Chinook Concourse

* Jack Parks - 2001 Chinook Baja 4x4

Arkansas

* Fred Donham - 2000 Chinook Concourse XL

* Nancy Kennedy - 2002 Chinook Destiny 2400

California

* Larry Vice - 1969 Chinook Mobilodge Dodge

* Joanna Brewster - 2004 Chinook Glacier LE 2500

* Brian Cerwin - 2004 Chinook Glacier 2500

* Pam Cooper - 2003 Chinook Destiny XL

* Kent Eskam - 2005 Chinook Concourse

* R Ferreira - 2003 Chinook Destiny 2400

* Nick Sarmiento - 1999 Chinook Premier

* John Guerrero - 2004 Chinook Concourse 2100

* John Murphy - 2005 Chinook Concourse XL

* Jim Spellman - 1999 Chinook Concourse 2100XL

* Danny Williams - 2005 Chinook Glacier 2500

Florida

* Chuck P. Bay - 1990 Chinook Concourse

* Carol Brown - 2001 Chinook Premier

* Russ & Eileen Disbrow - 1998 Chinook Concourse XL

Georgia

* Rhonda Firek - 2005 Chinook Glacier LT

* Harry Heck - 2003 Chinook Destiny

Maine

* Steven Seekens - 2000 Chinook Concourse XL 4WD conversion

Massachusetts

* Ed Bocko - 2003 Chinook Premier LT

* Debra Robbins - 2005 Chinook Maverick

New York

* Charlie Woodruff - 2004 Chinook Premier

North Carolina

* Harry Bufkin - 2004 Chinook Glacier

* Amariel Holtz - 2000 Chinook Concourse XL

* Griff Weld - 1999 Chinook Concourse XL

Oregon

* Mike Boring - 2005 Chinook Glacier 2500 LE

* Stuart and Julie Kollas - 1994 Chinook Premier

* David Perez - 2004 Chinook Concourse

* Dave Shehane - 2004 Chinook Glacier 2500LE GL-150

Tennessee

* Dan B. Ashby - 2003 Chinook Premier LT

* David Blue - 2004 Chinook Glacier LE

Texas

* Terry Allison - 2003 Chinook Cascade LE

* Kathleen Bunney - 1999 Chinook Concourse

* Greg Shepard - 2003 Chinook Summit 2700

Washington

* Sal Lazzara - 2000 Chinook Premier

Wisconsin

* Dick Gurnness - 2005 Chinook Summit 2700 SS

* Jeff Racine - 2005 Chinook Glacier 2500

* Sierra Truck and Van – Formerly Trail Wagons, Inc./Chinook RV Van Conversions. Factory-direct Weatherguard outlet facility in Fairfield, California owned and operated by Tim and Hugh Lukehart, the nephews of Chinook designer Gary Lukehart and cousins of Chinook president Dan Lukehart. Offers a large selection of appearance and performance parts for trucks, vans, or SUVs from manufacturers including Westin, Drawtite, Valley, Yakima, PIAA, and more. Also carries Eagle brand utility trailers.

* Aubreys RV Center Inc. – A Yakima, WA-based RV parts and service center with a limited supply of hard-to-find replacement components for Trailwagons, Inc./Chinook RVs which were acquired after the company closed its doors in 2005; Original owner Aubrey Reeves worked as a line foreman for Chinook Mobilodge Company before starting his RV repair center in the mid-1960s. Located at 2010 Landon Ave., Yakima, WA 98903 Tel: 1-509-453-4709 Contact: Carolyn Gefre (E-mail: carolyn@aubreysrv.com)

* Promotional brochure for 1998 Chinook Concourse

* Toyota Motorhomes – Website featuring rebuilt Toyota Chinooks

* Toyota Motorhome Rear Axle FAQs – Frequently asked questions concerning rear axle problems with early model motorhomes built on the Toyota mini-pickup chassis

* "The Dog Mobiles" – Personal profile of a 1976 Toyota Chinook (aka “Little Chinook”)

* "The Chinook Diaries" – Step-by-step restoration of a 1978 Chinook Western Futura on Dodge chassis

* 1978 Toyota Chinook Newport motorhome

* "The parallel universe of the Wrybread Chinook" – Personal page on restoration of a 1973 Chinook 18 Plus

* Hemmings Motor News magazine – April 2009 review of Chinook Chalet and Chinook Casa Grande for Chevy K5 Blazer and GMC Jimmy 4×4 shortbed trucks

* Family Motor Coach Association magazine – 2005 review of Chinook Glacier 2500

* MotorHome magazine – July 2000 Feature Review: Chinook Baja 4×4

* Quigley Motor Company/Family Motor Coaching – July 2000 issue: “The Roadworthy Concourse Baja”