TC bends frame of Dually - pic
I apologize if this has been posted before, I just saw this. It's not 'shopped (We have to resize pics for the forum, I have the higher-res original and looked it over pretty close). You can see obv...
Forum Discussion
Yeah I think that's what an early comment indicated; makes the most sense to me, an accumulation of lots of wave action as opposed to a simple one time weight or smack (as in the collision theory).
Regrouping a bit from what others have been saying and evidence from the picture.
1. Heavy camper (4000-6000 lbs?)
2. Heaviest truck possible/likely F450. What is that a 1.5 ton? 3000 lb cargo capacity?
3. Increased tongue length=increased leverage for both up and down action on a trailer tongue? Likely a large trailer? 20' perhaps or bigger?
4. No weight-distribution hitch, so to haul a trailer that heavy/large (even if a 16') is creating a likely exact balancing of load over the trailer axles, or at the very least, likely a less than recommended 10-12% trailer weight on the hitch because no hitch to support it and no cargo capability left in the truck after overloading it with a camper like that. Therefore much more weight aft than safe and much more opportunity for a road dip (like Alaska's frost heaves for example) to cause the up and down oscillation causing an up/down wave action on the truck frame.
Makes sense to have the middle of the frame give way as cab mounts and bed mounts probably added just a little bit more rigidity to those areas of the frame. Weakest link in the chain?
But really, how did the camper even get on there? Let alone an added trailer - maybe with a race car? Why do we keep adding to size and weights of our campers? Even with big trucks like 350/3500 and 450/4500? Am I wrong? Isn't a 450 cargo set for max 3000? I mean for the legal/manufacture numbers?
Regrouping a bit from what others have been saying and evidence from the picture.
1. Heavy camper (4000-6000 lbs?)
2. Heaviest truck possible/likely F450. What is that a 1.5 ton? 3000 lb cargo capacity?
3. Increased tongue length=increased leverage for both up and down action on a trailer tongue? Likely a large trailer? 20' perhaps or bigger?
4. No weight-distribution hitch, so to haul a trailer that heavy/large (even if a 16') is creating a likely exact balancing of load over the trailer axles, or at the very least, likely a less than recommended 10-12% trailer weight on the hitch because no hitch to support it and no cargo capability left in the truck after overloading it with a camper like that. Therefore much more weight aft than safe and much more opportunity for a road dip (like Alaska's frost heaves for example) to cause the up and down oscillation causing an up/down wave action on the truck frame.
Makes sense to have the middle of the frame give way as cab mounts and bed mounts probably added just a little bit more rigidity to those areas of the frame. Weakest link in the chain?
But really, how did the camper even get on there? Let alone an added trailer - maybe with a race car? Why do we keep adding to size and weights of our campers? Even with big trucks like 350/3500 and 450/4500? Am I wrong? Isn't a 450 cargo set for max 3000? I mean for the legal/manufacture numbers?
