Do I need a DRW truck?

[mlts22]

I know this is probably a real basic question, but for a decent, self-contained TC that is going to be used for heavy boondocking (preferably with an inbuilt LP generator and other four season support), is a DRW one ton necessary? I'm looking to buy a beefier truck for a daily driver, and trying to balance the size needed for something that can be self-contained (shower, bath, etc.) versus the size for a daily driver and parking in parking garages.

I'm also trying to balance other variables as well. Too short, and there may not be a decently self-contained camper available. Too long, and I then have issues on weekdays.

Thanks for the help. I know this is a banal question, but my knowledge of truck campers is fairly limited, and I'm trying to figure out both the base vehicle as well as the TC. My current half-ton just won't do the job with a 5.5' bed, period, so I'm looking at an extended cab, 8' bed one-ton as probably the best compromise between something for the daily commute and be able to go out comfortably in the backwoods.

[dadwolf2]

Mello Mike wrote:

rooney77 wrote:
How's a dually limit where you can go? It's really not that much wider than the camper itself. I'm not trying to argue or anything, I just don't see that extra couple of inches making that big of a difference. If it's that tight a trail then chances are you're risking damage to the camper itself as well. Am I missing something?

The general consensus is that the dually is less adept at off-roading that the SRW truck. Not only are they wider in the hips, but they also have a wider turning radius. They also don't have the traction capabilities that a SRW truck has (DRW's do float better over certain surfaces like loose sand though). The big negative, however, is that jagged rocks can get stuck in between the tires which can slice through sidewalls. These disadvantages are why nearly all extreme off-road RVs have SRWs.

Dually's do provide superior stability for heavy loads. No comparison. IMHO, where you intend to travel and camp plays a big role in what type of rear to get. If you intend on staying on the asphalt, then the DRW is the way to go. If you intend on going off-road, then I'd go with the SRW.

At least in my neck of the woods I totally agree with what Mike has already mentioned, Dually's pick up rocks between the two back tires and that can lead to tire failure if you don't get them out. Virtually ALL of your expedition types and military vehicles that go offroad utilize SRW (Earthroamers, Global Expedition, Tiger, etc.).

If you're serious about boondocking then your camper won't be one of the wider one's. If my truck will go through the space, my camper is going through the same width. Well, maybe that explains the desert pinstriping on both truck and camper! :B

It goes back to what you want from your truck and camper and what your priorities are.

[Sue_Bee]

2BLAZERS wrote:
I drive my dually as my daily driver. In fact I've been daily driving a dually for about 9 years now. I run aggressive Goodyear DuraTrac tires and never have issues on the forest service roads and have yet to have a rock stuck between the rear tires. We do a lot of boondocking out in the forests for riding ATV's and RZRs.

I've got the popcorn ready, this is going to get interesting fast!

I really, really like the Duratracs, I have them on my FJ, they're less harsh on pavement than a true mudder (and a lot quieter, too), but they give good handling in snow, and are up to most offroad needs.

[insp1505]

rooney77 wrote:
How's a dually limit where you can go? It's really not that much wider than the camper itself. I'm not trying to argue or anything, I just don't see that extra couple of inches making that big of a difference. If it's that tight a trail then chances are you're risking damage to the camper itself as well. Am I missing something?

Nope, you're not missing anything. My dually has never limited me with the camper loaded. It has always been the camper that has been the limiting factor in parking lots, campsites, back country roads and off road travel. I even believe having a DRW was the reason my AF didn't end up on it's side a couple of summers ago while I was out exploring Idaho's back country.

Unloaded DRW vs SRW? Yes limitation DRW, advantage SRW, but this is a truck camper forum. I don't frequent this site to find out what an unloaded truck can do and I certainly don't let the composition of the surface of the road keep me from going where I want to go just because I drive a DRW.

[insp1505]

Redsky wrote:


In addition to driving with the DRW truck also consider the ease of loading and unloading the camper. It is doable but not something you will want to do frequently. We offload our camper at a campground and head out with the truck and with a DRW setup I cannot see us doing this.

I don't see why this would be a problem or any different. Centering is centering, if you can get centered up to load a camper on a SRW you are centered up to put one on a DRW. As long as you remember to extend the dually jack brackets before you lift it off the truck. . . . .don't ask me how I know :S

[DianneOK]

We have Lance 971 fully loaded...ready to roll it weighs about 4000#. We started with a f350 SRW super cab. It handled fine with sway bars and bags. Then we switched to a 2010 f350 crew cab. Night and day difference. With the new cc there is absolutely no bounce, sway, or unstable feeling.

We had duallies all our life until 5 years ago. I wanted a dually but garage limitations negated that. However, now with the new ford, I am sold. This SRW does the job remarkably well.

Do your own research

[Redsky]

Go to the Lance website and download a brochure. It will show dimensions and weights for models that are suited for short bed 3/4 ton SRW trucks and ones that required a long bed and still others that due to their weight need the extra load capacity of 4 tires at the rear axle.

When you get to a 11 foot 4,000 lb. dry weight camper (figure an extra 1,000 lbs. of gear) then the 5,000 lb. load capacity is more easily handled with a DRW truck. An alternative does exist which is to put 19.5 rims and tires on a SRW truck.

The E load range tires have at most a 3750 lbs at 80PSI capacity and most are at 3200 lbs. or less. Subtract the weight of the empty truck on the rear wheels and you have the payload that can be handled. For 2 tires at 3200 that works out to 6400 lbs. minus 3200 for the truck leaving 3200 for the camper when fully loaded. With 19.5 rims and tires the rear wheel load capacity jumps up to 8800 lbs and provides for a payload of over 5,600 lbs. but at a price as the conversion will cost you over $3,000.

With long bed campers the very largest have a dry bath and that is where the weight jumps. Slides also add weight. The Lance 1191 for example has in theory a dry weight of 3500 lbs. but that is before any additions like a second battery, a generator, an AC unit, roof rack, TV, etc.

With a DRW truck you can put anything on it for camping but with a DRW longbed crew cab truck you have something that is going to be a poor daily driver or even work truck. The longer wheel base also makes negotiating turns on forest service roads a lot more difficult and can also make it more difficult to back into camping spaces.

With a camper like the Lance 1050s you have lots of room and a camper weight that even when fully loaded can be carried by a SRW truck.

The rear axles and wheel bearings on current 3/4 and 1-ton trucks have a load rating of more than 10,000 lbs. and this is not the limiting factor. It is the springs and rims and tires and all of these can be changed.

In addition to driving with the DRW truck also consider the ease of loading and unloading the camper. It is doable but not something you will want to do frequently. We offload our camper at a campground and head out with the truck and with a DRW setup I cannot see us doing this.

[2BLAZERS]

jimh425 wrote:

rooney77 wrote:
I daily drive mine, park it within the lines just fine and have found very few parking lots that are a pain.

I know it is hard to believe, but some of us live in cities that go out of their way to make it hard for trucks. 😉 Not really, but DRWs and especially Crew Cab DRWs have no chance in some parking lots.

Agree, some just are not work it. A few of the newer parking lots with their curbing everywhere, tree islands everywhere, 2/3 of the spots are compact only, and then newer stores and shopping centers just don't have the wide open back parking lot area anymore....

It is amazing though the spots i can back into with the mirrors and backup camera. Can fit in some pretty tight spots that way.

[jimh406]

rooney77 wrote:
I daily drive mine, park it within the lines just fine and have found very few parking lots that are a pain.

I know it is hard to believe, but some of us live in cities that go out of their way to make it hard for trucks. 😉 Not really, but DRWs and especially Crew Cab DRWs have no chance in some parking lots.

[Ski_Pro_3]

Oh, my experience with off road on my rig. uh... NO. I wouldn't even want to drive it on a wash board gravel road. It's just not set up for that with the weight. Paved primary and secondary roads, a few miles down a dirt or gravel road, but not boonie camping, like say, Death Valley exploring stuff.

As far as duallies go. I took several off road for work related issues. They would pick up rocks between the tires and tear up the side walls. Anything rocky, and you risk doing the same. I had to have a spotter drive behind keeping an eye out picked up rocks so I wouldn't blow a tire.

If I were serious about wanting something to go off the beaten trail; dirt roads to remote camping areas, I'd get a pop up. You WILL tear a Lance 855S apart within a few years rocking and rolling it on dirt or off highway. These are very tall campers. On my truck it's over 11 feet tall. Not many off road, woods places that I wouldn't worry about trees and such. As it is, I take a pruner when I go camping just in case.

[Ski_Pro_3]

mkirsch wrote:

IIRC, skipro3 is overloaded by 3000lbs on his truck. He's hauling around 3.5X the manufacturer's recommended payload for his truck.

Seems my truck is darn near the maximum payload capacity empty!!
My truck GVWR is around 8800 pounds. The camper is around 2700 pounds. (Tell me of another camper in this class that is lighter?)
Subtract the 2700 pounds from my total weight of 11800 and you have 9100. Accounting for cargo IN the camper of 500 pounds including 200 pounds of water (7 pounds a gallon @ 20 gallons = 210 pounds)the estimated weight of my truck empty is 8600 pounds. That leaves 200 pounds for ME!!! No passengers.

Who builds a truck that is maxxed out on it's GVWR if the driver weighs more than 200 pound and no other load? See what I'm getting at? Numbers here are something dreamed up by the manufacturer and their lawyers so they can deny culpability if you were to ever actually USE the truck AS a TRUCK!! Ha!

Well, sure wish the OP was near and could drive this thing and see for himself what he might be getting into or not. I think it handles fine. I've owned campers on pick-ups all my driving life starting at 16 with a 1957 International Harvester and an over head camper on it I lived in until I was old enough to enlist in the military. Probably 7 or 8. The worst handling one was a 1984 Ford F350 SuperCab with 8' bed and single rear wheels hauling a 8' long camper, that was very light. Nothing could get that truck to ride or even steer going down the highway straight. One thing was for sure though; guaranteed you would NOT fall asleep driving THAT rig; too afraid of dieing any second. Ha!

Anyways, be sure of your abilities, keep asking questions, drive as many rigs as you possibly can before you settle on something. For me, I wouldn't change a thing on what I got right now except maybe chip the engine for more power so I can tow a little trailer with some toys in it easy.

[2BLAZERS]

And really going ''offroad'' is not an issue. A lot of us with Duallies just run more aggressive M&S tires for slick forest service roads. Now granted I can't run 40'' boggers on my dually for mud bogging.

Now if your going to be attempting Jeep Trails and Overlanding all over the west I'd go with a SRW and a popup TC.

[2BLAZERS]

I drive my dually as my daily driver. In fact I've been daily driving a dually for about 9 years now. I run aggressive Goodyear DuraTrac tires and never have issues on the forest service roads and have yet to have a rock stuck between the rear tires. We do a lot of boondocking out in the forests for riding ATV's and RZRs.

I've got the popcorn ready, this is going to get interesting fast!

[Jgwoods]

Here in crowded eastern Massachusetts I drive a dually F350 diesel crew cab long bed as a daily driver. It's OK about 90% of the time but I don't go to Boston in it. Here in the 'burbs and in Lowell I am OK.

Having the same truck with SRW would not change anything as it is the overall length that restricts me in finding parking places or making sharp turns. The dually wheels might affect cutting corners a little but the length is the problem really.

We took a 14,000 mile 75 day ride to Alaska and I was so happy with the dually that I will never feel its a bother to use the truck as a daily driver. It's the price I pay and its fine with me.

[rooney77]

Mello Mike wrote:

rooney77 wrote:
How's a dually limit where you can go? It's really not that much wider than the camper itself. I'm not trying to argue or anything, I just don't see that extra couple of inches making that big of a difference. If it's that tight a trail then chances are you're risking damage to the camper itself as well. Am I missing something?

The general consensus is that the dually is less adept at off-roading that the SRW truck. Not only are they wider in the hips, but they also have a wider turning radius. They also don't have the traction capabilities that a SRW truck has (DRW's do float better over certain surfaces like loose sand though). The big negative, however, is that jagged rocks can get stuck in between the tires which can slice through sidewalls. These disadvantages are why nearly all extreme off-road RVs have SRWs.

Dually's do provide superior stability for heavy loads. No comparison. IMHO, where you intend to travel and camp plays a big role in what type of rear to get. If you intend on staying on the asphalt, then the DRW is the way to go. If you intend on going off-road, then I'd go with the SRW.

Makes sense. Thanks.