from my experience I have yet to roll the truck
I have gotten my share of Stuck though
1 time in particular I lost my drawers a bit
that was about the same time I soiled my drawers when this happened :0
I have gotten my share of Stuck though
1 time in particular I lost my drawers a bit
that was about the same time I soiled my drawers when this happened :0
Yep, the cabinets held on this one. Occasionally I'll find a cabinet door open and much of its contents on the floor, which would be corn chips and beer cozies. I don't carry anything heavy up high and most of the 'mass' up high in the Lance is air. You can feel if you've loaded the goods up too high as the sway increases. Some of the older pop-up steel scissor hardware weighs more than the 'air' up high in my Lance. IMHO, it's an illusion that a hard side in it's unchangeable state looks heavy up high. It was a fun study to see the angle lines above and how close, or not, the tip over angle was. Not even close, but not just because of the intersection of the lines. The other salient point is the rear track of the truck with 15.5 inch wide super singles on 12 inch wide rims with a 4.5 inch backspacing. Take a look at this pic for the wheel track on the rear axle: about 6" narrower that a set of duals.
With the wider track under the major weight of the TC the tip over point angle is extended. Then again, after rolling my CJ-8 a dozen times while rock crawling, you get a feel of how far you can go and I was forcefully reminded 12 times where too far actually is. I've gone through layovers, right and left, complete barrel rolls all the way from tires to top and back to tires; a front endo where your tail comes over your head and you wind up upside down the hard way. The only roll I have not experienced, 1st hand is the rear endo where your front end comes over your head.
With the wider track under the major weight of the TC the tip over point angle is extended. Then again, after rolling my CJ-8 a dozen times while rock crawling, you get a feel of how far you can go and I was forcefully reminded 12 times where too far actually is. I've gone through layovers, right and left, complete barrel rolls all the way from tires to top and back to tires; a front endo where your tail comes over your head and you wind up upside down the hard way. The only roll I have not experienced, 1st hand is the rear endo where your front end comes over your head.
DWeikert wrote:kohldad wrote:
If you look at Jefe's photo, assuming the camera is level, you will see he still has a good way to go.
Even this has the CoG very high, IMHO. Unless jefe loaded the camper with very heavy items in the upper cabinets (unlikely), the orange and blue lines should probably intersect below the roof line of the truck cab, showing he's not even close to the tipping point.
But I do hope his cabinet latches all held. 🙂
jeje4x4 has had his rig off camber further than the above photo, here's a youtube video
Mojave Death V- Notch
kohldad wrote:
If you look at Jefe's photo, assuming the camera is level, you will see he still has a good way to go.
Even this has the CoG very high, IMHO. Unless jefe loaded the camper with very heavy items in the upper cabinets (unlikely), the orange and blue lines should probably intersect below the roof line of the truck cab, showing he's not even close to the tipping point.
But I do hope his cabinet latches all held. 🙂
If I remember correctly from my reading, most of Padre Island is fairly hard packed sand. So it would be a TC's dream.
With your truck being a 3/4 ton, I believe you will find you have 8 ply tires, also known as E rated.
As an off roader, it was common to air down my tires to 15psi for traction. When I first asked about air down the truck tires for carrying the tc on the soft beach of NC, I was told down to about 20 pounds. I couldn't believe being over 10,000 pounds the tires would handle it. So I air down in the driveway and sure enough, was confident there wouldn't be a problem, though think 30psi will be the first attempt until I felt the truck struggling (and hope it isn't too late). Just make sure you have a way to air them back up before you hit the pavement.
Another advantage of airing down is it lets the tires absorb more of the shock from road deviations. In regards to deviation, when going over rocks, if you can't completely avoid the rock, catch the rock completely with the tire. The side walls of the tire is the weak link and easy split by a sharp rock edge.
For a typical non-basement camper, draw a line from the inside edge of the tire to the middle of the top of the truck cab. For a basement camper, I would use the center of the cabover for the top point. This is a good rough line you can make go vertical safely without the truck rolling over based on nothing on the roof. The trick is that the closer you get to that tipping point, the slower you need to go. It is usually the rocking momentum that will do you in.
If you look at Jefe's photo, assuming the camera is level, you will see he still has a good way to go.
With your truck being a 3/4 ton, I believe you will find you have 8 ply tires, also known as E rated.
As an off roader, it was common to air down my tires to 15psi for traction. When I first asked about air down the truck tires for carrying the tc on the soft beach of NC, I was told down to about 20 pounds. I couldn't believe being over 10,000 pounds the tires would handle it. So I air down in the driveway and sure enough, was confident there wouldn't be a problem, though think 30psi will be the first attempt until I felt the truck struggling (and hope it isn't too late). Just make sure you have a way to air them back up before you hit the pavement.
Another advantage of airing down is it lets the tires absorb more of the shock from road deviations. In regards to deviation, when going over rocks, if you can't completely avoid the rock, catch the rock completely with the tire. The side walls of the tire is the weak link and easy split by a sharp rock edge.
For a typical non-basement camper, draw a line from the inside edge of the tire to the middle of the top of the truck cab. For a basement camper, I would use the center of the cabover for the top point. This is a good rough line you can make go vertical safely without the truck rolling over based on nothing on the roof. The trick is that the closer you get to that tipping point, the slower you need to go. It is usually the rocking momentum that will do you in.
If you look at Jefe's photo, assuming the camera is level, you will see he still has a good way to go.
