Undersized Truck

[1STGENDAR]

I owned a 82 cobra 28ft class c years ago on a 1 ton chassy, It came from the factory where a group of engineers grossly overloaded the 1 ton rear end, no extra springs, overloads, airbags (nothing) way way more weight on it than is on my 3/4 ton with a 4,000 lb lance.

I also believe that just because a guy (not you TXiceman) calls himself an engineer doesen't mean he is giving anything other than the text book answer.

I work along side electrician's that in no way would i let do anything electrical.

years of experance and doing what someone is asking about makes that guy the most qualified, not the guy with the highest education.

I am an engineer, (22 years) my dad is an engineer (43 years) and sometimes you can't go by the book, oh yes it's the safest way to answer someone, to say go by the manual, but sometimes they are beeing way way underated.


swede123 like some others have said get on another forum and talk to someone with many years and miles useing a 1/2 ton with a TC in it.

[RustyJC]

OK, here's another engineer's take on this. Let's discuss some greasy bits:

1. 1/2 ton trucks generally have semi-floating rear axles. 3/4 and 1 ton trucks have higher capacity full-floating rear axles. The difference is that a semi-floating rear axle shaft carries the weight placed on its respective tire and wheel through an outer axle bearing located between the axle housing and axle shaft - some designs don't even use an inner race on these bearings, but instead have the rolling elements of the bearing riding directly upon the axle shaft. Thus, the axle shaft has to carry load as well as transmit torque, and should an axle shaft break, there's a real possibility that the wheel and tire along with the broken axle shaft stub can become detached from the truck. Conversely, a full-floating rear axle separates the drive and load carrying functions. The full-floating axle uses a hub assembly that's supported by its own bearings that carries the load. The axle shaft slips through this hub and transmits torque to it through a bolted flange at the outer end. Therefore, the hub carries the load, and the axle shaft only transmits torque. If an axle shaft were to break, it cannot become detached from the truck, nor would the hub separate from the axle housing - one would merely lose "drive" to that particular wheel.

2. 1/2 ton trucks normally are equipped with P-series tires (passenger car). 3/4 and 1 ton trucks are equipped with LT-series tires (light truck). The P-series tires, aside from compromised load capacity, have softer sidewalls tuned for a smooth ride rather than stability under load and consequently allow sway and a generally mushy feel with a top-heavy load such as a TC, regardless of how stiff the suspension is made via various add-ons.

3. 1/2 ton trucks have smaller frame section height, width and/or thickness relative to 3/4 and 1 ton trucks with corresponding inability to handle heavy loads without flex and risk of permanent distortion and/or fatigue failure.

4. 1/2 ton trucks have smaller brakes than 3/4 and 1 ton trucks which leave them more susceptable to fade, boiling of the brake fluid, etc. with a given load.

Propping up the rear suspension of a 1/2 ton truck with air bags or other "kluges" doesn't address any of these factors. This is a case where one really needs to buy the right tool for the job.

JM2CW.

Rusty

[IC2]

Some of the pop up truck campers may be light enough for your short bed, but after owning a couple, would be hesitant to put anything but the very lightest that fully loaded did not exceed the trucks door post sticker. A few 80# bags of cement will actually put that truck very close to rating if you need a comparative scale.

[1STGENDAR]

Guys he's not wanting to haul a tripple slide Chalet.

the normal sized pop-up TC with a potty and shower weights around 2,000 wet, some a couple hundred more, the lower center of gravity when the top is down will help with sway.

If he goes to the scale and finds out what his truck weights then he can go from there.

the more options your truck has (leather, power everything, quad cab,)the less you will be able to haul, for the shear fact that your truck is already putting more load on your suspention.

a diecent set of tires, (check the max load rating) maybe some timbrens or stable loads, and a heavy sway bar.

just don't buy a 2,500lb dry TC and expect to haul it across the country with your half ton.

Now i have to go load an 8,200lb DC motor on a 1 ton ford and have our driver take it 4 hours from here.

[FATMANAR]

Quote:

Originally Posted by 1STGENDAR Guys he's not wanting to haul a tripple slide Chalet. the normal sized pop-up TC with a potty and shower weights around 2,000 wet, some a couple hundred more, the lower center of gravity when the top is down will help with sway. If he goes to the scale and finds out what his truck weights then he can go from there. the more options your truck has (leather, power everything, quad cab,)the less you will be able to haul, for the shear fact that your truck is already putting more load on your suspention. a diecent set of tires, (check the max load rating) maybe some timbrens or stable loads, and a heavy sway bar. just don't buy a 2,500lb dry TC and expect to haul it across the country with your half ton. Now i have to go load an 8,200lb DC motor on a 1 ton ford and have our driver take it 4 hours from here.

Mine scales out at 2130 and I have made the choice to go this route for a couple of reasons..One I have a 37' A that I live and travel in. I use my TC to go to my daughter's where I can't get my A in and up in the National Forest here in Arkansas. The tire thing is a given. To say that the bags and shocks don't help the 1/2 is wrong. I can drive my truck and camper without any concern in the way it handles. I added these things so I could use a truck that i have. I am retired and don't have the money to buy a larger truck. I am leaving for the west the first of June and will have the TC loaded on my buds 3/4 ton 4x4 for the two month trip. Not only because of the mileage of 17.5 i get with it. I have read everything I have been able to pull up on the net on this subject and there are lots of folks using the 1/2 ton. RV.net, which for some reason gets a slam here, has a great TC secton with a lot of folks who own TCs. If you look at a lot of the info that is provided here and else where the folks telling you what you need or don't need don't even have a TC. The ideal thing would be a 1 ton dulley, but a lot of folks can't afford a 50k buck truck. Good luck and do what works for you and where you go...Happy trails..

[Ray,IN]

Recognizing you will stay within your trucks ratings, you should not have any problems. Rusty and Ken have both offered good advice from both an engineering and practical standpoint.
Will your pickup operate overloaded? Sure. Is it advisable from both a safety and financial standpoint? No.

[TXiceman]

Yes, motorhomes and trailer run up to the limits and over. generally it is not an engineers fault. These companies are run by bean counters and lawyers. Bean counters tell them to stuff more equipment into the smaller chassis to save money. Personally, I'd walk away from a job like that.

There are (arm-chair) engineers and then there are true engineers. Some of the ones that call them selves engineers should be ashamed of themselves.

Operate the equipment within it's intended design limits. As I said previously, adding air bags and such will certainly help the handing when you are running near or over limits. But do note, these "enhancements" do nothing to increase the rating of the vehicle. It is still rated per the tag on the door jamb as none of mechanical items on the chassis or drive line have changed.

Ken

[1STGENDAR]

Unless those limits posted are due to spring and tire limits, and not fram and bearing limits.

If that be the case then the modifications of air bags and load range E tires will raise the max load limits.

I don't know about the F150 but my truck is a 3/4 ton with the exact same rearend and fram as a 1 ton with exception of the width of the axel tubes, and they do not have the same posted GVW.

[Chuck 1935]

For 20 years I drove my 3/4 Ton Dodge pickup with a 9ft slide in camper and loved it. I then bought a 1 Ton Crew cab dually Ford and put the camper on that. WHAT A DIFFERANCE. To little a truck will work but for real enjoyment bigger really is better.

[1STGENDAR]

Quote:

Originally Posted by Chuck 1935 To little a truck will work but for real enjoyment bigger really is better.

No dought....this is very true

[TXiceman]

And without a doubt, the biggest supporters of overloading a truck beyond the manufacturers ratings are owners of 3/4 ton trucks.

What we are looking at is DRW trucks and a 3/4 ton truck does not have the same axle and springs as my 1 ton DRW.

[1STGENDAR]

well mine does, except for it beeing 4 inches shorter.

were not talking about springs, because we have already established that air-bags will solve that, were talking about bearings and frame.

D70 in both W250 and W350, same frame. 3/4 has 2 1/2 in brake shoes 1 ton has 3 in.

mine has 3 in now.

if it really is the frame and bearings that sets the load rating on an F150 then you wouldn't be adding any GVW to your truck, but if it's the tires and the springs, then you could up the GVW by upgrading with bags and load E tires.

[scottreb]

Your F 150 will absolutely work with a For Wheel Camper. Check them out online. Theyre in northern CA. Been there for 25+ years IIRC. Great product. Alot of 1/2 ton trucks run them. Bigger truck that do serious off road too. Cassette toilets, full kitchen, queen mattress very nice. Plenty of them on Tacomas as well.

On the other hand a bigger truck is cool too. But there are options for the 1/2 tons.