Recent content by tmckenna13

Yup. I mean I will admit hes a bit cavalier with some "rig related" stuff, but hes been using the International for years and said he never had a problem, and his fifth wheel is HEAVYYY. It's dually tandem axle, so 8 tires total. He also has a C5500 super C now, that he 4x4 converted and runs...

I should be well below the total capacity of the tires. I have a friend with a 4x4 international 7400 that tows a huge fifth wheel on the same beaches I drive on. He says he airs his 22.5 tires down into the 20s and has never had an issue.

Do you start seeing the "pancaking" of the tire around that pressure? I have zero experience with commercial truck tires so Im just trying to get some real life info about best practices.

My current "big rig" chassis has 10x285.75mm wheels on it. Currently planning on doing "floater" front wheels with a 385/65r22.5 tire. My question is, for soft sand what are the "rules" for airring down? I know in theory the profile of commercial truck tires is more likely to de-bead at lower...

Picture of said wheel. Additionally the rears were offset like they were configured to be super singles on an originally DRW truck

This is totally random but I was at a Hot Air balloon festival 2 weekends ago, that happened to be hosted on a small airport. I was walking around before the "main event" and started to take a look at their plow vehicles. The first was a 4x4 freightliner 108SD, cool truck but nothing super...

This is cupsogue correct?

Would there be any "cons" to do maybe a 385/65r22.5 in the front and than "super" wide duals in the rear. Thinking maybe dual 315/80r22.5. This would give a bigger contact patch than the 385.65r22.5s and also give the "piece of mind" in the event of a blowout.

Yeh I had some surprising traction issues driving a DRW RAM 3500 on wet grass (without 4wd engaged) recently and more or less "accidentally" confirmed the DRW traction thing. I just know there are some people that swear by DRW configurations for highway safety purposes and such.

I currently have the understanding that super singles on all corners provide better traction and "floatation" for mud and sand applications. Obviously this makes sense on the front because the super singles will be far wider than the original. Now the rear is where most of my questions arise...

So I bought a Class 7 Truck for my "Expedition Vehicle" build. Originally I was planning on doing 22.5x12.25 super singles with 386/655 tires on each corner of the truck. My question is would I be better off with a slightly narrower tire on the front axle and keeping duals in the rear? I would...

My truck came with a liftgate on it. What's your feelings on driving with it in the open and up position? I'm considering using it as a motorcycle and/or spare tire carrier.

@HazeltheMooseWagon yup, that ride height is exactly the reason I voiced my concern. A substantial lift in the front of a bus, realistically means the equivalent lift in the rear so you end up with a very long and tall vehicle. Center of gravity would be higher than pretty much anything else on...

My buddy has a predator 3500. I've always been impressed with how quiet they are. Such a good value.

I was never saying that the they made different cabs. As far as I know the cabs are in fact identical but they have to be raised substantially to clear the driven front axle components. I was just asking how he planned to address that considering he would also have to "lift" the rear to avoid...