Acela 4x4 Moab Project
- Thread starter AZexplor
- Start date
I saw one YouTube video where a guy accidently got a picture of it while walking by, but haven't seen any other info. The website says they are in Wakarusa, IN (near Elkhart), but I don't know if that's correct or not.
Rec-Spec
www.rec-spec.com
lucilius
Active member
Thanks for the heads up as I'd never heard of this company. I looked through their website.Nice looking camper. They are advertising using this tire on the GVWR 32k lbs Juggernaut:
"46” Goodyear MV/T, 14-Ply, 81MPH-Rated Tires, Load-Range G Super Singles"
Seems adequate though I wonder why they don't spec the L-rated version. Goodyear offers MV/T 395/85r20 in both L (20-ply) and a G (14-ply) versions, only differences I see in the specs are the former is 10lbs heavier and max load is 12,300lbs vs 10,200lbs. They are rated both rated to 68mph on highway single or dually. I don't doubt their claims but wonder how that equates to 81mph, maybe I am looking at old (2020) specs. Looks like a good concept, wonder how big that market is / is going to be and always, price. I do like how they seem to be smart enough not to rely on a rear axle and tires that are near/over max weight right from the factory. If you've ever seen an Acela/visited their factory, you know you are looking at a true offroad truck capable of carrying a lot of weight.
SIDEBAR: when shopping for an expedition truck, of the hundred+ things to scrutinize before buying, check the axle & tire ratings and then get proof / go weigh the front and rear axles on a CAT scale, with a realistic loadout (full fuel, water, etc.) if possible or at least estimate what you will be adding to the overall weight of the truck. Typically, most of that weight is likely to be adding more to the rear axle load than the front. Look at the scale results, look closely at the tire speed, load and inflation/PSI specs. Try to have an idea how much additional weight you will be loading onto the vehicle for the trips you take, then maybe add some to make it safe. Are you going to be towing? Factor that in as well. Make sure you like what you see e.g. if the scale says your rear axle load is 14,000lbs and you have a rear axle rated to 16,000lbs but tires rated to only 6000lbs (at max PSI) each, you might want to think about options for a different tire...or a different rig because if they couldn't get the tires right after all of the advertised R&D and real world testing, other things could be sub-par. Also realize that the max speed/load rating, the numbers we all pay the most attention to, generally coincide with max PSI. If you lower the PSI, logically you should expect lowered speed and load capacity. Driving slowly through dirt is one thing and where most offroad tires shine performance-wise across a spectrum of PSI. Going 70mph+ on a hot summer highway is where I'd really want to ensure my tires were at the right PSI. Most well built things are over-engineered but a tire/axle/wheel bearing/etc. failure can be serious. To each his own, and I'm always interested to hear from real engineers and the more experienced folks out there, but I'm looking for an axle and tire that is rated to 10-20% more weight than I anticipate loading on it.
No pass-through is mentioned, maybe I missed it. This seems to be tough to do on the Acela/LMTV but is essential for me. I'm been mpressed by the Bliss boxes and some of the GXV and Euro rigs (Unicat, etc.) but this Juggernaut might be worth a look.
"46” Goodyear MV/T, 14-Ply, 81MPH-Rated Tires, Load-Range G Super Singles"
Seems adequate though I wonder why they don't spec the L-rated version. Goodyear offers MV/T 395/85r20 in both L (20-ply) and a G (14-ply) versions, only differences I see in the specs are the former is 10lbs heavier and max load is 12,300lbs vs 10,200lbs. They are rated both rated to 68mph on highway single or dually. I don't doubt their claims but wonder how that equates to 81mph, maybe I am looking at old (2020) specs. Looks like a good concept, wonder how big that market is / is going to be and always, price. I do like how they seem to be smart enough not to rely on a rear axle and tires that are near/over max weight right from the factory. If you've ever seen an Acela/visited their factory, you know you are looking at a true offroad truck capable of carrying a lot of weight.
SIDEBAR: when shopping for an expedition truck, of the hundred+ things to scrutinize before buying, check the axle & tire ratings and then get proof / go weigh the front and rear axles on a CAT scale, with a realistic loadout (full fuel, water, etc.) if possible or at least estimate what you will be adding to the overall weight of the truck. Typically, most of that weight is likely to be adding more to the rear axle load than the front. Look at the scale results, look closely at the tire speed, load and inflation/PSI specs. Try to have an idea how much additional weight you will be loading onto the vehicle for the trips you take, then maybe add some to make it safe. Are you going to be towing? Factor that in as well. Make sure you like what you see e.g. if the scale says your rear axle load is 14,000lbs and you have a rear axle rated to 16,000lbs but tires rated to only 6000lbs (at max PSI) each, you might want to think about options for a different tire...or a different rig because if they couldn't get the tires right after all of the advertised R&D and real world testing, other things could be sub-par. Also realize that the max speed/load rating, the numbers we all pay the most attention to, generally coincide with max PSI. If you lower the PSI, logically you should expect lowered speed and load capacity. Driving slowly through dirt is one thing and where most offroad tires shine performance-wise across a spectrum of PSI. Going 70mph+ on a hot summer highway is where I'd really want to ensure my tires were at the right PSI. Most well built things are over-engineered but a tire/axle/wheel bearing/etc. failure can be serious. To each his own, and I'm always interested to hear from real engineers and the more experienced folks out there, but I'm looking for an axle and tire that is rated to 10-20% more weight than I anticipate loading on it.
No pass-through is mentioned, maybe I missed it. This seems to be tough to do on the Acela/LMTV but is essential for me. I'm been mpressed by the Bliss boxes and some of the GXV and Euro rigs (Unicat, etc.) but this Juggernaut might be worth a look.
charlieaarons
Explorer
Sorry for the OT post but at Expo West - Re juggernauts,
I was at the Unicat exhibit. There was a ~7m camper body with raising roof on 6x6 MAN chassis. I know the owners.
They’re working on “Brilliant”, a Ram 5500 with roof that raises slightly so <3.0 m in road position.
And a Meritor 3000 axle replacement as a possibility with real CTIS and full differential locks.
I cannot emphasize too highly the importance of those 2 features. I don’t intentionally try to push my vehicle to the extremes, but 1) not having to go outside in 104-7 deg heat to fiddle with tire pressure and get out again to adjust or even measure pressure;
2) not getting into wheel spin type “stucks” in adverse weather for a guy over 70yo with an even more decrepit female copilot. Even though I carry 2 shovels.
With large carnivores running around in the treeline.
PM me if curious.
I was at the Unicat exhibit. There was a ~7m camper body with raising roof on 6x6 MAN chassis. I know the owners.
They’re working on “Brilliant”, a Ram 5500 with roof that raises slightly so <3.0 m in road position.
And a Meritor 3000 axle replacement as a possibility with real CTIS and full differential locks.
I cannot emphasize too highly the importance of those 2 features. I don’t intentionally try to push my vehicle to the extremes, but 1) not having to go outside in 104-7 deg heat to fiddle with tire pressure and get out again to adjust or even measure pressure;
2) not getting into wheel spin type “stucks” in adverse weather for a guy over 70yo with an even more decrepit female copilot. Even though I carry 2 shovels.
With large carnivores running around in the treeline.
PM me if curious.
Last edited:
gregmchugh
Observer
Here is the thread on the Unicat Brilliant, 1.2 million is the price.
Unicat Brilliant "smaller" for class 5 chassis (4x4 Dodge/GM/Ford-6x6 Gwagons/Toyota)
More information is available HERE Lifting roof with solid sides Rear door Disclaimer - no relation with Unicat
forum.expeditionportal.com
waveslider
Outdoorsman
The reality is that even with your excellent recommendations (diff locks and deflation) the absolute Achilles heel of trucks like ours is slick/muddy/slippery conditions.
Even for the most miserly and weight conscious operators, locking diff and deflated tires help but will be no match for the slightest muck and/or caliche so our single most important piece of recovery gear is the same one a lot of timber trucks/tankers in the PNW carry - Truck Claws.
I carry a full set of coveralls (aka my "road suit") to install because its a messy operation but even completely aired down and locked diff - its still slippery.....and it's still a heavy truck
Last edited:
gregmchugh
Observer
Same here, Truck Claws and coveralls…The reality is that even with your excellent recommendations (diff locks and deflation) the absolute Achilles heel of trucks like ours is slick/muddy/slippery conditions.
Even for the most miserly and weight conscious operators, locking diff and deflated tires help but will be no match for the slightest muck and/or caliche so our single most important piece of recovery gear is the same one a lot of timber trucks/tankers in the PNW carry - Truck Claws.
I carry a full set of coveralls (aka my "road suit") to install because its a messy operation but even completely aired down and locked diff - its still slippery.....and it's still a heavy truck
lucilius
Active member
I will look into that Meritor. Cummins-Meritor has a "ProTec 3000" with a max rear GAWR of 14,700lbs and front 12,000lbs.......which might be similar to the one you've mentioned. On a related note (and featured on ExPo cover page), these folks appear to offer CTIS with a different approach to prevent overloading the F550 rear axle, 6 wheels 365/80r20 and 3 axles, an extra rear tag axle with brakes but no power (but only 62 gallons of fuel?): https://krugxp.us/#about-bedrock
I need to determine what a Dana/Spicer/Meritor manufacturer would say about GAWR and whether or not it is expected that the axle will always be operating near/at max GAWR on AND offroad or is that considered "extreme duty".
charlieaarons
Explorer
I heard <$1M, specifically $830-930K for Brilliant depending on rigid vs hinged roof. The 3000 type axles would be extra probably.
I think I saw the tag axle vehicle nearby at the show.
I spent quite a bit of time talking to the Krug guy (from near Cherkassy) but not about trucks. More important stuff like the state of the world.
I think I saw the tag axle vehicle nearby at the show.
I spent quite a bit of time talking to the Krug guy (from near Cherkassy) but not about trucks. More important stuff like the state of the world.
waveslider
Outdoorsman
I wish I was shorter, some of the trucks out these days like this one are pretty cool but I'd have to crawl on my knees to get in them.
It looks like they have updated the website and I also saw a listing on RV Trader for a dealer in Ohio
www.themoabproject.com
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