I've been giving this a lot more thought here lately, and I think our puckermeter is a lot more sensitive than it needs to be, largely because we don't get to use our rigs to the max limits often enough.
I'm trying to attach a pic of what I used to drive on a daily basis.
http://www.tractorbynet.com/forums/...53-post-pics-round-bale-spears-bale-wagon.jpg
For the uninitiated, it's a New Holland bale wagon loaded with hay bales. We used to stack them with 63 110 lb bales and drive them all over center pivot irrigation fields and up and down dirt roads that were often pretty poor with washouts and other hazards.
We ran them on the floor all day, only slowing to the absolute minimum for corners, quite often lifting a rear wheel enough that the engine would race for a split second as we accelerated through the apex of the turn.
Granted, they are a different animal, but I would be willing to bet that they had a higher center of gravity than a loaded F350 with a camper on the back.
Those rear tires are probably 44" or so in height and the fronts are at least 36" tall. The suspension is just your standard 5 ton truck stuff, with drum brakes all around. They don't have shocks to my limited memory, nor do they have sway bars. What they do have is a fairly wide track and a heavy drivetrain that sits about 24" center of gravity from the ground. That partially offsets the 7K lbs of payload that sits on top of at least and average of 50" height.
Granted, they are slow speed machines with a top speed on flat ground of 50-60 mph and loaded speed is usually topped out at 40-45 on rougher surfaces. But I think the lessons here can be readily adopted. With a wide stance, say add an extra inch to each side, and keeping the load as low as possible, I think your average camper will handle at least a 25-30 degree sides slope if you are careful, probably more.
I'm pretty sure one big drawback off road is the front and rear swaybars we like so much on the road. Rather than letting the suspension do it's thing and isolating the truck from roadway undulations, the sway bar tends to exacerbate the rocking when you get off the pavement.
While I'm not in any hurry to go out and see how far I can tip one before it falls over, I'm getting more relaxed about the idea of wheeling a rig with a cabover camper on it. I think we just have to be smart about it and re-think some of our suspension modifications to allowing wheel movement, rather than restricting it so much. Shocks, on the other hand, are going to be even more important to prevent uncontrolled oscillations.
Tie downs will also be paramount. The absolute worst thing that could happen if you were getting a little tippy, would be for the camper to shift or one of the factory tie downs fail and allow the camper to tip on the truck bed.
