That's gnarly. Your right rear tire is gone.
Well, not for $%!!!!!! In fairness, I was using it not at all as it was intended and substantially outside its rated pull. It was pretty scary. We were resting on the right rear shock mount that I'd been unhappy with because I'd gotten the kings a little longer than I wanted and they extended to the base of the axle housing, but it ended up saving us, hitting a rock as we were sliding. The angle was enough that my 7/8ths full tank of gasoline was spilling out the fuel fill so we were working in a pile of gas.How did the winch anchor work?
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Well, to be honest, I didnt even look under there. It was an all hands on deck to get the babies and the dogs out of harms way and then try to extract.Great area. Any thoughts on how your spring loaded sub frame performed in that situation, or ways to improve? Were those side wings you had installed on frame engaged? not sure what there called? Are they tapered up and away or do they run parallel to subframe? Clearances between side wing and subframe? Nice to see some real world testing , glad it all worked out. I'm not use to seeing no trees and readily avaliable anchors, nice work.
Something I've never thought of till seeing those pics, is there any significant effect of stability when airing down with a campear box on? Lower cog and larger footprint equal increase? Or more unstable due to bounce in tire? I realize both possibly minimal, but every bit of knowledge helps.
Overall height is about 9'10". Our COG is fairly low with the locker below design and all of the real weight in it. That said, enough of the initial design was analog and so I'm not able to calculate a Cog. Weight is about 60/40 rear axle vs front.Just catching up on this thread; good to see you out using the truck.
What is your overall height with the top down and do you know your CoG point/height?
I think I've become a little overconfident in what the truck can do and it bit us on the way out. The day before we'd come in on an incredible narrow and steep cart path that would have challenged a tacoma and had my Mrs. covering her eyes. On the way out, through all the really hairy stuff, and 1 mile from the freeway, the road collapsed on us.
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Doesn't look that bad from this angle, but the truck was actively slipping and the angle was getting closer and closer to roll thirty. Managed to wedge a rock under the tire to stop the slip, but trying to manage something like this with a kiddo was pretty stressful.
I’m an outlier but I see no point in a new diesel unless your rig is over 16-18k lbs. And I think the benefits are decreasing even in that weight range. Take a look at Earthcruiser who no longer even offer the diesel option.If you were to rebuild this with a current model f550, would you still choose the gas motor (7.3) over the 6.7PSD? Looking at options and drawn to the diesel for certain reasons, but gas is quieter, doesnt have the same smog devices, $10k cheaper, and keep reading a lot about cost of running a diesel (i always thought it would be cheaper long-term??)
PS - I am currently doing it again, unwrapping the new build shortly, and chose a gas engine again. It’s the 6.0 LS engine this time with pretty similar specs.I’m an outlier but I see no point in a new diesel unless your rig is over 16-18k lbs. And I think the benefits are decreasing even in that weight range. Take a look at Earthcruiser who no longer even offer the diesel option.
I will say, the diesel is comfy and easy to drive, my truck works going through grades. But the math just doesn’t add up for new diesels imho.
I have only seen on road diesel cheaper than gas one time since hurricane Katrina. Given the higher price per gallon, def, and now almost negligible fuel savings diesel is always more expensive per mile to run by my math. that's not counting more expensive oil changes, turbo or injector replacement, very expensive smog or dpf parts....cost of running a diesel (i always thought it would be cheaper long-term??)