F350 Power Stroke Diesel Flatbed Camper

 

One example of the cool rides at the 2019 Northwest Overland Rally in Plain, Washington.

A few comments and observations after a disclaimer: I’m not a Ford hater. In fact, I like Ford trucks, bought a new 1996 F-350 7.3L diesel I owned for 18 years, plus a Ford Ranger a decade earlier. This F-350 is just a convenient example for sharing some thoughts that apply to several brands and platforms.

Body-Roll (Sway) Bars

Ram does a better job with their factory body-roll bar designs on their late-model heavy-duty pickups. Ram’s rear sway-bar points aft and is angled up slightly from horizontal, making it less likely to hit things. The Ford design shown in my video looks like a rock and brush magnet, and it appears to be positioned similarly to my 1996 F-350. Surely Ford could do better on a four-wheel-drive (4WD) truck.

Wheels and Tires

Large wheels and shorter sidewall tires are not the best choice for off-highway focused four-wheel-drives. Big wheels (taller than necessary to clear the brakes) and short tire sidewalls have become extremely fashionable in recent decades, including on heavy-duty 4WD trucks. Some are supposedly setup for off-pavement use. Many are just lifted posers and rarely see more than a dirt parking lot, gravel driveway, or graded fire-road that many cars could navigate. What about those folks that do travel off-highway, particularly those with campers, are shorter sidewall tires better?

Heavy camper outfits are different animals compared to traditional 4WD pickups and utility vehicles. There is more weight overall and the center of gravity is higher. There is naturally more body-roll. Among their varied performance capabilities, tire and wheel choices can help or hurt body-roll; there is no free lunch. Improvements in one area often mean a loss in another.

Loading, Overhang, and Tail-Swing

It is worth noting that this F-350 camper outfit is setup better than many these days, particularly some flatbed pop-up campers. Specifically, it has become popular to put longbeds on a shortbed chassis, or to mount campers further aft on a flatbed in order to carry a spare tire that no longer fits in the stock location. Typically a 35-inch spare can fit under modern trucks with a little massaging, but 37s are promoted as the must have size. (To be clear, I love taller tires, when they fit and don’t compromise the balance and function of an outfit.)

Overall/gross weight is not the only thing to watch when loading trucks; it is important where and how that weight is carried. Lower and forward is better, as is limiting rear overhang, and the resulting tail-swing that comes from parts extending too far behind the rear axle.

Spring Upgrades

At recent overland-focused events I’ve paid close attention to the rear suspensions on heavy camper outfits like the F-350 in this video. This rig and others are similar to the camper outfits I have owned.

For decades the differences between so-called 3/4-ton and 1-ton (no longer accurate names) single-rear-wheel (SRW) heavy-duty diesel pickups have been few, and sometimes nonexistent, except for badges, stickers, and/or gross-vehicle-weight-ratings (GVWR). A Ford F-350 or Ram/GM 3500 is theoretically, maybe even mechanically, superior sometimes to an F-250 or 2500 series truck, however….

As capable as a modern heavy-duty pickup chassis is, I’ve yet to find one with a weighty camper setup, including pop-ups, that didn’t perform better with aftermarket rear suspension upgrades. This includes both F-250/350 and 2500/3500 trucks. Air springs are the most common choice, but there are other options. The lighter-duty 1500 and F-150 trucks are softer, and even more likely to need modifications.

This is understandable because many, if not the vast majority of pickups rarely see maximum loads. Fewer still are frequently or constantly loaded. The average truck owner won’t tolerate an excessively firm spring-rate and ride when empty. Therefore the factory suspensions on all pickups are a compromise between weight carrying and ride quality. Newer trucks are fantastic, comfortable, and versatile, but the factory springs can’t fill all needs. It’s good to realize that upgrades might be desirable, even required, if you are going to add a maximum load.

This is not intended as an argument against F-350 or 3500 (or larger) trucks. It is possible to get too big and burly a truck for the job at hand, though the opposite is much more common. There are countless examples of folks using half-ton trucks for heavy work because that is what they have! They’d be much better served with a beefier chassis.

James Langan

Copyright James Langan/RoadTraveler. All Rights Reserved

 

Toyo M/T 255/85R16 Part 4 – Starting Slow

This blog has been defunct for too long, and I’d considered taking it offline. However, it continues to get measurable views everyday, without me posting a single word. During the 19-month hiatus a few new readers even subscribed, apparently looking forward to future posts should any be forthcoming… So instead of killing the blog, here is a small revival effort. Thanks for visiting RoadTraveler.net.

James

Low Pressure Off-Highway Rollin’

With the travel trailer repairs completed, it was finally time for some off-pavement travel. I dropped the front and rear tires to 25 and 20 psi respectively, which was on the high side for me but low enough for the truck, tires, and terrain. The F-350 carries much weight above the front axle so keeping the pressure slightly higher than on a lighter rig helps insure the beads don’t unseat, and is better for handling, control and safety on the faster sections.

It takes low pressure and/or lots of weight to make a Toyo M/T budge like this.
It takes low pressure and/or lots of weight to make a Toyo M/T budge like this.

Mud Terrain tires look cool, but I’m old and wise enough that looks alone don’t drive my choices. If I didn’t want a high-void tire for rugged backcountry use I’d pick something else, possibly a tread with less noise and better potential longevity. However, I use this truck for plenty of off-highway travel and in the LT255/85R16 size, tread choices are few and most are aggressive traction tires.

The notably high quality construction and roundness of most Toyo tires allows balancing with relatively little weight, which contributes to their good road manners. With only a few exceptions most Toyo M/Ts are constructed with a 7-ply tread and stout 3-ply sidewalls. Though friends have criticized me in the past for using tires with mere 2-ply sidewalls, my reply has always been; all tires are soft balloons, and are punctured relatively easily. For decades most tires have had 2-ply sidewalls, only in the past few years have 3-ply sidewall enthusiast rubber become both popular and offered in several flavors.

But, when I needed to make a choice between the Maxxis Bighorns or the Toyo M/T, it was this rugged reputation, quality construction, and 3-ply sidewalls that made the Toyos the arguably better choice for an old F-350.

Let’s just see about that.

Copyright © 2014 James Langan/PhotoWrite Intl.