Truck camper MPG testing.

Sometimes results are not what most would expect.

RELATED Link – Tread Matters: tire selection and fuel economy.

Research the STT PRO here: Cooper Discoverer STT PRO
Research the Fun Country here: Dick Cepek Fun Country

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Resources:

Cooper Tire

Dick Cepek Tires & Wheels

 

 

 

iOnBoost V10 Torque lithium jump starter

 

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James Langan

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Resource:

WAGAN.com, 800-231-5806

 

 

TufTruck TTC-1225 Ram rear coils installed

Eastern Nevada

At the SEMA Show a few years ago TUFTRUCK introduced heavy-duty rear springs for the 2014 and newer Ram 2500 trucks. They had already been making replacement coils for the front axles of Ram trucks and other brands for several years.

TUFTRUCK is a brand of McAllister Industries out of British Columbia, Canada. This company has over 100 years of manufacturing experience, making leaf and coil springs for everything from light trucks up to huge mining equipment from quality American steel.

The TTC–1225 springs fit the 2014-and-newer, Ram 2500 trucks with coils atop the rear axle and cost about $425 a pair. They have a spring rate of 438 pounds-per-inch, and according to TUFTRUCK they add an additional 500 pounds of capacity. The chart below tells how much beefier the TUFTRUCK coils are compared to the stockers, and the differences are easy too see, feel, and measure.

Beefy Canadian aftermarket heavy-duty replacement rear coil springs.

 

TTC-1225 vs OE Coil TUFTRUCK TTC-1225 OEM 2014 Rear Coil
Height 18” 17.75”
Diameter 8” 7.5”
Material Thickness 0.93” 0.86”
Weight 35-lb 24-lb

 

Left: TTC-1225 Right: OEM Ram 2500 rear coil.

Installation And Road Tests

Swapping the rear coils on heavy-duty Rams is a simple job for the mechanically inclined and experienced; it is much easier than removing and replacing long, heavy, and awkward leaf packs. I did the project by myself, without a vehicle hoist and with zero cursing. If I had been removing-and-replacing leaf springs, particularly solo, there certainly would have been busted knuckles and profanity.

Ran this setup for many thousands of miles on two 2500 trucks; OE coils and Air Lift 1000 springs.

After chocking the tires on the front axle, lifting the rear of the truck, supporting the frame with jack stands, disconnecting the rear shocks and body-roll bar, and removing the rear wheels, the axle was drooped as far as practical to make the coils loose enough to remove. (Remember to insure you’re not pulling on brake or ABS lines.) Because the TUFTRUCK coils were just fractionally taller, and drooping the axle provided plenty of access, no spring compressor was needed. I spent much more time making measurements, videos, and photographs than doing mechanical work.

Doing the spring R&R was incredibly easy.

To make a direct, back-to-back comparison of the factory coils and the TUFTRUCK TTC-1225, the Air Lift auxiliary springs were deflated (to zero) before I drove a 15-mile test loop over a mix of city streets, rural highways, and interstate freeway. This type of repeatable initial testing, combined with notes made during the drive, helped document performance differences with an eye on reducing the effects of faded memories and subjectivity.

After installing the TTC–1225, there was a noticeable and substantial improvement in stability, control, and spring rate compared to the OEM coils. The stouter and fractionally taller TTC-1225 coils produced a 3/4” height increase measured at the bottom of the hitch receiver, with my Hallmark camper mounted (without water or gear).

TUFTRUCK’S TTC-1225 rear coils installed and ready for work.

Shortly after the installation I made a 1,000 mile roundtrip over the north-south length of Nevada, to buy a new Welsh Terrier puppy, our first travel-size dog. Then a 1,500-mile round trip to the Southwest in May. The TUFTRUCK rear springs are working well, and I’m glad I added them. Stay tuned, there are additional rear suspension upgrade editorials coming.

Our new six-month-old Welsh Terrier puppy we named Elsie Desert Rose. She fits well atop the center console in the regular cab camper truck.

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James Langan

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Resource:

tuftruck.com

 

Hallmark Nevada Flatbed Camper Interior

Spacious interior of the Hallmark Nevada flatbed camper. What amenities does it have? Essentially everything, including a toilet, shower, large Nova Kool refrigerator with separate freezer, and 50+ gallons of water.

James Langan

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Resource:

Hallmark Truck Campers

 

Toyo Open Country C/T 10,000 Mile Review

Toyo C/T 10,000 mile report

When the Toyo Open Country C/T was initially introduced it was only available in Canada. A few years ago, when that changed, it moved to the top of my must try list. Commercial traction or hybrid designs are my favorite type of tread, and the C/T might be the best, slowest-wearing design I’ve used on any truck in several years; maybe ever.

The Toyo C/T has the severe snow, mountain snowflake rating.

Mount, balance, and tracking

Because the Open Country C/T is an on/off-road commercial-grade tire, there are fewer sizes offered than other Toyos like the Toyo A/ T II. However, there are still six 16-inch, seven 17-inch, five 18-inch, and seven 20-inch sizes available.

For this evaluation I mounted 35×12.50R17 on forged aluminum OEM Ram Power Wagon wheels. They required very little weight to balance, typical for Toyos, and ran smoothly down the highway at all speeds.

104-pounds on OEM 17″ forged aluminum Power Wagon wheel, needing only 1.25 ounces for a static balance.

Initially mounted my 2014 crew cab, which has an SPC offset right ball joint to counteract treads that pull to the right, the C/T would drift just slightly to the left after a few seconds with no hands on the steering wheel, depending on the road crown. (To be perfectly clear, this is because of the offset ball joint and caster settings, not a characteristic of the tires, the C/T does not appear to pull right or left, they are neutral.) On the 2017 Ram 2500 regular cab with Hallmark flatbed camper, the C/T track perfectly straight for several seconds on flat roadways. They were a great match for the outfit, and where I decided to keep them for this evaluation.

Almost all the miles logged have been with this 2017 Ram 2500 Hallmark flatbed camper outfit.

General traction and performance

The C/Ts saw a little of most terrains, including snow, packed dirt, gravel, rock and plenty of pavement. Deep off-highway mud, snow, and deep sand were not experienced; a 10,000-pound camper outfit is less happy on these surfaces, so I only drive on them when necessary. However, with the good void-ratio and siping this tread offers, I’m confident the C/T would perform as well or better than similar commercial-traction designs.

Many modern tires perform well in moderate on-highway or off-highway snow, and this was true with the C/T. However, the mountain snowflake severe winter rating provides extra assurance in wet conditions, and I would pick the C/T over many hybrid or all-terrain designs for winter service. Obviously they are unlikely to perform as well as a dedicated winter tire, but those designs are less versatile on heavily-loaded trucks and rarely offered in larger sizes.

Toyo C/T in a few inches of snow, pulling out of my shop.

The Open Country C/T is quiet for the void it offers, and no louder than the Toyo R/T or A/T II Xtreme with which I am familiar in similar sizes. I’ve recommended the C/T to many of my readers, including a professional photographer and adventurer who lives in Jackson, Wyoming. He has been impressed with their snow capabilities. Another guy lives full-time in his heavy truck camper and uses them.

Wear close-ups 

You can see a small amount the feathering on the outer lug sipes. For nearly 6,000 miles without a rotation, this minor visible wear was impressive and not concerning. Appropriate rotations will true-up the tread.

Slow and even wear, 6,000 miles since the last rotation, most of it on highways.

Phenomenal Longevity

As my video assessment and testimonial enthusiastically shares, I am most impressed with the slow rate-of-wear on these Toyo Open Country C/T, better than any other tread in years, maybe ever.

17/32″ of tread depth remaining after 10,000 miles!

The 4,400 miles per 1/32 of depth is exceptional, particularly for such a heavily-loaded, diesel, truck camper outfit. Was the slow treadwear due to a higher than typical percentage of highway miles? Possibly, although my outfit is not a daily driver and routinely sees many more long-distance travel miles than city driving. Double the mileage of most tires I’ve run on diesel trucks, and still 50-percent more than other standouts is nothing short of phenomenal!

Absolutely love these Toyo C/T tires and would like to try them in a 295/65R20 size.

The C/Ts were removed from service only to begin another review, but I’d like to run them again soon, preferably in an 18-inch or 20-inch size with a higher load-index that’s better suited to my heavy camper. The 35×12.50R17 was chosen because I wanted a 35-inch size, and I already had the wheels. At the time I was adamantly against 20-inch tires because the shorter sidewalls offer less flex off-pavement. Though shorter, less flexible sidewalls can be a huge a positive for overall camper stability and handling. My opinion has softened, as long as the tire is tall enough that there’s adequate sidewall.

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James Langan

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Resource: Toyo Tires

 

 

Timbren DRTT3500E Spring Kit

On Dec. 23, 2019, I installed the firmer Timbren Industries single-convoluted springs, replacing the DR2500D double spring I ran for six months. I needed to reuse the bracket from the double-spring kit because there was a packaging mistake with my order.

However the springs, mounting brackets, and included Timbren spacers are interchangeable, just the spring mounts are different heights for this application. Received the correct and taller DRTT3500E mounting bracket and did the R&R. Without a 1-inch spacer the new setup is 3/4-inch taller overall.

Slides: 1) Shows the new set up on the left and what I’ve been running for three weeks on the right. 2) What I was running installed 3) What I’m running now, which is the traditional DRTT3500E spring mount/kit, without the optional spacer.

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James Langan

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Resource:

Timbren

 

Air Lift 1000 auxiliary air springs

My flatbed camper outfit works well, but I’m always tinkering, fine-tuning, and looking for small improvements. I’m still using and loving the TufTruck and Timbren springs, just also want to inflate these air springs again which have been sitting dormant for months.

Essentially the same Air Lift product has been on my 2006 4Runner for over a decade (they’ve been flawless, after another brand failed twice). Also on my 2014 Ram 2500 since new, including up to the Canadian Arctic Ocean a few years ago. That’s a good record, so I’ll give this one failure a pass.

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James Langan

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Resources:

Air Lift Performance

Timbren

TufTruck