Favorite LT255/85R16 Part Two

Edit- Check out my new favorite(s) 255/8x tread(s), link below

Link- Mastercraft CXT (with Cooper S/T MAXX comparisons.

 

Favorite 255/85 Part 2

Over that past several weeks I’ve found myself seriously considering a new set of 255/85R16 tires for my old F350 (Pull Dog), which was recently put back in-service after an embarrassingly long hiatus. Maxxis Bighorns or Toyo M/Ts are the only treads I’ve been considering, both readily available from Les Schwab Tires where I do much business.

Toyo M/T & Maxxis Bighorn LT255/85R16

The reason for the 255/85 tire shopping is not because I need tires; the Dick Cepek F-C II 285/75R16 currently mounted on the Ford have plenty of tread remaining. In fact the fronts are essentially new, two years old but with less than 1,000 miles on them, and the spare and rears have 17/32” of tread, literally tens of thousands of miles ahead if I continued to drive on them (new 285/75R16 F-C II come with 20/32”!).

20/32″ of tread depth on a new Dick Cepek F-C II

As much as I love the F-C II tread pattern, the 285s are squeezed on the OE 7-inch wide wheels, and technically 285s shouldn’t be on a wheels less than 7.5-inches wide. It’s not the worst match ever and lots of people do this, but it’s not ideal, particularly when airing down. When running low pressures (20-ish) with this combination on such a heavy truck off-highway, the rim abnormally squeezes and folds the sidewall of the tire under the rim, worse on the front, making the sidewall and shoulder of the tire abnormally vulnerable. The larger sidewall budge is even more of a concern with normal-duty tires like the F-C II which has reasonably rugged sidewall tread, but not the massive sidewall lugs we’ve come to expect on modern, aggressive mud-terrain tires. Regardless of the tire or sidewall design it’s ideal to drive on the tread, not the sidewalls, as all sidewalls are inherently vulnerable, even those with lugs and tread.

I’ve considered new 16×8-inch wheels, 17×8-inch wheels (good for the 17-inch future and some 17” tires I already have on another rig) but I’m not certain having a different set of wheels for the old Ford is a good plan. The original 16×7-inch forged aluminum wheels made by Alcoa are very strong, very light, and are about perfect for this truck except for running a wider, 285 tire. Before repairing Pull Dog’s major coolant leak recently, I sold two sets of used 255s last year (LT255/85R16 Tire Delivery Part 1), including one set of serviceable Maxxis Bighorns that were on the F350. Since my fleet inventory contains plenty of 285 treads in the 16 and 17 inch flavors, 8-inch wide wheels make lots of sense for the F350 even though I don’t like tires & wheels that extend beyond the fenders.

LT285/75R16E Toyo M/T on the OE 7″ F350 wheel at 15 psi, shoved into a hillside

Of course buying new 16×8 wheels would fit the current F-C II 285s perfectly, and would also happily accept 255s in the future. However, wider wheels—even with the same positive backspacing as the OE wheels if I could find any I like—will not be as tucked and tight to the body, and will stick out on the front axle. After studying the offset and backspacing on several sets of wheels, it looks like the best case would be 8-inch wide wheels with zero offset. These would push the tires & wheels 3/4-inch outboard compared to the stock, positive offset 7-inch wheels. Of course there are other advantages to running a 255/85 over a 285 tire, including potentially better fuel economy, better tracking on/off-highway, they typically cost and weigh less, etc.

Width matters. Toyo M/T: 265/75R16, 255/85R16, 285/75R16

Will the best 255/85R16 please roll-up and kiss me

Maxxis Bighorns are still a load-range D tire, which I prefer for the ride on a firmly-sprung 1-ton truck. There are pros and cons to running different load ranges, for more on this see this post: Dick Cepek and Mickey Thompson Change Load Range D For E.

The Toyo M/T is a load-range E, a stiff load-range E (not all are created equal), with thick 3-ply sidewalls and a 7-ply tread. Toyos have a well deserved reputation as a very rugged tire both on-highway and off. Toyo M/Ts are also relatively expensive, but in the moderate 255/85R16 size they can be found for under $300 each, not bad these days for a top quality heavy-duty light-truck tire. Maxxis Bighorns are less expensive, but not nearly as enticing as they were a few years ago when they could be purchased for a mere $150 each, but all tires are notably more expensive than just a few years ago.

If new Toyo M/T treads didn’t cost $1,200 my old F350 would be sportin’ a new set of 255/85s right now…I’d like to have them before a rapidly approaching hunting trip. To help push myself over-the-edge I offered a few friends my set of five Dick Cepek F-C II 285/75R16D tires, which would take a big bite out of a Toyo M/T bill. One guy wants them but he doesn’t have cash. Money talks and…

255/85R16E Toyo M/T & Dick Cepek F-C II 285/75R176D

And after all this, I’m not completely convinced I should make the swap even if I can sell my F-C IIs. The F-C IIs have plenty of capacity (3,305# per tire @ 65 psi) ride much better (softer) than Toyo M/Ts when unloaded and at moderate speeds off-highway, are already mounted & balanced, track well on the Ford, have tons of tread remaining, and are flexible (good traction). The only cons are that the F-C II are not as rugged and they’re squeezed on narrow rims.

New Treads, Alignment, and Wear

If I mount new Toyos on Pull Dog will I need an alignment? If not needed I probably should have the alignment checked, it’s been years… I suggest getting the alignment whenever one mounts new or different tires, it’s foolish to jeopardize new, expensive tread with sloppy front-end maintenance. While I’m a very enthusiastic fan of the Dick Cepek F-C II tread design, I’ve been running them on my lighter 4Runner and second generation Tundra, and it would be nice to see how they perform for me on a heavier truck with low gears, a manual transmission, and serious diesel torque. Will they last as long? Compared to the Toyo M/T tires, I have no doubt the F-C II will wear much longer, and their winter traction will be superior. The only areas where the F-C II can’t compete with the Toyo M/T is ruggedness and serious slop traction, and I’m not sure I need those features 99 percent of the time, though they would be nice while traveling in the backcountry. Oh yeah, and the perfect fit of a 255/85 on the OE 7-inch wheels on a 1996 F350.

A 255/85 fits and works perfectly on the old Ford F350

One thing is for sure, when it comes to putting down my credit card for a new set of tries for the 1996 F350 I’ve moved the Toyo M/T to the top, thus it’s my (current) favorite LT255/85R16 for this truck. There, I said it.

Copyright © 2012 James Langan

Iveco Massif 3.0HPI Overland Camper

World Overlander Sighting

After my encouraging encounter with the Dutch Bros. Coffee barista this past Saturday afternoon, I continued south on U.S. Route 395 through Carson City, Nevada. From a distance and several car lengths ahead in the right lane I saw an unusual vehicle. A hard-sided, custom and possibly self-made, chassis-mounted camper on the rear of a small four-wheel-drive pickup with European plates. There were sand ladders and other gear on the rear, but the overall outfit looked very clean and relatively light.

Custom camper on the rear of an Iveco Massif

I closed the gap, but traffic kept me mostly behind, though I was able to snap a few iPhone pics while underway. The rig was a left-hand-drive Iveco Massif 3.0HPI with a 2998 cc 4-cylinder common-rail diesel. According to the specifications the Massif 3.0HPI has a ZF 6-speed transmission (no automatic, opposite of the USA!), behind either a 148 horsepower/258 lb-ft or a 174 horsepower/295 lb-ft version of the engine. According to Wikipedia, the Massif was made from 2007-20011 under license by Santana Motors in Andalusia.

Side view of Iveco Massif with a compact extended-cab

Traffic movement put me ahead of the Iveco without an opportunity to view it up close while stopped. I pulled to the shoulder, rolled down my window, and waited for the camper to drive by to get a slightly better look from the front. I was able to snap just one iPhone picture as it approached.

What a cool set-up. A narrow track, short extended-cab (2-door) truck, a small turbo-diesel with good torque, manual locking hubs, and a manual transmission. Not only an uncommon sight in the USA, a combination of features that are simply not available here.

If a small, efficient, diesel-powered chassis like this was available from a reputable manufacturer in the USA would enough people buy them?

Iveco Massif European camper, with 3.0HPI diesel, 6-speed manual gearbox, and manual locking hubs

Copyright © 2012 James Langan

Big Wheels and Spare Tires

Maybe I need a new category, unexpected encounters of the good kind?

I drove away from home this afternoon heading for a hardware store hoping to find two bolts to get my F350 spare tire carrier operational. There was a special radio show on channel 60 Outlaw Country (Sirius/XM) hosted by Elizabeth Cook that I was enjoying so I didn’t want to find a store and stop. I continued driving south until I arrived in Carson City, Nevada, and when in Carson City I like to sample Dutch Bros. espresso. After pulling up to the window and ordering my juice, the kid inside (maybe all of twenty years) asked me about my truck.

Kid: Nice truck, is that about a three-inch lift?

Me: Thanks. It’s about 3.5 in the front and 2 in the rear.

Kid: I like it… [he looks down the side and sees the sticker on the bed] Rock Warrior?

Me: It’s a trim package, I got it because of the 17 inch wheels instead of the more common 18s and 20s everyone has these days.

Kid: Yeah you need that… some tire and sidewall on a truck. In sand or rocks those tall wheels get all scratched up and the tires don’t work.

This young man obviously has some experience traveling in the backcountry, he knows what works, and has not been corrupted by the absurd big wheel fad. I was pleasantly surprised, almost shocked.

Practical four-wheel-drives may have a future after all.

Toyo M/T LT285/75R16E on a lightweight, stock, forged aluminum wheel. A thirty-three inch tire on a sixteen-inch wheel; nice.

Copyright © 2012 James Langan

BOATLIFT: a tale of resilience. September 11, 2001


Armstrong Ratcheting Wrenches and Customer Service Part 2

As detailed in my first post about Armstrong Ratcheting Wrenches Customer Service I purchased a new, surplus tool kit that included a good selection of Armstrong reversible ratcheting wrenches. The 15 mm wrench was missing its guts, making it only an open-end wrench.

The surplus USMC tray pieces (NSN # 5180-01-553-6556).

These tools were purchased when I learned of a good deal, and except for the cursory initial inspection, they sat in their shipping box for a few months in my garage. When I continued working on organizing the new kit, I found more defects as I laid out the tools for photographs.

Armstrong obviously has a problem with quality control. In this one tool set I received one wrench with no ratcheting parts, and this 1/2-inch wrench with a substantial bow in the tool. The 5/8 wrench had much less bow, but also was not flat. (I didn’t ask for the 5/8-inch wrench to be replaced.)

Look at the arc in that defective 1/2-inch Armstrong wrench?

Again I called Armstrong’s customer service phone number and explained the situation. Not only had I purchased these tools from a surplus retailer, but also a few months had passed. I offered to return the defective tool, or take it to a local outlet, but apparently I don’t sound like a person trying to get something for nothing. The customer service lady said she would send out a replacement without asking me to return the bent tool. It took more than a week, but little padded envelope arrived in the mail containing a new and flat 1/2-inch ratcheting wrench.

Slightly bowed 5/8-inch Armstrong wrench.

Kudos to Armstrong Tool for being very reasonable and helpful. Though the quality of the tool kit left something to be desired, their response was good, even generous, compared to what one might receive from other companies. It’s also worth noting, that while assembling this new tool kit, I was trying to purchase made-in-USA tools when practical and affordable. Aside from the possible benefits of buying American made tools, I’ve been pleased that every time I called Armstrong I spoke to someone in the USA, working directly for Armstrong/Apex Tool Group.

Copyright © 2012 James Langan

Eezi-Awn 1600 Roof Tent Review

Second Time Winner: Choosing an Eezi-Awn Series 3 1600 Roof Tent
By James Langan

We have a pop-up camper for luxurious overland travel but there are times when the tracks are too rugged or we want to travel lighter and leave the trailers and big rigs at home. We could rough-it and sleep in a ground tent, but the earth is not always clean, level, or dry, and isn’t very appealing after experiencing more comfortable backcountry accommodations. Our solution was an Eezi-Awn roof top tent (RTT). Buying a RTT is not an inexpensive proposition, but in the spring of 2010 while preparing for a two week Utah overland excursion over challenging and rocky trails, I asked myself, “how much is one good nights sleep worth?” My answer was at least $100.00. Of course a good nights sleep can help you feel like a million bucks, and a poor sleep can resemble the national debt. I found it relatively easy to justify a new Eezi-Awn.

Beautiful, remote country is more enjoyable when you can get a good night’s sleep.

Why the Eezi-Awn?

There are a few good roof tents for sale in North America, and the Eezi-Awn is regarded as one of the best. The Autohome hard shell tents are appealing with their aerodynamic profile, but their narrowness, relatively short length, and price have prevented a purchase thus far. With many sizes and configurations from which to choose, Eezi-Awn offers a Series 3 tent to fit many applications and needs. From the narrowest 1200, T-Top models, the Family Rooftent or the Globetrotter Trailer Tent, take your measurements and pick the tent that is right for you. Choosing an Eezi-Awn was also a safe decision because we previously owned a Series 3 1800 which lived atop our Chaser from Adventure Trailers. Our 1800 provided several nights of good sleep before the Chaser and RTT were sold in favor of different off-highway platforms.

Eezi-Awn 1800 RTT carried by an Adventure Trailers “Chaser”, heading up to Laurel Lakes in California.

1400 or 1600, That Was The Question

Though smaller tents have their place most of us would prefer some extra shoulder room. Because roof tents are often smaller than ground tents, size matters. Larger Eezi-Awns are not proportionally more expensive than their smaller cousins, so going big is not an economic decision but one of fit and weight. If the weight and physical size of the RTT are not critical concerns, I suggest going with a larger model. It’s not often that you hear a camper complain that their tent is too large.

Our Series 3 1800 on the Chaser was very spacious for two, even when using large, quilted, rectangular sleeping bags, but I knew I didn’t want to put such a large and heavy tent on our 2006 4Runner. The 1200 was quickly ruled out, as it would be very narrow for two adults who are accustomed to sleeping in queen beds. For a couple months I deliberated whether to purchase a new 1400 or a 1600. The Series 3 1400 tent weighs exactly what the stock roof rack on our 4Runner is rated to carry. The 1600, at 132 pounds, is about 12 pounds over Toyota’s stated weight limit. Though the primary duty for the Eezi-Awn is comfortable sleeping on challenging solo trips, would my wife and I use the RTT together at times? How often? I reasoned that we would be more inclined to use the Eezi-Awn together if there was more room for both of us. I decided the additional 12 pounds of the 1600 was too little to worry about above our very well balanced 4Runner with its relatively low center of gravity. A new Series 3 Eezi-Awn 1600 was purchased from Equipt Expedition Outfitters. (http://www.equipt1.com)

Yakima’s Universal SNAR mount on a Thule bar, secures the Eezi-Awn to the car.

Mounting

Our 4Runner neither has nor needs an aftermarket roof rack. In an effort to keep our roof load light and low, we added Thule cross-bars and mounting feet to the stock 4Runner rails, and used Yakima Universal SNARs to mount the tent to Thule bars. It’s often advisable to use three cross bars when mounting a 1600 or larger tent, but we wanted to keep things as light and simple as possible. We decided to try only two crossbars with the standard Thule kit. This set-up has worked flawlessly for thousands of miles, including hundreds of miles off-highway. Neither the crossbars nor the tent have loosened a bit and the tent opens and functions perfectly.

After the first night in the new Eezi-Awn 1600.

Field Use

My initial test and use of the 1600 on the 4Runner involved two weeks of overland travel, mostly off-highway. The tent performed as expected and there was little to complain about. Of course I was a repeat customer so I knew what I was getting. First the niggles.

All tents can be noisy in heavy winds and a RTT is no different. On one occasion when it was very windy the rain fly was caught by the wind, lifting it and loosening the spring poles. This can cause one or both poles to fall to the ground and allow the rain fly to flap uncontrollably. It did. One fix for this might be to simply remove the rain fly if it’s not needed, though we typically prefer to be prepared for all weather conditions. During the second windy night several days later, I simply opened the door of the tent and secured the fly in its closed, travel position from the inside, greatly reducing the flapping.

Many tents are noisy in the wind, including the Eezi-Awn roof tents. See how the rain fly is acting like a sail?

Early one morning a storm blew in while camped at Lake Powell. The winds were fierce and when it started to rain it was raining sideways. I experienced a couple water leaks at the corners of the tent where water dripped inside onto the corners of the Eezi-Awn mattress. At some point no rain fly is going to prevent the tent material from being soaked when the rain is not falling from above, but instead is flying horizontally. I later learned that the owner of Eezi-Awn sometimes recommends a soaking and drying of a new Eezi-Awn tent to condition the seams, threads, and fabric on a new tent. I have performed a similar ritual for other canvas products and this is on my to-do list.

After the Lake Powell storm, drying out after an early camp on the Hole In The Rock Trail.

Loving It And Sleeping Better Than Home

The above concerns aside, I really like, maybe even love my Eezi-Awn tent. Opening it after a long day on backcountry trails is easy and fast. Unless I need the airflow to keep the tent cool I often only insert the rain fly poles on the ladder side of the tent, this makes set-up and pack-up even faster. I haven’t timed myself but I’m pretty good at packing up the tent. Closing the tent and breaking camp doesn’t take me any longer than my traveling companions, many of which sleep inside their wagons instead of tents.

Sleeping preferences are personal, like politics and religion. I like to sleep flat on my back and my wife generally likes to sleep on her side. Both of us prefer a firm bed and we both find the Eezi-Awn mattress comfortable. The Series 3 Eezi-Awn tents provide plenty of length for my tall frame, 96-inches long when opened for sleeping.

Bedding not sleeping bags.

In our previous 1800 we used large bulky sleeping bags on top of the mattress. These needed to be pulled out of our Chaser each night and packed away each morning. To make set-up and packing chores faster, with our new 1600 we decided to use traditional bedding. We use the fitted bottom sheet that came with the tent, a king top sheet, covered with a down comforter and optional wool blankets for cold nights. I loved this sleeping arrangement on my two week Utah excursion. All the blankets and a small pillow were folded into the center of the stationary side of the tent before closing. I like having less to pack and unpack and this configuration makes climbing into a bed more like home.

Handling and stability haven’t been problems on my heavily modified but moderate height V8 4Runner.

Adverse Handling

None. On the tent’s maiden voyage with several other Toyotas in Utah, the 4Runner was the lowest car, but it’s not light. It weighed 6,500-pounds gross at the beginning of the trip. The V8 4Runner still has the front anti-roll bar attached but the rear has been removed. This rig was built to be a very stable platform and it remains so even with the bulky RTT above the roof. Challenging off-camber obstacles that had others in our group nervous were of no concern for this 4Runner with the Eezi-Awn attached.

There is some added wind noise while driving, though not nearly as much as I feared, crosswinds seem to create the most noise. Strong crosswinds will also move the car a bit more because of its larger profile, but again the car was inherently stable before the RTT and remains so with the Eezi-Awn mounted. The tent’s heavy-duty construction should allow it to live atop many overland vehicles in the coming decades if the 4Runner is sold. Most importantly, my wife likes the tree house.

Copyright © 2012 James Langan

My favorite LT255/85R16?

Check out my current favorites below

Link: Mastercraft CXT and Cooper S/T MAXX

 

I was asked about my favorite 255/85R16 tire these days. Favorite? Just one? Singular? This was a tough assignment for me. All my buddies know it’s impossible for me to have only one set of truck tires in my shop. It depends on the application, but what’s my final answer?

For most of us price is at least somewhat of a consideration, if not a major factor, when choosing tires. I’ll give cost some consideration, though I prefer to buy the rubber I want, and think of the relative value over 40,000 miles or more. Sometimes a little faster rate of wear is a fair tradeoff for performance.

Maxxis Bravo MA-761 and Toyo M55 in 255/85R16

Mostly Muds

While I wish there were more all-terrain or commercial traction treads in the 255/85 size there are only a couple. The Toyo M55 is one commercial traction tire that comes to mind, and the load-range D, 3-ply sidewall Maxxis Bravo MA-761 is a the only stout, low-void tire in this size. The rest are essentially mud-terrain tires.

Regional availability varies and I suggest considering this before a purchase. With few exceptions, most stores will need to order a set of 255/85 tires. In my part of The West, 255/85R16 Toyo M/T, M55, and Maxxis Bighorns can be found at many Les Schwab Tires stores, and if not in stock, will arrive a few days after an order is placed. I’d be willing to bet cash that few (if any) local tire stores stock the BFG Mud-Terrain. However the online tire giant, Tire Rack, has a warehouse nearby, and a short drive any business day would put a set of 255/85 KM2s in my pickup.

LT255/85R16E BFG KM2 treads on a 2006 4Runner

Toyo M/T 

If you’re looking for very heavy-duty construction (and heavy), smooth running on pavement, and a reputation for balancing well, the Toyo M/T is a top choice. Tread wear can be very good, or lousy depending on the rig and the driver. Their tendency to pull, often right, on (my) Toyota 4WDs and many Dodge trucks has made me reconsider my praise for Toyos in recent years where I used to swear by them. Their cost is a little scary too, though the 255/85 size is small enough to be affordable; all tires have become more expensive.

When the stoutest tire is not needed, I don’t like the extremely low pressures needed to make the Toyo M/T ride nice and flex the way I prefer off-pavement. At normal pressures on-highway ride is also firm, this is the price that must be paid for extreme-duty construction, the 3-ply sidewalls, and 7-ply tread. Some dislike the appearance of the Toyo M/T, but I think it’s a sharp looking tire. Noise is moderate for a mud terrain tire.

The previous BFG KM Mud-Terrain and the Toyo M/T in 255/85R16.

BFGoodrich KM2

With enough saddle time above a set of 255/85R16s and 285/75R16s to know how they perform off-highway, the BFG KM2 has impressed me as a load-range E, 3-ply sidewall tire that flexes well when the air pressure is dropped. BFG claims this in their advertising and it’s true. So while I’m not a BFG fan, this flexibility has my respect because I like flexible tires that are tough enough.

BFG also deserves credit for their commitment to the 255/85R16 size, as they made it for many years in the previous Mud Terrain design, for years now in the KM2 pattern, and offer essentially the same 17-inch tire, a 255/80R17. I’ve not had any failures with BFGs, but they’ve also never been my favorite tires, so I never put more than a few thousand miles on a set.

Most seem to be satisfied with how KM2s perform and last, but for years I’ve heard reports of inconsistent balance with BFGs. I experienced this myself with a set of 255/85 KMs (not KM2), which were only slightly worn and started to require more lead to balance after a few thousand miles. BFGoodrich deserves credit for taking chances when designing the KM2 which is a nice, different looking tire that has plenty of sidewall tread. A good price for a set of 255/85 KM2s should be much less than Toyo M/Ts.

Maxxis Bighorn load-range D and BFGoodrich KM2 load-range E LT255/85R16 tires.

Maxxis Bighorn MT-762

When Les Schwab Tires started selling the Bighorn a few years ago, including the 255/85R16 size (blackwalls too!), I was quick to buy a set. At the time they did full-time duty on my built 4Runner and were an exceptional value, about $150 per tire. On many occasions I was thoroughly impressed by the grip the Bighorns delivered. Part of their traction advantage comes from the relatively soft, flexible tread compound, which also results in pretty fast wear. Bighorns are also a little loud, not howling ‘swamper’ loud, but a typical mud tire hum, a bit more to listen to than either the Toyo M/T and KM2, particularly as they wear. As I mature, I’m less tolerant of everyday tire noise, and actually prefer something quieter than all three of my examples here. If you’re not averse to a little mud tire noise, the Bighorns are a great tire. They are still a load-range D 255/85, only a 2-ply sidewall design, though I’ve yet to rip one open. I’d like to see Maxxis update their design and add thicker tread material on the upper sidewalls.

My first set of Bighorns made me a fan of Maxxis light-truck tires, when they balanced with very little weight. This spurred me to purchased a set of Bravo all-terrains, which also required little weight to balance and were great on the road. My second set of 255/85 Bighorns also balanced well, but never saw much use before being traded. A third set of Bighorns, used 285/75R17s, that I acquired for testing a few months ago also balanced very well even though they had some uneven wear. A little noisy and fast wearing they may be, but they are still a decent value if you don’t have to pay full retail, and even better if you’re able to use them mostly off-highway.

Copyright © 2012 James Langan