Sorry it took a while to get back, last couple of days have been a real pain.
6.2, I'm going to reply to you mainly because you are the first one on this page, and I'm too damn tired right now to make individual replies.
I'll try to answer everybody, just read through and find the part that pertains to your comment. If not satisfied, repost, and after I get some sleep I'll get back.
I agree that its possible to build a truck that has enough horsepower and strong enough drivetrain to slip just about any tire on pavement.
Bigfoot can drive over a bus too. But not all trucks can.
As for saying that the tires will always slip, well, maybe.
Since I am not used to being called a liar by some one with all their teeth, I did not tell the whole story of my truck.
Not realizing that I would have to give all particulars to prove it happened.
For the record, the truck was green. It was a 1979 model, this took place in about 1981 or so.
It was in December, because I was at my hunting camp.
And oh yeah, the reason I had just come through the bog, was because myself and three friends had been firewood hunting.
In the back of my truck was 4 or 5 lightered (sp?) stumps weighting in about 350 to 450lbs apiece plus the mud on them and what have you.
Plus some "junkbutt' logs and a couple of small pieces on the front bumper tied onto the winch.
When I hit the highway to go down and turn into the road to my camp, the truck seemed a little sluggish. I assumed that was because of the weight.
When it got down to about 10 mph or so with half to three quarter throttle, I backed off the gas.
Since it has an automatic, the truck slammed to a stop. Would it have kept going if I had floored it? Don't know. Since I did not know what was wrong, I stopped to see.
I suppose, from reading things here, the correct move was to just floor it and find out what was wrong later.
But, while I use my vehicles hard, and often ask them to do things they were never designed to do, I long ago got tired of breaking things just to see how much fun it was to fix them.
I don't mind breaking them, and have many times. But I do so because I have a reason to, not because I can.
In fact, it has always been a source of pride for me to do what I wanted WITHOUT breaking my truck.
We don't have many rocks to climb down here in Fl, its mostly deep mud and sand. When I was growing up, I had a dual rear wheel CJ5 Jeep that would go just about anywhere. Since it did not have a lot of horsepower, slow and steady won the race.
I have watched you guys climb rocks.
In most places down here, unless you had a head of steam up, spinning your wheels like you have to do there would just dig you out of sight.
Just about every year in the swamp, I have to pull some guy out with a broken axle, u-joint, or oil pan damage who thought that power and speed would win the day.
There are often stumps hidden in those holes that love to have the axle bounce over them and then get jammed up between the axle and the frame crossmember.
Chainsaws don't work under water.
As a result, I am a lot more cautious than most folks. I have a different idea of a successful trip.
Most of you folks consider a trip a success if the truck will get home under its own power.
I consider it a success if it gets home under its own power with all the parts and sheetmetal intact.
What you folks do is great, I have no problem with it, and would love to try it someday.
But I got all the "lets run something at the bog-in", drive it until it breaks, fix it and break it again, pounded out of me years ago for my own equipment.
I still go out and patch, tow, rescue my friends who haven't, and enjoy doing it.
As for your bet, 6.2, I don't doubt your truck will do it. There are many that will. Not sure what would happen with a couple thousand pounds in back though.
Someone here, not going to look the post up right now, mentioned running a minispool on the street.
Perfect example of what I am talking about.
A friend of mine ran one in his F150 for a couple of years. It was an old beat up looking truck with pure magic under the hood. He won a lot of money at late night in illegal street races around the edges of town.
The only ill effect of having the spool in a daily driver, was short rear tire life.
Until one Saturday when he picked up a large amount of roofing tar for a friend's roof they were going to replace that weekend.
He got out on the highway fine, but sitting at a turn signal, he punched it when the arrow came on and made a hard right turn.
The Ford 9 inch housing basically shattered. The two inside ends of the axle tubes and axles dug into the pavement, and there he sat until the wrecker got there. Too much horsepower with nowhere to go. Tires could not slip, something had to give.
Lets see now, Balzer. I suspect that the front and rear tires on my truck were not the same size after a few thousand miles. As for the hundred foot number, sorry, didn't measure it, May have been 101 feet.
All I am saying it, unless the front and rear travel exactly the same distance per revolution, the drive train will begin to bind up. By that I mean that first all the normal 'slop' will be taken out, and then stress will begin to build up in the drivetrain.
Depending on the mismatch, it may be that the two only travel .1 inch different distances per rev.
In which case you would not notice much for a while. Or you may have street tires on the front, and 36s on the rear. ( I saw that one time, it was done because some one had slashed his front ones and he needed to drive until he could get new ones. Looked Weird)
In that case, you are going to notice it damn quick.
In either case, if the tires DO NOT SLIP, either the drive train will break, or you will reach a point where the engine can no longer drive the truck.
In my case, I had a lot of weight on the tires, and I'm not sure if my engine could have slipped them.
Oh BTW, 6.2, you said something about seeing trucks driving thousands of miles in 4 lock. I think you said it was for testing.
Think it through. You don't test anvils by hitting them with feathers. And you don't test trucks by quiet highway driving. Generally you test something by Exceeding its design specs to the point of failure so as to find the weak point.
OK, this has gotten out of hand today, I have fallen asleep twice on the keyboard, and I have to get up at 2 am in the morning. If I have failed to either answer someone's comment, or if there is someone who I have not p*ssed off sufficiently, let me know, and I will do better tomorrow
J.
You need to fix your truck.......or quit making up stories.......seriously, the issues you describe above are no where close to what happens in the real world on a properly setup truck (ie. matching tires and gear ratios).
