Well lest see, where to start…..
Dressens Regular, Lemon and I had been working on opening up another fantastic rock trail. It was a long day in the heat. Had just ridden the 8274-50 some 30+ feet up a very steep incline, out from the bottom of the draw and winched a very large fallen Elm out of the way. I was adjusting the way the truck was facing and getting it lined up in the direction out, and stopped paying attention to where I was and what I was doing for an instant. That is it, period, nothing else.
Tire size, suspension configuration and all that other stuff that folks want to ramble on about had zero to do with my truck ending up with the tires in the air. My own complacency and lax mindset at that specific instant is why it happened.
I am fortunate, to say the least, on many levels concerning this situation. I was in the company of two very good friends that are not only great people, but who I have been in s*** to my knees and standing on my head with both of them in the past, and we seem to work very well together at resolving bad situations. (Remember 1 Percent?) Thank you again guys. We are going to have a great weekend!
The windshield frame was removed Sunday morning, the glass removed the rest of the way, and frame stripped of the wiring harness, wiper motor, arms and rear view mirror. Lemon and I worked for about 10 minutes and had it strait enough for glass again. The glass folks had a new windshield in it about two hours after I dropped it off Monday morning and it is back on the truck and other than a couple dents and some paint missing, looks like nothing had happened. I steamed the truck out/off today for about two hours trying to get the gear oil that had leaked out from the shift cane on the 420 and all over everything while it was upside down. I took it down the road and it still pulls 75 with 8 pounds of air in the 42’s.
As far as all this other finger-banging going on in this thread:
I have not expounded on the virtues of one suspension configuration over another at any time. I have only stated that a spring under set up is simpler and that it has worked, and continues to work for me. Anything can and will fail. Anything can be rolled. There are always more factors that work into situations/events than just pointing the finger at a certain vehicle/suspension/tire size/lift/etc. The operator must always be assessed and competency or lack there of is a tremendous variable. Again, human error, MINE, in this situation(and the other crashes/rolls that I have been involved with) is the only viable reason as to why it happened.
This was in Minnesota, not the Black Hills.
In that older picture of my junk balled up, you can see that I had a full cage. However, the spreaders from the A to the B pillars were not outboard, boxing the cage front to rear, but rather inboard, and there were only two of them. There was not any lower support between the A and B pillars, any cross bracing between the A and B laterally, nor was any of that cage tied to the frame, so as soon as a real load was placed on it at an angle, it deflected away and twisted up.
The cage in the truck now is tied to the frame in six points, and has bracing between the A and B pillars in four spots above the front passenger compartment, tubing tying the A and B together (door bars), and tubing running laterally between the A pillar and the B pillar. (Right by the dash and behind the front seats, used for the shoulder harnesses)
The frame tie-ins between the body are .250” plate, attached with 3/8” grade 8 bolts, situated in such away to both sandwich the body between them and to prevent the body from pushing/pulling through the mounts, the plates form a cross pattern.
Thank you for the well wishes and kind words folks.
Dressens Regular, Lemon and I had been working on opening up another fantastic rock trail. It was a long day in the heat. Had just ridden the 8274-50 some 30+ feet up a very steep incline, out from the bottom of the draw and winched a very large fallen Elm out of the way. I was adjusting the way the truck was facing and getting it lined up in the direction out, and stopped paying attention to where I was and what I was doing for an instant. That is it, period, nothing else.
Tire size, suspension configuration and all that other stuff that folks want to ramble on about had zero to do with my truck ending up with the tires in the air. My own complacency and lax mindset at that specific instant is why it happened.
I am fortunate, to say the least, on many levels concerning this situation. I was in the company of two very good friends that are not only great people, but who I have been in s*** to my knees and standing on my head with both of them in the past, and we seem to work very well together at resolving bad situations. (Remember 1 Percent?) Thank you again guys. We are going to have a great weekend!
The windshield frame was removed Sunday morning, the glass removed the rest of the way, and frame stripped of the wiring harness, wiper motor, arms and rear view mirror. Lemon and I worked for about 10 minutes and had it strait enough for glass again. The glass folks had a new windshield in it about two hours after I dropped it off Monday morning and it is back on the truck and other than a couple dents and some paint missing, looks like nothing had happened. I steamed the truck out/off today for about two hours trying to get the gear oil that had leaked out from the shift cane on the 420 and all over everything while it was upside down. I took it down the road and it still pulls 75 with 8 pounds of air in the 42’s.
As far as all this other finger-banging going on in this thread:
I have not expounded on the virtues of one suspension configuration over another at any time. I have only stated that a spring under set up is simpler and that it has worked, and continues to work for me. Anything can and will fail. Anything can be rolled. There are always more factors that work into situations/events than just pointing the finger at a certain vehicle/suspension/tire size/lift/etc. The operator must always be assessed and competency or lack there of is a tremendous variable. Again, human error, MINE, in this situation(and the other crashes/rolls that I have been involved with) is the only viable reason as to why it happened.
This was in Minnesota, not the Black Hills.
In that older picture of my junk balled up, you can see that I had a full cage. However, the spreaders from the A to the B pillars were not outboard, boxing the cage front to rear, but rather inboard, and there were only two of them. There was not any lower support between the A and B pillars, any cross bracing between the A and B laterally, nor was any of that cage tied to the frame, so as soon as a real load was placed on it at an angle, it deflected away and twisted up.
The cage in the truck now is tied to the frame in six points, and has bracing between the A and B pillars in four spots above the front passenger compartment, tubing tying the A and B together (door bars), and tubing running laterally between the A pillar and the B pillar. (Right by the dash and behind the front seats, used for the shoulder harnesses)
The frame tie-ins between the body are .250” plate, attached with 3/8” grade 8 bolts, situated in such away to both sandwich the body between them and to prevent the body from pushing/pulling through the mounts, the plates form a cross pattern.
Thank you for the well wishes and kind words folks.
