Super Single Tires

With truck I have on order, I am using intermediate length axles with zero offset wide rims.

 

It's the standard KW AG400 suspension. Weight transfer works perfectly, press a button and all the weight is dumped off the tag. Factory it just split the weight 60/40 but dumping 100% off the tag works better.

Put it this way, you guys can have your tag axles. I've got one with a tag and one twin screw with full lockers and there is no comparison. If tag's give you superior traction then why are oil field trucks ordered tri-axle drive and not a single drive with 2 tags?

 

hm as i wrote in other thread we have 50% more weight on drive axle when tag is down this maybe make difference why tag dont work for you and work for us( if i remember good you wrote that you use super singles on this truck with tag? even worse)

when we raise tag in air you can have almost all truck weight just on drive axle this works perfectly on ice snow wet road and similar

but not in mud where oilfield trucks works , in most of US long haulage transport it would be possible easy to use tag axles....it is just matter of market and sales

 

Ahh I take it oil fields are off road, if that's the case you need your twin screws but a tag is still better for ice , in offroad operations you need to spread the weight so you don't sink, but on a hard surface you need to push the drive wheels through the ice, there's no twin screw trucks operating here above the arctic circle because the twin screws spread the weight out too much so none of the wheels get enough grip so offroad twin screw is better, on road tags are better!

 

there is only one case off road where single drive can work better than twin

on hard surface where there are some little pebbles are on surface(for example at loading spot or at unloading spot quarry or separation station... and when you are empty in this case you will be better with tag than double drive

 

I did simple calculation, how twin drive, tag, and pusher redistributes weight over axles. Used Euro lenghts, but should work pretty much the same on US truck, maybe some numbers will vary.

Allthought, I wouldn't change 6x4 on US truck for anything, all the profit will be lost on changing tires, and buying new diff.

 

you miss something

theoretical wheelbase on our trucks between drive and tag or drive and lead axle is almost always 7.5:11.5 ( so theoretical wheelbase between drive and dead axle is about 515mm from drive not in middle)

but you move 5th wheel too much back

look here mr Haney told me that they must use 17k:17k

http://www.thetruckersreport.com/tr...175172-question-about-tag-and-weight-law.html


so we get 11.5t 25350lbs vs us 17000lbs

 

Some of the Nordic guys are saying they can get over 44,000lbs or over 20 tonnes on the drive. I also would recommend that if you were to order a tag that you make it a steering axle, stops any understeering and improves handling like you wouldn't believe!

 

Used original MB MP3 drawings ...

Anyway, you can slide the 5th wheel, however you want, I just wanted to show you, that if it comes to some serious Snow action, boogie (tag axle) is the only way, pusher is useless. Used correctly, gives MORE load to ground that, the trailer provides, simple physics.

 

hm 3300 wheelbase would be too long for any 6x4 except heavy haulage 3300 mm wheelbase would be too much

norweigans use 3100 rest of europe 2900

6x2 with lead axle never saw such long

it is about 600mm longer than any real one

if you have problems to understand what did i mean with theoretical wheelbase just contact me