41” tires and 10,000lb payload are the fundamental elements of the Single Wheel Conversion. At Buckstop, the chassis is fully loaded with 10,000 lbs and subjected to extreme articulation and turning conditions to determine suspension and body modifications required for tire clearance.
The Ram 3-1/2" Suspension Lift Kit is engineered to maintain OE coil springs, shock absorbers, and steering geometry. While simple in nature, the key components of the Buckstop Suspension Kit are replacement 4-Link Control Arms coupled with 3-1/2" Coil Spacers that move the front axle forward for greater tire clearance at the door. Buckstop exclusive Heavy Duty 3/8" thick steel Track Bar mount keeps the axle in place under the extreme weight. Around the rest of the chassis are relocation brackets for front and rear sway bars, brake lines, and driveline. This innovative system provides the necessary clearance for the 41" tires without breaking the bank and excessively lifting the truck too high. INCLUDED WITH BASE KIT.
Fender Flares and Body Modification Kit
In order to neatly fit the monster 41” tires under the body, the internal frame, fender, and body require cutting and trimming. Buckstop’s uniquely designed 8” wide fender flares are a special part of the puzzle that cover the cut-out portions of the body and also completely cover the tire from road spray. The flare is a one-piece design including a return inner wheel liner that integrates with the OE liner. Fender Flares are shipped in raw un-finished fiberglass. Final coating/paint is required. INCLUDED WITH BASE KIT.
- Radial design for optimal handling and wear
- On-road/Off-road traction tread design
- Ideal tread-width footprint
- Ability to be aired down to match the load and/or operate at ultra-low air pressure for extreme traction
- A Brush Truck or Camper will weigh 19,500lbs at maximum load – half the GCWR of a fully laden F500 and 6,000lbs less than an F250 with 3.31:1 gears.
- A 3.94:1 ratio is between the common 3.73 and 4.10 ratios with 31,000lb and 32,000lb GCWR respectively.
Topping off the truck is an extra-wide bumper compensating the increase in front track width. The bumper extends past the fender flares to fend off fence posts, trees, and other obstacles jumping out along the way. At the heart of the bumper are the same features found on standard Buckstop bumpers including winch mount, tow hooks or mount points, trailer receiver, latching winch access door, built-in light mounts, and several options for built-in sirens, speakers, and monitor. INCLUDED WITH BASE KIT.
Running Board Steps
Undercarriage protection is available with Radiator, Transfer Case, and Transmission Skid Pans designed to keep branches and debris from damaging the underside of the vehicle. These pieces are heavy-duty construction and fit tightly to the underside with minimal loss of ground clearance. These pieces are not included with the base kit.
Compressible Liquid Adaptive Suspension System
Buckstop is very proud to have been chosen by LiquidSpring to co-design the application of its technology to Single Wheel Conversion Ford and Ram trucks. LiquidSpring modeled their kit on foundation elements engineered in the Buckstop design. The resulting Hydraulic kit is completely built by LiquidSpring and comes as a turn-key suspension kit backed by hours of painstaking engineering and Finite Element Analysis. The frame of the truck is greatly enhanced to support the different way that weight is carried from OE leaf springs to the new Strut system.
The LiquidSpring Compressible Liquid Adaptive Suspension System is a smart suspension system for ambulances, commercial, and school buses, RVs, mining equipment, and now Single Wheel Conversion Off-road trucks. Liquid-based struts and an on-board microprocessor provide better handling and control when you need it, and a smoother, softer ride when you want it.
LiquidSpring is a Smart Suspension
LiquidSpring automatically and instantaneously changes the spring stiffness and damping at each individual wheel in response to road and driving conditions. When the road’s rough, the ride is soft and smooth. When the vehicle makes sharp turns, corners, or emergency evasive maneuvers, the suspension stiffens to provide superior stability and eliminates roll. The onboard microprocessor makes adjustments without driver intervention for a fluid, seamless experience.
Features and Benefits
- Provides optimized, soft ride at varying weight conditions – water on board or not, camper on deck or not
- Automatically load levels chassis compensating for imbalance and variations in vehicle payload distribution
- Kneeling and capability to lower stance at stop
- Seamlessly, without driver intervention, automatically, and instantaneously provides a very soft spring or a very stiff spring with associated damping as needed for road and driving conditions
- Pump only operational while load and chassis leveling thereby consuming minimal power
- User-friendly driver interface with graphic display for drive and diagnostic modes to integrate system control and chassis leveling while providing means for troubleshooting system
How Does LiquidSpring work?
LiquidSpring uses an optimized 5-link suspension configuration, struts with a compressible fluid as the spring/damping medium, and a sophisticated on‐board microprocessor to monitor driving conditions. This microprocessor acts as the suspension systems’ brain and allows for automatic and instantaneous change of spring stiffness and damping at each individual wheel. This provides the ability to reduce ride harshness while increasing roll and pitch control.
LiquidSpring monitors and processes various vehicle signals and motion at each wheel via its ECU and instructs each corner strut to change its stiffness and damping characteristics as required to minimize power transmitted from the suspension to the chassis while maintaining body control. The strut stiffness and damping characteristics are dependent upon its effective fluid volume.
LiquidSpring incorporates a rate valve between the strut and the secondary volume. The rate valve controls the interaction of fluid between the strut and secondary volume, thereby managing the effective fluid volume. As shown above, when the valve is completely open, the strut exhibits its lowest stiffness. When the valve is completely closed, the strut exhibits its highest stiffness. The valve is proportionally closed to cause the strut to exhibit transitional stiffness and damping.