You got that right!

The Utah channels have purpose-built rigs that would make this trail look easy. Don’t kid yourself.

The rocks 🪨 wouldn't be a problem for them but they wouldn't like the mud except for rorry he's like what ever

​@@scottfromfl6828Paul would mess up the fj just for the fun of it

I think the dry landers would have a stroke sliding around in the mud and tight trees. Really hope they take the challenge tho. I do think theyd love it after they get used to it.

Yeah it does but if the old blue hair that's driving it was out walking it she'd sound pretty rough also. Lolololol

Sounds like salt belt exhaust to me.

it is probably dry most of the time. just drainage when it rains. so not a creek or river.

I think matts wrecker might be to big....but we know Matt wouldn't back down from the challenge Paul will give it the beans n bully his way through it 😂😂

Lifter tick.

@@offroadrecoveryteam ok ... It was a very loud lifter tick....lol

That was the first time on this trail.

lifter tick, it is a inline 4.0L 6 cyl Jeep thing when they get a lot of miles on them.

I know I work on vehicles to doing a Tahoe right now rear main seal

5.13

If it weren't about towing then the Moorvair or Banana would handle this with ease. If it were about towing then why exclude the MOOR wrecker? Any of Rory's jeeps or Paul's FJ or Taco(if resurrected) could handle it, their wrecker too. They know how to handle mud and tight trails. These guys aren't just playing in dry desert. Remember before the world's largest off road wrecker Matt was, and still is, using the Moorvair and Banana on difficult recoveries.

Yukon

Wind Rock, TN

@@offroadrecoveryteam Thanks! 🙂

Distance between tires is a matter of what size spacer you use. The benefit is stability with a vehicle on the hook. The boom when loaded adds weight and raises the wreckers center of gravity substantially, the added width helps to offset that force. And the wrecker has less ground pressure with 6 tires rather than 4. Think of a skid steer loader, which would you prefer in sloppy mud, a tracked or wheeled version? The right answer should be tracked version and the difference is ground pressure, the surface area of the track that is in contact with the ground at any one time is much greater than with 4 tires, meaning that every square inch of track has less weight exerted on it than every square in of tire does. Also a dual tire vehicle even on road is not capable of just driving on a flat tire. The duals are only for stability and load carrying capacity. Tires have a load rating, take load range E for instance, it is 1,520 Lb x 2 that equals 3,040 lb. X 4 that is 6,080 lb. The spare tire is for redundancy in case of a flat. Sure you could build a wider axle to still get the same triangular stability with SRW but that falls short because the ability to have only one tire on an obstacle is a help in many cases because it can be used strategically to keep the wrecker flat. And a wide spacing between tires is far from ideal just in the sense of obstacle clearance to the differential. Rory(Trailmater) has gone over his reasoning for why many many times.

@@truracer20 I understand all of that, but singles can have all of the same benefits. More so in the case of BSF, the boom only takes the 100% of the load vertically. If the wrecker is on a lateral angle to the horizon, yes the boom and hook alone will act as a plumb bob and lift off axis to the vehicle, BUT the A frame is designed not only to hold a towed vehicle a set distance behind the wrecker, but also fix its position to the centreline of the wrecker. If as the wrecker leans further over, that A frame starts to carry the load. So the apparent centre of gravity really doesn't extend higher than the A frame. And single tires that reach as wide as dual axles provide the same base of stability. As for which skidsteer I'd own, having used both including in sloppy mud, I'd got for a wheeled skidsteer EVERY time. You can reduce the tire pressure and use a wheeled track kit (tracks that wrap around your wheels) if you really need to, but in mud that's REALLY sloppy, you either want to cut through the mud and hit the solid base, or you paddle your way out with the bucket and wait for it to dry. I've watched excavators working in knee deep coal dust mud (open cut coal mine fire, LOTS of water being thrown around). The tracks do not float in real sloppy mud, they sink. The excavator just dug into the ground with its bucket and dragged its crippled undercarriage along. Ignoring extremes like that, I was recently watching some testing of tires 35inch tires, wide vs narrow, for ground pressure / contact. Surprisingly, the narrower tire (of the same manufacturer / model, just different width) performed better. As air pressure was reduced, the wide walls deformed more and gave much better contact area. I'd also point out that less ground pressure is NOT always a benefit. Less ground pressure means less grip on hard surfaces. And as I said earlier, sometimes you want to cut through thin layers of mud and grip onto the hard base below. There is a reason the old WW2 Jeeps had such narrow tires. As for load capacity, tires intended to be suitable for dual use come with two load ratings. Their normal one for single use and a reduced rating for dual use. My single tires even using their reduced rating, are still MUCH higher then I need. Just two tires have a capacity exceeding my vehicles gross capacity. With four wheels, I can carry an entire second vehicle on my roof and STILL have load capacity to spare. So, are the duals really needed for load capacity? I'll try to find one of Rory's videos explaining it, but I still don't understand how the supposed benefits outweigh the downsides for offroad use, where the slower speed allows for much less air pressure.

@@35manning no amount of splaining will do you any good cause you know the answer. So why ask a question when it's a statement you intend to make?

@@truracer20 with respect, whilst your response isn't wrong, it doesn't actually explain what benefit duals have over singles in this use case. For example, you say duals give better contact area / reduced ground pressure. That's correct, but single wider tires aired down ALSO do that. Duals have an increased load capacity. True, but if only one of the duals is touching the ground, they actually have a reduced load capacity and it doesn't answer if the wrecker actually needs the extra load capacity. Hence why I am asking the question to be ACTUALLY explained in context to the offroad use case. As per my understanding and as per your explanation, singles can do everything duals can. So what am I missing?