Ya, really, all those c0cky longhaul truck drivers running tandem duals, how egotistical! :rolleyes:

A dually provides stability, plain and simple. They normally run stiffer tires, which helps with lateral stability in windy conditions. They provide faster recovery times to slip situations also. I wont go into detail over the blowout situation, as its obvious and has been covered in this thread already.

If you're going to mention ego, you may just be in the wrong forum! lol!:grinser010:

When I was hauling boats for a living, I hauled a 28' bowrider to New Mexico. I was using a SRW 3/4 ton. When the drivers side rear tire on the trailer blew out, it manged to grab the (very cheap) fender and yank it off the trailer tangling it between the two tires and the road. There was no rubber touching the pavement on that side at all, just skating on what was leftover of the fender. The trailer brake lines were yanked off because they were screwed to the inside of the fender for some reason, therefore leaving the trailer with no brakes. The trailer started its bucking side to side and slid off the pavement into the dirt, pulling the backend of my truck with it. It jackknifed and slid to a stop in the dust. No injuries, no truck damage, but thank baby Jebus there wasn't a cliff on that side. I think with a dually, that situation would have been a lot less dramatic. More rubber on the ground equals more force required to pull it off track.

I don't want to fight with anyone here but if the same amount of weight is on the SRW or DRW the amount of rubber on the road will be more with a dually BUT the pressure on the tire contact area of the dually will be half that of the SRW. The more pressure per square inch on the contact area will make it harder to break loose. The dually will most likely slide around much easier than a SRW.

The dually is strictly for carrying weight and in fact like a semi-truck when loaded lightly provides far less traction than a SRW becuase on the PSI on the contact area.

Case in point take a bobtail tractor and hit the brakes hard the tires lockup and skid. Add some weight, an empty trailer and they will still skid somewhat (the tractor rear wheels). Load that trailer heavy and you'll smoke the brakes before the tires.

It's all about ground pressure because the tire compounds are very hard, it's not like a race car with hot sticky tires, road tires are hard and designed to last a very long time.

Until the myth busters do an episode on this, I will stick with the dualley.

I have towed with both, and with 50 plus feet of boat and trailer behind me ( 350 SRW & DRW ), the dualley definately fells like it has a better bite, not to mention cuts out any swaying, and lastly stops much better than a SRW ( bigger brakes on a Dualley over a SRW ). Its alot different towing with rigs 35 foot and under due to weight and length.

The larger trucks I mentioned previously, no comparison to the 350 series.

Trailer on guys......

Now that is one I would like to see!

If you buy this book http://www.amazon.com/Physics-Tire-T.../dp/0306308061 it will explain everything you need to know. It will take me 3 hours to copy all the math to prove my point but my point was about traction or grip and not feel.

45tripps - the wider track is always better as with a dually when compared to the trailer width. When it comes to load (weight) or length the only factor is how much weigth is on the tow vehicle. A SRW F-250 can pull a 65,000lbs trailer with no problem at all and with proper braking on the trailer for the trailer's weight it can stop perfectly fine.

You might ask, how can I make a statement which seems so crazy? If I were to use a converter dolley and set my trailer tandems at the right distance so I can maintain say 2,000 lbs on the tongue of the F-250 and my braking on both dolley and trailer exceed my truck I will stop fine.

I know that is not practical or legal but the point is it's the weight carried by the tow vehicle that makes a dually better or worse than a SRW not what is pulled behind it. If your load on the truck itself (not trailer) is high a dually would be better but a light load on a dually is more apt to skid and/or jacknife than the same load on a SRW.

The math is in the book, personally I've had both and think with the right loading both are equally as good.

ps I'm going to write to Myth Busters and ask them to show it, I would love to see it done:drink:

All I know is I have towed with SRW and DRW and I will never tow with SRW again.

Semis are migrating to Super Singles. Better fuel economy. What's really important here is tire design and technology, it has closed the gap single vs. dual, both in light duty and heavy duty trucks. Is there still a gap, maybe/sure/yes, but there is some truth here that when dually trucks first came out, tire technology and construction required it, more so than today.

Please post pics of your medium duty and dually boat trailer since dually's are so much safer.

BTW I tow a 50' car hauler behind a SRW Dodge for a living. (over a million miles logged 100% DOT record and accident free).....and my girlfriend drives too!!!! :)

Curious why so much hatred towards DRW? Your entitled to your opinion as are we all but if there was no place in the heavy duty pickup market for DRW then they would have gone out of production a long time ago. I have towed my 30' scarab with both a SRW and now a DRW and I love the DRW, it definitely feels more stable and twice the amount of traction on a wet ramp(considering it is only 2wd)

No disrespect intented but if you say that with 100% conviction, unless you had a truck failure i would say you had a bad feelings while towing it is most likely the trailer not the DRW vs SRW that made your problem.

I only comment here on things I know about, if you look at my photos on here there is one when I was 21 years old and had 350 trucks and trailer by then and they were not my father's or father-in-laws. I know this argument well and trailer weight distribution and axle position is more likely why people feel how they do then SRW vs DRW, the DRW compenstates or masks the underlying problem.

quick story - 1984 just when the laws were changing so we could run double 28's anywhere, I ordered 40 sets from Monon. Our company the day the law went into effect was the first comapny ever to run doubles coast to coast non-stop 60hrs NYC to LAX. We hauled clothing 100% so the loads were very light and we had problems week 1 with the trailers - they swayed alot. Monon came out to NJ and they followed me on the NJ Turnpike and at about 80mph the sway started. We went back to yard, cut off the 5th wheel off the converter dolley and moved it 4" and went righ back out. I was in the left hand lane running high 90's MPH and no sway at all. That little adjustment mad e the trailers track better because we always had very light loads, we move all 40 dolloey and rest is history.

I just trying to say, I believe of the problems people think they have with the truck is the trailer set-up and most people again not to insult anyone at all don't realize what they need to do to correct it.