• Content Count

  • Joined

  • Last visited

Community Reputation

10 Good

About JSmitty

  • Rank
    Junior Member
  • Birthday 11/03/1972

Contact Methods

  • Website URL


  • Biography
    If it's got wheels, I probably like it!
  1. No, I'm sorry, but we will miss the 75th with the Mac's Van. I'm glad you checked - and that you have a good alternative!
  2. You are absolutely correct that the system is going to fail at the weakest point. If your D-Rings are secured in 3/4" plywood instead of the steel of the chassis, then the plywood would fail first. Rusty or sub-standard bolts could fail. If your straps far outstrip the D-rings, the rings will fail first. In the case of the stacker that went over on it's side, four wheel nets were used, with each connecting immediately in front and behind the wheel - that's a total of eight 5,000# fittings. I suspect that having double the number of connectors played a significant role in preventing further damage.
  3. Both types of track are very strong, and will exceed the 5,000lb rating of a standard flip-up D-ring found in most trailers. I prefer the VersaTrack because it is easier to use and clean, and if you use an idler fitting to pull a strap below a fender, the fittings are more than an inch lower. There is a Heavy Duty ring for E-Track rated at 6,000lb, and VersaTie fittings are rated at 5,000lb - but test well north of that number at most angles. I have the test data if you are interested.
  4. Personally I like a four wheel net situation into a track system, with the track running right under the wheels. Several months ago a client was towing a '32 roadster this way on the second deck of his stacker trailer, and when things went wrong (the trailer ended up on it's side) he opened the door to find the car hanging safely from it's nets. Now for the sad part; the CHP threw a strap over the trailer in their hurry to right it, and compressed the trailer over the very valuable car. All in all, redundancy is a good thing, but there is a higher initial cost, and more time involved with the tie-down procedure. For me, peace-of-mind during the trip lets me enjoy being out on the road a bit more, and the extra effort is worth it. I can see it being a pain if you were in a hurry, though...
  5. I was browsing topics, and this one is a bit interesting to me. As the systems designer for Mac's Custom Tie Downs, the question of whether to cross straps or not comes up almost daily here in the office. While no tie-down method is perfect in all situations, I see images of damage on a pretty regular basis from one strap failing, and the crossed strap pulling the vehicle to the other side of the trailer. The other point that we've found is that while crossing straps often does reduce a little of the side-to-side creep that can happen on the road, in doing so they are at a severe angle to the direction of travel - forward. Straps are strong in a straight line - and you will achieve the full 10,000# static breaking strength in that line. The more severe the angle, the weaker the straps are. This is a big problem in a collision. So, we would say that IF everything goes as planned, either method is equally valid. I personally don't cross my straps, because if a Moose jumps in front of me, I don't want to be rear-ended by the car in the trailer when the straps fail at being pulled sideways. That 4000# Buick triples it's weight pretty easily in a collision. But don't take my word for it - our video page has some industry leaders weighing in on what they think: www.macscustomtiedowns.com/tricks