Wheel fit checks

[tmeyer3]

I'm wanting to buy one of these wheels:

https://www.methodracewheels.com/products/701-matte-black?variant=30279250837565

https://www.kmcwheels.com/kmc-grenade-off-road
18" 6x5.5 0mm offset variant.

Any way to check fitment, especially with calipers, before purchase? Or do I just wait for some sap that tries it? I feel like there isn't enough fitment info on CT and many vendors like to make it sound like standard wheels might not fit the CT.

Thanks all!

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[jditom]

I'm wanting to buy one of these wheels:

https://www.methodracewheels.com/products/701-matte-black?variant=30279250837565

https://www.kmcwheels.com/kmc-grenade-off-road
18" 6x5.5 0mm offset variant.

Any way to check fitment, especially with calipers, before purchase? Or do I just wait for some sap that tries it? I feel like there isn't enough fitment info on CT and many vendors like to make it sound like standard wheels might not fit the CT.

Thanks all!

Tsportline put some 18" on there CT. There is a small piece they took off the front wheel to make them fit. I would look at there 18" wheel videos.

 

[HaulingAss]

I'm wanting to buy one of these wheels:

https://www.methodracewheels.com/products/701-matte-black?variant=30279250837565

https://www.kmcwheels.com/kmc-grenade-off-road
18" 6x5.5 0mm offset variant.

Any way to check fitment, especially with calipers, before purchase? Or do I just wait for some sap that tries it? I feel like there isn't enough fitment info on CT and many vendors like to make it sound like standard wheels might not fit the CT.

Thanks all!

I wonder if the non-standard bead seating area is compatible with all tires and whether tire shops hate mounting/dismounting them.

 

[tmeyer3]

I wonder if the non-standard bead seating area is compatible with all tires and whether tire shops hate mounting/dismounting them.

I've never had that come up before at a shop with my wrangler. The bead lip is just shaped a little different with a series of ridges. But I never mount my own tires, so who knows! I'll have to ask next time

 

[Cam Salazar]

I'm wanting to buy one of these wheels:

https://www.methodracewheels.com/products/701-matte-black?variant=30279250837565

https://www.kmcwheels.com/kmc-grenade-off-road
18" 6x5.5 0mm offset variant.

Any way to check fitment, especially with calipers, before purchase? Or do I just wait for some sap that tries it? I feel like there isn't enough fitment info on CT and many vendors like to make it sound like standard wheels might not fit the CT.

Thanks all!

Sappy wheel choices. CT Is as much of an offroad vehicle as it is a towing rig...its neither. It can go offroad, sure, but if you want a rig to offroad in often, get a jeep and fix it up. Even when I hit shallow speed humps going 30mph with my CT, in medium and high suspension, the suspension can't handle it, it just doesn't soak the hump the way my raptor or even a luxury sedan soaks it up...its a rough ride in rough terrain. The long wheel base was to fit the bateries and motors, and so it has misleading "good" approach and departure angles, it was a result of the long wheel base to fit batteries, and because of that long wheelbase, the 4 wheel steering was necessary or this thing would be a boat to maneuver.
This truck is more of the ultimate road warrior. Get some 24"wheels to reduce tire wall flex and take turns like on rails to match the acceleration performance.

 

[Speedr]

Sappy wheel choices. CT Is as much of an offroad vehicle as it is a towing rig...its neither. It can go offroad, sure, but if you want a rig to offroad in often, get a jeep and fix it up. Even when I hit shallow speed humps going 30mph with my CT, in medium and high suspension, the suspension can't handle it, it just doesn't soak the hump the way my raptor or even a luxury sedan soaks it up...its a rough ride in rough terrain. The long wheel base was to fit the bateries and motors, and so it has misleading "good" approach and departure angles, it was a result of the long wheel base to fit batteries, and because of that long wheelbase, the 4 wheel steering was necessary or this thing would be a boat to maneuver.
This truck is more of the ultimate road warrior. Get some 24"wheels to reduce tire wall flex and take turns like on rails to match the acceleration performance.

That's interesting...all the videos I've seen people rave about the ride vs. other off road vehicles. Also, I don't think we've seen a good off-road video that used anything but the OEM tires, which the OP is planning on replacing.

I say go for it!

 

[tmeyer3]

Sappy wheel choices.

Thx, super helpful. I just sold my Rubicon. CT wheelbase is 143.1". 2024 supercrew raptor is 145". Raptor departure angles is 25° on 37s while CT is 28° on 35s. Wheelbase also has very little to do with approach and departure angles, I'm sure you meant break over angle. That's just the numbers, and they disagree with you.

Anyway! Going for the 18" beadgrips once these tires are worn out I think. Hopefully by then we'll get some more wheel reviews! Thx owners club!

 

[Cam Salazar]

That's interesting...all the videos I've seen people rave about the ride vs. other off road vehicles. Also, I don't think we've seen a good off-road video that used anything but the OEM tires, which the OP is planning on replacing.

I say go for it!

You'll see for yourself

 

[Cam Salazar]

Thx, super helpful. I just sold my Rubicon. CT wheelbase is 143.1". 2024 supercrew raptor is 145". Raptor departure angles is 25° on 37s while CT is 28° on 35s. Wheelbase also has very little to do with approach and departure angles, I'm sure you meant break over angle. That's just the numbers, and they disagree with you.

Anyway! Going for the 18" beadgrips once these tires are worn out I think. Hopefully by then we'll get some more wheel reviews! Thx owners club!

Distance from bumpers to "axles" has EVERYTHING to do with approach and departure angles, and nothing to do with break over angles. It's basic geometry and common sense. You completely misunderstood my comment. The CT is not an ideal offroading vehicle...is what my point was.

 

[tmeyer3]

Distance from bumpers to "axles" has EVERYTHING to do with approach and departure angles, and nothing to do with break over angles. It's basic geometry and common sense. You completely misunderstood my comment. The CT is not an ideal offroading vehicle...is what my point was.

Whatever you say ?

 

[Earthxploration]

Wes installed methods in his truck. The biggest thing to consider if whether or not the face of the wheels will clear the break calipers.

 

[HaulingAss]

That's interesting...all the videos I've seen people rave about the ride vs. other off road vehicles.

Yeah, it's a BS narrative. The Cybertruck has a really nice ride on rugged terrain. Go get in a Toyota Landcruiser or Jeep Wrangler and compare. The Cybertruck will win every time.
And with over 16" of ground clearance in extract mode, the approach angle, departure angle and breakover angles are simply not a problem in any reasonable terrain.

The Cybertruck works fantastic on rugged terrain. Just because it's not a dedicated, custom built rock-crawler doesn't mean it's not a fantastic off-road vehicle. It makes my 4x4 F-150 look like a city-slicker.

 

[HaulingAss]

As just one example, going for a hike in the alpine yesterday, hoping I could drive to the trailhead. But about 3 miles from the trailhead, we encountered this huge tree blocking the road. No vehicles had been past this point since the snows fell last fall.

I had my chainsaw with me, but it only has a 20" bar, so I strapped the tree, engaged the front and rear lockers, and backed it out of the way. I could hear a loud cracking sound as the rest of the tree gave up it's hold on the log. The weight and superior torque of the Cybertruck are real advantages here, they made it seem easy breaking the tree free of it's upper section and towing it to the side of the road without even spinning the tires.

Unfortunately, after the tree was dragged out of the way there was a 2 foot wall of ice and a bunch of broken branches.

This is the view from the other side after I cleared the branches and proceeded over the ice.

I used Extract Mode and the display said I had 16.8 inches of ground clearance! That's insane! With both lockers engaged, I crawled right over at 1 mph, if I bottomed-out, it was too light to feel it. The jagged end of the log visible on the left was the primary threat. Had the truck broken traction as it climbed the wall of ICE, the body would have slid into that sharp end of the log. Because I didn't want to spend the time and energy to clear a wider path, I was only 6"-9" from that sharp log but it crawled right over the block of ice like it was a normal task in the life of Cybertruck.

My F-150 4x4 would have been high-centered and as helpless as a fish out of water (assuming it could have even crawled the front end up onto the ice wall, which it couldn't have). The Cybertruck's capabilities for getting where you are trying to go are not a small or even a moderate improvement over your ICE pickup truck. It's a huge step-change, enabled by the extreme ground clearance, and the rear wheel steering, which I'm finding useful in multiple varied situations.

As for ride over rugged ground, it's like a magic carpet ride compared to any ICE pickup I've driven. Part of it is the air suspension, and part of it is the nimbleness of the steer-by-wire coupled with the rear wheel steering that minimizes the track differences between the front and rear wheels when steering around hazards. Not only does it maneuver like a truck 6 feet shorter, it navigates around hazards like a much narrower truck. This makes it easy to steer around the bone-jarring obstacles.

Before I took delivery, I thought the rear-steering would have a long learning curve. What I discovered is it was easier and better than any traditional truck right off. Then, as I learned it's nuances over a couple of weeks of off-road driving, it makes the truck even more capable and smooths the ride as it snakes through a road studded with rock out-crops and holes that inferior vehicles have dug out. Climbing up a rugged, loose grade well over 20%, one that would have my F-150 fighting for traction and jostling side-to side, the Cybertruck climbs smoothly, with the trail assist set to walking speed and the steer-by-wire making it a pleasure to guide the wheels over the less rugged portions of the trail.

On a steep, rugged trail in my F-150, one that would have both my arms actively flailing trying to hold a favorable line, and avoid losing traction, the Cybertruck would allow me to eat a sandwich with one hand, while I steered with the other, if I were so inclined. Obviously, you still need to know what you are doing, but the Cybertrucks superior capabilities just makes it so effortless. And that translates to a much smoother ride, without the extreme side-to side slams that are impossible to avoid in a traditional 4WD pickup. I suspect the active dampers are playing an important role in this too.

The problem in this kind of driving, without rear-wheel steering, is that the front and rear wheels take such different lines that you are probably going to be hitting obstacles with either the front or the back wheels as you snake up a rugged grade. Sometimes you can put the front wheels on one side of an obstacle and the rear wheels on the other, but only if the obstacles happen to placed serendipitously, which of course they often are not.

I don't encounter too many other adventurers out on these steep trails but, when I do, I'm grateful for the generous ground clearance and unpainted, hardened body panels that allow me to drive off the trail and into the brush, so we can pass, without cringing and feeling like I'm thrashing my truck. Most people I encounter take a real interest in the Cybertruck as we pass, driver's side to driver's side. I can tell some of them are suprised to see a Cybertruck on such rugged trails, probably because legacy auto and oil and gas interests have an army of minions out there trying to convince people the Cybertruck is only fit for city duty. I can tell you that was not the design intent of the Cybertruck, and it is not the result either. When the going gets rugged, it's the best truck I've ever driven. I can only imagine what it's capable of with real off-road tires!

I will say, so far I like the OEM All-Terrain tires, they carry out their design intent admirably, going between sporty driving on the pavement to rugged trails without much issue.

 

[Speedr]

As just one example, going for a hike in the alpine yesterday, hoping I could drive to the trailhead. But about 3 miles from the trailhead, we encountered this huge tree blocking the road. No vehicles had been past this point since the snows fell last fall.

I had my chainsaw with me, but it only has a 20" bar, so I strapped the tree, engaged the front and rear lockers, and backed it out of the way. I could hear a loud cracking sound as the rest of the tree gave up it's hold on the log. The weight and superior torque of the Cybertruck are real advantages here, they made it seem easy breaking the tree free of it's upper section and towing it to the side of the road without even spinning the tires.

Unfortunately, after the tree was dragged out of the way there was a 2 foot wall of ice and a bunch of broken branches.

This is the view from the other side after I cleared the branches and proceeded over the ice.

I used Extract Mode and the display said I had 16.8 inches of ground clearance! That's insane! With both lockers engaged, I crawled right over at 1 mph, if I bottomed-out, it was too light to feel it. The jagged end of the log visible on the left was the primary threat. Had the truck broken traction as it climbed the wall of ICE, the body would have slid into that sharp end of the log. Because I didn't want to spend the time and energy to clear a wider path, I was only 6"-9" from that sharp log but it crawled right over the block of ice like it was a normal task in the life of Cybertruck.

My F-150 4x4 would have been high-centered and as helpless as a fish out of water (assuming it could have even crawled the front end up onto the ice wall, which it couldn't have). The Cybertruck's capabilities for getting where you are trying to go are not a small or even a moderate improvement over your ICE pickup truck. It's a huge step-change, enabled by the extreme ground clearance, and the rear wheel steering, which I'm finding useful in multiple varied situations.

As for ride over rugged ground, it's like a magic carpet ride compared to any ICE pickup I've driven. Part of it is the air suspension, and part of it is the nimbleness of the steer-by-wire coupled with the rear wheel steering that minimizes the track differences between the front and rear wheels when steering around hazards. Not only does it maneuver like a truck 6 feet shorter, it navigates around hazards like a much narrower truck. This makes it easy to steer around the bone-jarring obstacles.

Before I took delivery, I thought the rear-steering would have a long learning curve. What I discovered is it was easier and better than any traditional truck right off. Then, as I learned it's nuances over a couple of weeks of off-road driving, it makes the truck even more capable and smooths the ride as it snakes through a road studded with rock out-crops and holes that inferior vehicles have dug out. Climbing up a rugged, loose grade well over 20%, one that would have my F-150 fighting for traction and jostling side-to side, the Cybertruck climbs smoothly, with the trail assist set to walking speed and the steer-by-wire making it a pleasure to guide the wheels over the less rugged portions of the trail.

On a steep, rugged trail in my F-150, one that would have both my arms actively flailing trying to hold a favorable line, and avoid losing traction, the Cybertruck would allow me to eat a sandwich with one hand, while I steered with the other, if I were so inclined. Obviously, you still need to know what you are doing, but the Cybertrucks superior capabilities just makes it so effortless. And that translates to a much smoother ride, without the extreme side-to side slams that are impossible to avoid in a traditional 4WD pickup. I suspect the active dampers are playing an important role in this too.

The problem in this kind of driving, without rear-wheel steering, is that the front and rear wheels take such different lines that you are probably going to be hitting obstacles with either the front or the back wheels as you snake up a rugged grade. Sometimes you can put the front wheels on one side of an obstacle and the rear wheels on the other, but only if the obstacles happen to placed serendipitously, which of course they often are not.

I don't encounter too many other adventurers out on these steep trails but, when I do, I'm grateful for the generous ground clearance and unpainted, hardened body panels that allow me to drive off the trail and into the brush, so we can pass, without cringing and feeling like I'm thrashing my truck. Most people I encounter take a real interest in the Cybertruck as we pass, driver's side to driver's side. I can tell some of them are suprised to see a Cybertruck on such rugged trails, probably because legacy auto and oil and gas interests have an army of minions out there trying to convince people the Cybertruck is only fit for city duty. I can tell you that was not the design intent of the Cybertruck, and it is not the result either. When the going gets rugged, it's the best truck I've ever driven. I can only imagine what it's capable of with real off-road tires!

I will say, so far I like the OEM All-Terrain tires, they carry out their design intent admirably, going between sporty driving on the pavement to rugged trails without much issue.

Wow!

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