I will chirp in again....you seem to be trying make all this work, good. But you need to load it up to max and do SAFE field trials on various tracks and at varying speeds to get you answer...and even then, during an emergency turn, recovery from understeering or oversteering or stopping can your rig safely handle it...
Consider this: "What I would like to know is the weight distribution on those class-As and class-Cs with the loooong chassis with at least 25+% of it's entire chassis length BEHIND the rear axle, and I'm talking about single rear axle RVs.
IMHO; I'm no worse than those RVs."
But your wheel base is 92" and my '05 Tundra for example is 128"....most RVs exceed that...so comparing % of weight behind rear axle while indicative of what might happen...you need to factor in the wheel base since the concept of a lever arm works in both directions...
Anyway, these are just my WAGs and when driving in BFE under rough conditions and far from help, I would work from the premise: "If there is any doubt. there is no doubt". Think dynamic and not just static.
Good luck with your project and trying to think outside the box...literally in this case...
Phil
Consider this: "What I would like to know is the weight distribution on those class-As and class-Cs with the loooong chassis with at least 25+% of it's entire chassis length BEHIND the rear axle, and I'm talking about single rear axle RVs.
IMHO; I'm no worse than those RVs."
But your wheel base is 92" and my '05 Tundra for example is 128"....most RVs exceed that...so comparing % of weight behind rear axle while indicative of what might happen...you need to factor in the wheel base since the concept of a lever arm works in both directions...
Anyway, these are just my WAGs and when driving in BFE under rough conditions and far from help, I would work from the premise: "If there is any doubt. there is no doubt". Think dynamic and not just static.
Good luck with your project and trying to think outside the box...literally in this case...
Phil