- Location
- Pittsburgh PA
Any thoughts on the Manitex 22101s. Crane Mounted on the single 33,000gvw cab over
AKA Tree monster??
AKA Tree monster??
Tree monster
- Thread starter TTTE
- Start date
RBJtree
Branched out member
- Location
- Pittsburgh
The truck sounds a little light on gvw. If it works then it works. I would think if there is anything left with the crane on it, it would be very little, so no room for cargo.
What's up fellow Pittsburgh guy? What part of town are you in?
What's up fellow Pittsburgh guy? What part of town are you in?
- Location
- Pittsburgh PA
Yeah. Not concerned about cargo maybe just Matt’s and cribbing. North of Pittsburgh. Gibsonia. You?
RBJtree
Branched out member
- Location
- Pittsburgh
South hills. My shop is in Clairton.
I've been curious myself...but probably no jib available on such a light truck...federal bridge law compliant? Probably not. 86ing it for most states...Truck while operating is gonna feel light on it's feet. Still an interesting concept. Let us know what you find out.
- Location
- Pittsburgh PA
That’s what I thought very light for that stick. Supposedly wheighs 32,000. Jib is totally out. Probably not enough power either. But I like the concept and I’m trying to find someone who has one or has worked with one. I know boom is solid just on that rig???
CanaryBoss
Branched out member
- Location
- Jacksonville
Anyone got a link to this thing?
Bucknut
Carpal tunnel level member
southsoundtree
Been here much more than a while
- Location
- Olympia, WA
My regular crane op has 2 22101's. One with a cable, one with a bucket.
Mike's Welding and Crane in Tumwater, WA. He might give you some details.
He has two rear dually axles, and an enclosed crane cab, and a full size cab, not cab-over, fwiw.
Mike's Welding and Crane in Tumwater, WA. He might give you some details.
He has two rear dually axles, and an enclosed crane cab, and a full size cab, not cab-over, fwiw.
- Location
- Pittsburgh PA
Took a ride today and got in the seat. Setting up was tough cause controls were in the back and was tough to see the outriggers touching. Was definitely sketchy. Had 80’ of stick out and boomed down to about 55% and started to raise up and could feel and watch the outrigger move! Truck drove and road very good. Sufficient power. I think would take sometime getting used to being that light on your feet and something I’m not willing to do. Just my thoughts but squeezing to much into that set up is bound to cause trouble.
Defiantly no pay load left on the chassis, just your typical matts, cribbing, etc. Manitex usually puts out a pretty good product. Looking at the website, Manitex does offer a jib but I don't think you can do it with that chassis. Looks like fully extended 101.4', 50 degrees boom angle, your working radius is 70' and capacity is 1,520 lbs. If your looking towards the route of a stick boom it looks like it isn't bad. From what I saw they don't show a loadchart for the outriggers being short jacked (not saying there isn't one) but if it is a setup that has to have the outriggers 100% out and down on both side to operate that is another thing to consider. I attached the load chart for this crane from Manitex's website.
Sfoppema
Branched out member
- Location
- Central MA
Did anyone get a number on a new one? How much are we talking here?
dbl612
Participating member
- Location
- torrington, ct.
the 22101on a tandem chaissis was a fly rod, cant imagine this being any better. dont think this model is free swing either.
Fivepoints
Carpal tunnel level member
- Location
- East of Huntsville, AL
No way I would want to use a crane that light for tree work. My crane weighs 72,000 lbs and sometimes it feels a little light. I've taken up to 14,000 lb picks with it taking trees apart. You really don't want to use a crane near its capacity. We try to not work beyond 60% of the chart. You need some reserve because sometimes that piece is heavier than you thought. What happens when someone has filled a cavity with concrete and you couldn't see it?
This is a nice little package with a fairly large crane for such a light truck.
The only thing I would suggest is not using a cabover chassis for this configuration.
One day the truck will not start and with the crane parked directly over the cab how will you access the engine? I know it seems obvious but if the truck doesn't run how will you lift the crane to tilt the cab forward without a backup power pack? Also alot of truck shops don't have the ceiling clearance to lift the crane for general service. Been there done that and learned the hard way.
The only thing I would suggest is not using a cabover chassis for this configuration.
One day the truck will not start and with the crane parked directly over the cab how will you access the engine? I know it seems obvious but if the truck doesn't run how will you lift the crane to tilt the cab forward without a backup power pack? Also alot of truck shops don't have the ceiling clearance to lift the crane for general service. Been there done that and learned the hard way.
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From what I've heard about the Tree Monster, it has an available folding forty foot jib, which is ideal for my purposes, a glorified manlift, that'll never be subjected to more than 500 lbs.
patft.uspto.gov
I too feel a cab over's too limited in terms of load capacity.
Which engine n chassis'd be best suited for mounting the crane behind the cab, and having a decent dump box n chipper towing capacity?
Jemco
Patent Public Search | USPTO
patft.uspto.gov
I too feel a cab over's too limited in terms of load capacity.
Which engine n chassis'd be best suited for mounting the crane behind the cab, and having a decent dump box n chipper towing capacity?
Jemco
Which engine n chassis'd be best suited for mounting the crane behind the cab, and having a decent dump box n chipper towing capacity?
Jemco
[/QUOTE]
Chassis model aside my advise is don't get locked into a specific engine that is only serviceable from the manufacturer so you are forced to go to that specific dealership/manufacturer.
For example Mack, builds their own engines and their own automatic transmission.
Both Peterbilt and Kenworth offer the MX engine which is exclusive to them.
International offers their own exclusive engine called the A26.
All these manufacturers use the same axles, most the same suspensions and drive-trains.
What is interesting and all these manufacturers offer as a substitute to their own engine which is Cummins. Cummins engines are a much more expensive option compared to what any of the above manufacturers mentioned offer compared to their own engine. Freightliner and Western Star also offer Detroit Diesel which is also a very good engine and not exclusive to truck make.
Why?......because even after the warranty period on their own engines expires you have no choice but to bring it back to their manufacturer dealership to get service due to proprietorial software that each manufacturer has for their own engine brand. Cummins/Detroit are the only engines manufactured that during, and once the warranty period is expired, any certified mechanic shop can work on without the exclusive manufacturers software. In the past we had CAT engines but unfortunately CAT no longer currently makes diesel engines for commercial trucks so all that remains is Cummins and Detroit that are non-exclusive.
If you don't want to be held hostage from any truck manufacturer once the warranty expires buy Cummins or Detroit. The same applies for the transmission. If you want a manual transmission everybody uses Eaton Fuller (please do yourself a favour and don't buy Fuller automated if you want automatic). If you want an automatic transmission which for the record is the way to go please purchase Allison. Between the Cummins/Deroit engine and the Allison automatic expect to pay a roughly $20,000 premium. I would spend that in a second if I was planning on keeping the truck for 10+ years.
My 2 cents may not be worth a penny but I'm throwing it out there as to what I would do personally. Cummins Engine + Allison auto transmission is the way I would go regardless of the extra cost or logo on the truck hood in my personal experience. Detroit Diesel engines are a very close second with the same Allison auto transmission if you are considering a Freightliner or Western Star chassis.
Jemco
[/QUOTE]
Chassis model aside my advise is don't get locked into a specific engine that is only serviceable from the manufacturer so you are forced to go to that specific dealership/manufacturer.
For example Mack, builds their own engines and their own automatic transmission.
Both Peterbilt and Kenworth offer the MX engine which is exclusive to them.
International offers their own exclusive engine called the A26.
All these manufacturers use the same axles, most the same suspensions and drive-trains.
What is interesting and all these manufacturers offer as a substitute to their own engine which is Cummins. Cummins engines are a much more expensive option compared to what any of the above manufacturers mentioned offer compared to their own engine. Freightliner and Western Star also offer Detroit Diesel which is also a very good engine and not exclusive to truck make.
Why?......because even after the warranty period on their own engines expires you have no choice but to bring it back to their manufacturer dealership to get service due to proprietorial software that each manufacturer has for their own engine brand. Cummins/Detroit are the only engines manufactured that during, and once the warranty period is expired, any certified mechanic shop can work on without the exclusive manufacturers software. In the past we had CAT engines but unfortunately CAT no longer currently makes diesel engines for commercial trucks so all that remains is Cummins and Detroit that are non-exclusive.
If you don't want to be held hostage from any truck manufacturer once the warranty expires buy Cummins or Detroit. The same applies for the transmission. If you want a manual transmission everybody uses Eaton Fuller (please do yourself a favour and don't buy Fuller automated if you want automatic). If you want an automatic transmission which for the record is the way to go please purchase Allison. Between the Cummins/Deroit engine and the Allison automatic expect to pay a roughly $20,000 premium. I would spend that in a second if I was planning on keeping the truck for 10+ years.
My 2 cents may not be worth a penny but I'm throwing it out there as to what I would do personally. Cummins Engine + Allison auto transmission is the way I would go regardless of the extra cost or logo on the truck hood in my personal experience. Detroit Diesel engines are a very close second with the same Allison auto transmission if you are considering a Freightliner or Western Star chassis.
