From Prineville, Oregon comes Buckstop Truckware, manufacturer of heavy-duty bumpers, suspension systems, and fully integrated super single conversions for Class 5 trucks. With a focus on durability, and off-road performance, Buckstop redefines what a heavy-duty truck is capable of.
Buckstop Truckware has been designing and building some of the most rugged truck components in North America for over two decades. Their work shows up in serious places—fire trucks pushing into remote terrain, expedition builds carrying substantial weight, and truck campers venturing far beyond the pavement. When a name continues to appear on some of the most capable builds out there, it’s about time to take a closer look.
Buckstop’s origin story starts the way many of the best ones do—with a garage project. Two brothers set out to build a stronger bumper than what was available. That mindset, paired with a background in engineering for extreme environments, set the tone for what would become Buckstop Truckware. Every product Buckstop produces is designed to perform under load, in harsh conditions where failure simply isn’t an option.
That same philosophy eventually led Buckstop to take on one of the more complex challenges in the heavy-duty truck space—super single conversions. In 2015, they developed the first-ever fully integrated super single conversion kit. The result improves off-road performance and opens the door to places stock dual rear wheel trucks simply can’t reach.
Of course, making the leap to super singles raises some immediate flags. Payload. Stability. Fitment. Real-world applications. And yes, cost. Those aren’t small considerations, and that’s exactly why we’re not the ones in the hot seat today.
Dorian (left) and Tristan (right) Hartfield, Founders of Buckstop Truckware
To learn more about Buckstop and get our questions answered, we talked to Dorian Hartfield, Co-Founder and President of Buckstop Truckware.
Ford F-450 with Super Single Conversion
Click here for a Buckstop Truckware brochure
What was your professional background before starting Buckstop Truckware?
My brother and I both graduated college with degrees in engineering. Before Buckstop, we were working at a company that manufactured earth-moving equipment for underground mining operations. These were massive, heavy-duty machines built to operate in extreme conditions, so everything had to be exceptionally tough and reliable. Mining environments are about as tough as they come.
That experience translates directly into what we do today: building ultra-functional bumpers and kits that convert Class 5 dually trucks to super single configurations for hauling heavy payloads farther off-road. We work primarily with Ford F-450, F-550, and F-600 platforms, along with Ram 4500 and 5500 trucks.
How did Buckstop get started?
We didn’t exactly set out to start a business. Years earlier, we had built a few bumpers for our personal rigs. Then, in 2001, Tristan bought a new Dodge 2500 and, of course, it needed a new bumper. After we built the one, word got out and people started asking if we could build bumpers for them. It grew organically from there. After about a year, we had enough demand that Tristan left his job, and we were both full-time at Buckstop. This year marks our 25th anniversary.
Over time, we built a full manufacturing operation in Oregon, acquired Trail Ready Bumpers, Reunel Bumpers, and TR Beadlock Wheels, and recently opened a second operation in Texas. We’re proud that everything we make is built in-house.
Congratulations on twenty-five years. How did super single conversions come into the picture?
It was a convergence of a few things. We were building bumpers for wildland fire brush trucks and for EarthRoamer expedition trucks. Both were using medium-duty trucks to haul heavy loads in remote areas. EarthRoamer had been working on different concepts for single wheel conversions and the firefighters were becoming interested in increasing off-road capabilities. There wasn’t a clear solution at the time. Some people were piecing together conversions of their own, but nobody offered a complete kit.
We already had the engineering, manufacturing, and customer base. With our facilities and relationship with Trail Ready Wheels, we also had access to custom wheel manufacturing. Our goal was to create a turnkey system where customers could order a complete conversion package with one phone call—no searching for hours all over the internet searching for things that didn’t exist. That’s exactly what we did. When we brought our first super single conversion to Overland Expo in 2015, it was clear that we had created a solution that truck camper owners were looking for.
What do you see as the biggest real-world limitations of dual rear wheels for truck campers?
Dual rear wheel trucks are excellent on pavement, but they start to show their limitations as soon as you leave it. The three big weaknesses are traction, harsh ride, and limited ground clearance. With six narrower tires—often running at higher pressures—dually trucks tend to ride stiffer off-road and offer less grip, particularly on uneven or soft terrain.
Dual rear wheels also present practical challenges off-road. With the tires positioned close together, rocks and debris can get lodged between them and cause damage. There’s also very little capability to air down, which limits traction and ride comfort.
With super singles, you’re running four larger 41-inch, 335/80R20 military-grade tires with more aggressive tread patterns and the ability to run lower air pressures. The difference between hitting bumps with four tires at 120 PSI and four larger tires at 60 PSI is very significant, improving ride quality, traction, and overall off-road performance.
The larger footprint also provides better flotation in sand, snow, and mud, along with improved ground clearance for more demanding terrain. It can be the difference between stopping 100 yards short of the beach or parking with the waves right outside your camper door.
Just keep an eye on the tides. For readers new to this, what is a super single conversion?
At its core, you’re replacing the dual rear wheels with a single, larger tire on each side. But it’s not just wheels and tires—it’s a complete package designed to work together and maintain proper handling while preserving payload capacity.
Walk us through a full super single conversion.
It all starts with the tire. We use 41-inch 335/80R20 tires because they’re the smallest option that still supports the full weight rating of these trucks. Everything else is built around that.
We design custom forged wheels to handle the load and to correct for the difference in axle width. On dually trucks, the front axle is around eight inches wider than the rear axle—unlike standard single rear wheel trucks where the front and rear axles are the same width. To make the front and rear tires track, we created a wheel designed with a unique offset and the ability to be mounted dished in or dished out. This allows the same wheel to mount inward in the front and outward in the rear for perfect tracking front to rear.
From there, the truck gets a new 3-1/2” suspension lift to allow room for the tires. All of our suspension kits are very comprehensive replacing many of the front-end components necessary to maintain proper operational and steering geometry. This includes replacement radius arms, coil springs, a heavy-duty track bar mount, and an adjustable track bar.
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We also trim the front wheel arches to make room for the larger tires. Our fender flares cover the trimming and add protection, since the front wheels now extend about eight inches on each side. To top it off, we build a wider front bumper to match the new stance.
That’s definitely more than a wheel and tire swap. Why is it important that this is a fully integrated system?
Everything has to work together. Tire clearance at full turn, suspension travel, alignment, axle positioning—it all matters.
If you try to piece it together yourself, you’re going to run into issues. We test everything at full weight and full articulation to make sure it performs properly before it leaves the shop.
Are the super single tires and components rated for the full GVWR, payload, and towing capacities of the Class 5 truck they’re installed on?
Yes. Properly specified super single tires and suspension components support the GVWR of the chassis.
Is the payload affected by the super single conversion?
The majority of weight change in the Buckstop kit comes from the 175 pound addition of the front bumper. Considering payload, the bumper takes away a couple hundred pounds available for the camper load.
The 41-inch tall super single tires obviously raise the center of gravity. How does that impact stability and handling?
On paper, you’d expect it to feel less stable. In reality, it doesn’t. The trucks drive extremely well.
What role does a front bumper play beyond appearance?
True overlanding is about preservation and self-reliance. Our bumpers offer serious front-end protection, helping keep both you and your truck intact after an unexpected encounter—whether that’s another vehicle or an animal. We’ve seen some pretty incredible real-world examples from customers over the years. The last thing you want is to be out in the boonies in the middle of the night with your headlights broken out or radiator antifreeze leaking all over. Your insurance person can’t help until you get home, but you’re not getting home any time soon.
Our bumpers are designed to support accessories like winches, recovery points, and auxiliary lighting. It’s an upfront investment that can save you thousands down the road. At the very least, a bumper provides some extra peace of mind, especially when driving at night.
Let’s talk about suspension options. What do you offer?
All of our suspension options are designed to maintain factory geometry while improving performance. We replace key front-end components like radius arms, coil springs, and add heavy-duty track bar mounts to improve ride quality.
From there, the differences come down to leaf spring and shock options. We offer four suspension systems: Buckstop Legacy Suspension with standard shocks, Buckstop Legacy Suspension with reservoir shocks, Buckstop Wildland Active Electronic Suspension, and LiquidSpring Suspension.
Our Wildland Active Electronic Suspension uses E-Clik electronically-valved shocks controlled by an onboard ECU, adjusting damping up to 250 times per second based on real-time data. We pair that with a custom progressive leaf spring pack tuned to the vehicle’s weight. The result is a smoother ride over small bumps and better handling on curves.
We also install LiquidSpring, which uses a proprietary fluid to provide the spring action and variable spring rates. It continuously reacts to road conditions, driving inputs, and load distribution.
What does a typical super single conversion cost?
A fully installed system starts at $25,000. That includes wheels, tires, standard front and rear suspension, fender flares, and a bumper.
From there, pricing typically increases in $10,000 increments depending on the suspension option you choose. So you’re generally looking at $25,000, $35,000, or $45,000. With LiquidSpring and added accessories like a winch and lighting, builds can reach $50,000 or more.
What is the typical timeline for a build?
We are usually booked out for about two to three months. Once the truck is here, the build itself takes about two weeks.
How does your experience building fire trucks translate to truck campers?
Wildland fire brush trucks need to haul as much water as possible into remote areas off the beaten path. Truck campers are going to the same places, in the same trucks, and need to safely carry about the same amount of payload. The overlap is huge. Both are ideal use cases for super singles.
That is an interesting parallel. How many truck camper trucks have you converted to super singles?
There must be hundreds of campers out there—several thousand trucks all in all. We’ve converted trucks for Kingstar customers like Reyes and Dee of Exploring Still Connected. Jesse Collinsworth of Rugged Mountain runs a Buckstop single wheel truck. Marcus Niemela of Kingstar has one, and Mark Storch, co-founder of Host RV, is also running a Buckstop super single build. When manufacturers and industry leaders are choosing these setups for their own trucks, it speaks to the capability and confidence they have in the platform.
What are some common concerns about super singles?
Super singles aren’t for everyone. If your use-case is primarily on highway and you don’t plan to go down on the sand or down extended miles on gravel and logging roads or travel in the snow, the deviation from stock may not be worth it.
Tire service is one thing to be aware of. Super singles are large tires, so you can’t go to any tire shop. You need to find a commercial tire center. That said, we use a one-piece wheel, unlike others who use a two or even three-piece wheel. It’s basically the same installation process as a tractor wheel and tire. Most commercial tire shops can handle them.
Another consideration is spare tire storage. There’s no one-size-fits-all solution. I’ve seen spares mounted behind the cab, off the rear of the camper, and underneath the camper overhang. It just depends on the setup.
That’s something to think through during the build process. How long do the tires typically last?
Most of these tires last between 35,000 and 40,000 miles, depending on the brand and usage.
What kind of fuel economy can people expect?
Most diesel truck camper builds fall in the 10 to 11 miles per gallon range. You might take a 1 to 2 mile per gallon hit after the conversion.
What differentiates Buckstop from others offering similar conversions?
Buckstop doesn’t sell full trucks. We manufacture, ship and/or install complete systems for new or used trucks. If you have an older model truck, chances are we have a kit for it.
We also offer a full range of suspension options, including our own, so we can match different ride quality goals and price points.
At the end of the day, our reputation and quality of service set us apart. We stand behind what we build, and we’ve been doing it for over twenty-five years.
Where do you see super single conversions going in the next five years?
They’re getting more popular across the board. Truck campers are growing, overland builds are evolving, and people want more off-road capability. This is also a way to build an extremely capable rig for much less than a traditional expedition vehicle, and people are starting to recognize that.
Super C Motorhomes are becoming very popular and Buckstop is working with most of the big builders providing single wheel conversion rigs straight from the factory.
A super single conversion is the basis of the same chassis found on $400,000 to $800,000 adventure trucks. A truck, camper, and Buckstop super single conversion is typically closer to $250,000, while still delivering serious off-road capability and long-range travel potential.
It’s a different approach, but for many customers, it delivers the capability they’re looking for at a much more attainable price point.
What’s next for Buckstop?
We are developing a flatbed solution so customers can come in with a truck and leave with a complete setup. Right now, the process can be complicated—you have to source a truck, complete the super single conversion, find a bed, install it, then add the camper. We are working to simplify that into a true start-to-finish solution.
If someone is interested in a super single conversion, what should they do?
Visit our website or give us a call. We walk people through this process every day. There are a lot of moving parts, and most people are new to it. We’ll help you figure out the right truck, the right setup, and how everything fits together.
For more information on Buckstop Truckware, visit their website at buckstopinc.com. Click here to request information about a Super Single Conversion for your truck camper rig.
