I’ve lived on the road since 2015 and spent the last five years in truck campers, rebuilding and refining every setup I’ve owned. My Four Wheel Campers Project M seemed like a dream rig, but over time, the numbers started telling a different story. From expensive suspension repairs to a shocking CAT scale ticket, I eventually realized the camper and interior build were hundreds of pounds heavier than I thought — and slowly damaging my truck. That discovery put me on the path to a safer and more practical setup with the Super Pacific X1, and I couldn’t be happier.
How It Started
My last rig looked badass, but the overweight camper and build created all kinds of costly and frustrating problems.
Maleficent was a 2020 Ford F-150 with a Four Wheel Campers (FWC) Project M. The truck’s 1,900-pound payload seemed adequate for a 420-pound Project M, plus a 450-pound build and 400 pounds of gear. I chose the Project M because I wanted to create a custom interior with some perks of a slide-in camper, but minus the weight. With the build, I estimated the camper would be 875 pounds. This was far less than a comparable slide-in with a dry weight of 1,300 pounds, which would exceed my payload.
I hired a shop to build the interior, but it was roughly 300 pounds heavier than expected, and within a year, I ripped it out and started over. The rear window always leaked, and when driving, rain traveled through the channels on top of the camper. A few times, a significant amount pooled in the canopy and burst through the windows the next time I popped up. I often hit my head on the ceiling when I got out of bed, and I never found a comfortable sleeping setup. So, why didn’t I sell it sooner? I loved the roomy living area, and with an F-150, I stupidly assumed I didn’t have to worry about payload.
While the manufacturer sticker in the camper listed it as 420 pounds with “standard equipment,” I later discovered this number did not include the factory-installed windows, roof fan, gear tracks, battery, solar panels and mattress. Those features, plus an awning and roof racks, appeared as "options" on my order, but their weights were not listed, nor was the total camper weight. I felt this was an oversight, as the sticker implied an accurate off-the-lot weight, with no further clarification in writing or in person. These items (and their weights) are now categorized as “accessories” online, so I plugged in my old camper’s specs. FWC puts my "lightweight truck topper” at 644 pounds, a number that was never mentioned.
A Painful Lesson About Payload
My old F-150 was constantly in the shop due to problems caused by my overweight camper. Many manufacturers, like Ford, now include warnings about heavy campers in their consumer information packets.
Payload is the weight a truck can safely carry, and it includes a camper, cargo and passengers. Exceeding payload capacity can strain the brakes, suspension, frame, wheels and tires — and increase the risk of accidents. You can even be held liable if you crash an overloaded truck, as this may be considered negligence. Some drivers ignore the risks (and stick full-size campers on Tacomas…), others obsess about weight, and some don’t know any better. I was in the latter category until I realized my camper was ruining my truck — and compromising my safety. I nearly burnt my brakes coming down a mountain pass, and I regularly dealt with costly suspension and alignment issues.
After my second suspension repair, I replaced the heavy wood build with aluminum framing, PVC paneling and foam flooring. I also ditched my Joolca shower and toilet, plus some outdoor gear. When I hopped on a CAT scale for the first time, I expected to be several hundred pounds under payload. I was stunned to see I was only ten pounds under, with 3,700 pounds on the rear axle. But I removed 350 pounds of cabinetry and gear, I thought to myself. This must be a mistake. In this equation, the only variable was X: the weight of the Project M. And even after subtracting a ten percent margin for error, X was over 800 pounds. In my quest for answers, a journalist pal told me weights are often understated in the camper industry, and two mechanics remarked that the camper alone could easily be over 800 pounds. After visiting the FWC website and plugging in my camper specs, it all started making a lot more sense.
My new cabinets were the same weight as the Vecel Outdoors systems, and that was about as minimal as I wanted to go. The whole point in getting a Project M was to build it out, and unless I wanted to go back to Rubbermaid boxes and a Jetboil, weight would be a constant concern. And permanently being at payload wasn’t how I wanted to roll, because if I added one passenger and their gear, I’d be 200-plus pounds over capacity. When my truck began bottoming out over speed bumps at 2 mph, mechanics at three shops determined the suspension was busted beyond repair due to the weight. A month later, I sold my Project M and bought a new F-150. While it was an expensive lesson, I am hopeful that sharing my story can help others make more informed decisions.
...How It's Going
Between the lighter camper and a much nicer suspension, the ride quality on my new rig is a dream.
Meet Karen. She’s a 2025 Ford F-150 with a 1,900-pound payload — and a Super Pacific X1 camper that weighs 365 pounds. The last time I hopped on a Cat Scale, I was 800 pounds under payload with about 3,000 pounds on the rear axle. Some days, I forget the camper is even there. Bumps don’t make me wince, I can haul ass on washboard roads and I’m not paranoid coming down steep grades.
Despite hours of research, I waffled between a Go Fast Camper (GFC) and a Super Pacific. GFC still makes the lightest campers on the market, but Super Pacific’s product videos on engineering against leaks were what sold me on the X1. After driving and camping in torrential rain last summer, plus half a dozen power washes, I am thrilled to report that my X1 has been 100 percent leakproof. I was initially skeptical about the stock 4” Exped MegaMat inflatable mattress, as blowing it up every night seemed like a hassle. But the mattress is comfortable, and inflation takes 30 seconds with a USB-chargeable pump. The bed setup is like a mini cabana, and I don’t need to extend it to sleep comfortably. And every morning I wake up with a smile knowing I’ll never bang my head on the roof again.
The X1 is packed with useful features, and Super Pacific offers a range of upgrades to customize your camper. Wiring channels come standard, making installation of solar panels and batteries a breeze. (Super Pacific recommends local shop Pacific Upfitters for power system installs, as they’re experts in building overland rigs — and very familiar with the X1 campers.) The X1 is lined with several dozen M6 sockets, creating endless attachment points for storage solutions. Other essential extras include molle panels, gear bags, the Truma Varioheat heater, insulation panels, lights and bug screens.
The Benefits Of A Modular Setup
In addition to cutting weight, downsizing makes it easier to stay organized on the road.
I went from plywood cubbies in a Leer cap to a fully-loaded pop-up, so for this truck, I wanted something right in the middle. A modular aluminum build with state-of-the-art appliances is where I landed, and the X1 is the perfect vessel for a minimalist yet functional rig.
I wanted a bench/couch that was large enough to sleep on (and sturdy enough to step on to get into bed), and I also needed a pair of strong platforms for my lithium battery and fridge. But rather than an elaborate cabinet system with a counter, sliding drawers and shelves, I ordered a pair of Alubox aluminum cargo boxes. In addition to cutting weight, I wanted to limit the amount of wood/composite in the build, because even when coated, those materials can rot. On that note, a modular build also allows you to take things apart later, whether it’s for cleaning or swapping out components.
I used aluminum extrusions for the frame because they’re light, they held up well in my last camper and assembly doesn’t require power tools. I attached the back of my sink basin to two M6 sockets, and I used a cantilevered design to support the unit, so it’s only attached to my X1 vertically. However, the fridge platform, couch and battery were another matter. Rather than a weighty bed plate, Pacific Upfitters mounted several L-track strips to my truck bed before installing the Redarc battery system. I used single stud tie-down rings and a dozen heavy duty nylon straps to secure everything, and 10,000 miles later, not a single bolt has come loose.
Getting It Right
I no longer have to stress about the weight of my camper, which has given me much more confidence on the road.
After several years of driving an overloaded camper that caused countless problems, I knew downsizing was the right choice. But I briefly considered getting a Super Duty with a flatbed camper, and I still dream about owning a Troopy. No adventure rig is perfect, but the more miles you log, the more you learn what works, what doesn’t and where you’re willing to compromise. The sweet spot? A comfy setup and the confidence to reach epic campsites without getting stranded. And perhaps a bit of gratitude when you sip your morning coffee and admire the views from your tiny cabin on wheels…
Elisabeth Brentano is a writer and photographer based in California, but her passion for nature takes her all over the world to produce travel and environmental content. You can follow her at @elisabethontheroad on Instagram.