As far as the speed issue, everything on this truck is mechanical so the only way to slow down the top end would be to turn down the power or put a block under the throttle, both of which have been discussed if it becomes necesssry. Like I said before, we police our drivers very well, they don't get a second chance if we catch them speeding or being unsafe, we also do a lot of driver training so it not much of an issue.
My point was that I very much like the concept for this truck .. A basic tanker with no other function.
Keeping it as short as possible (while keeping the tank safe) with a bare minimum of other stuff so that the truck can be as quick (notice I did not say fast) and nibble as possible ithg one job .. Tank water.
To me the only redeeming quality this rig might have is low price. But like the saying goes "The sting of low quality lasts long after the joy of low price."
Looking at the supplied photographs, and taking some "Kentucky windage" on weights and centers of gravity for the chassis and the tank... I estimate that the loaded weight will approach 40,000 lbs with the center of gravity around 52 inches. On the tilt table the rig would fall over at about a 40% grade in the horizontal direction. As for road stability, at a normal 2 lane roadway intersection with 50 ft. right-of-way, an experienced driver will begin his turn befor the intersection, cutting across the opposite lanes of travel and then back into the proper lane on an outside curve, so I assumed a 50 ft. radius. At 25 mph, there would be a 34,000 lb centripital force, and at 20 mph there would be a 22,000 lb force. Taking the center between the duals as the pivot point (36" from the centerline) it would take about 25,000 lbs of force to turn the rig over. So there is a good possibility of overturn at 22 mph on a normal outside to outside intersection turn. Turning the other way from inside to inside travel lane, the radius reduces to about 30 ft. and the forces at 25 mph rise to 54,000 lbs and at 15 mph it would still be 20,000 lbs of force. On a good concrete or macadam road the friction coefficient between the rubber tire and road can reach about 60% so that would be a 24,000 lb grip or slide pressure. With only 25,000 lbs needed to cause turn-over, there is a very good probability that this rig would roll before it slid sideways. You might have a better chance on dirt, but only until the tires hit a ditch or curb, and then it would roll anyway. Many years ago my department built a "T" tank on a Mack B chassis. The top of the 2,000 gal tank was below the Mack's rear window. This was very stable and the design aided in the emptying of the load with the sump at the bottom of the "T". Multiple fill lines, large vents and rapid dump design are essential for any tanker shuttles. Fill rates of 1,000 gpm to 2,000 gpm should be the norm, while initial dump should be at least 1,500 gpm for 80% of the load. Internal pressures must be minimized with large vent openings when filling at rates above 1,000 gpm.
Hobbled is what you do to a horse at night so they don't wander off to far.
A hillbilly couple marries and heads out on their honeymoon.
Upon arriving at the hotel, the bride says, "You go 'n park the truck an' I'll go git us a room."
So the groom heads for the parking lot while his love heads to the front desk, where she is met by a clerk.
"Me n' mah husband jist got murried, and we need us a room," she says.
"Certainly, ma'am," the clerk replies. "Would you like the bridal suite?"
The bride's eyes get big and she replies, "First of all, I'm a murried woman, so don't be callin' me sweet," she says.
"And second, I don't need no bridle, I'll just hold 'im by his ears like I always do!"