I remembered after I posted that I would get wheel hop in a 14cy dumptruck that was fully loaded in a thin layer of sand at the quarry site. The dump I drove had two sets of drivers with an intermediate shaft that could be locked in or left free for the road. Bouncing the duals on a truck weighing in at 50,000-60,000lbs is not a good thing either. These trucks were not airbag trucks, they had leaf springs and track bars. But there was no way for the springs to wrap. What happens is the air cushion in the tires causes the bounce as traction is gained and lost by the tire. Wheel hop might be more pronounced in a truck with tall tires that are aired down as a result. I never had and any problems that (come to mind) with 39's and 400+ horsepower with Trailmaster lift blocks and stock springs.
I have an assumption that there are some reasons why some trucks do, and some tucks don't bounce or succumb to severe spring wrap.
First, most folks severely overestimate the horsepower of their tucks. It was likely built with the goal of achieving 600hp, but more often than not in my experience the actual finished engine falls far short of that goal. Especially if it's finished up at home by the owner and by ear and timing light. Getting 600hp out of an at home build requires exquisite attention detail and more money than most shadetree mechanics have. If it's dyno's and the paper says 600, congratulations, you need to be building engines for a living at Daytona.
Second, due the underestimated horsepower there is not nearly the pressure on the contact patch as is assumed. Two things happen with the wild application of the go pedal. The tires break traction instantly and accelerate faster than the suspension can compensate therefore bypassing the bouncing stage and wrapping the springs so tight they cannot rebound. OR That amazing overestimation of horsepower shows it's fugly face as a lackadaisical acceleration of tire speed which is so slow that the suspense binds, releases, binds, releases. The engine sounds great, it feels healthy, but little is reaching the ground. This is a square of the tire height and gears also. In four low-low, tire speed is automatically slow, this is when traction aids shine.
So now we circle around to the previous discussions. On road wheel hop and spring wrap have an entirely different dynamic than off-road wheel hop although everything does the same thing for the same reasons.
One other consideration to be thought about. Jumping the truck. Most folks realize that trucks in normal form are not designed for the stresses of leaving the ground and then returning. The factory frames and suspensions just simply were not designed for that. However, **** happens and hopefully nothing bends or breaks. However, from personal experience the first thing to go will be the front u-joints (hopefully). The reason being, squares are nose heavy, so the front tires will likely be the ones to return to terra firma first. If the tire speed and the air speed are not really close the axle will wrap the springs instantly in whichever direction the tires need to be, whether it's speeding up or slowing down. This will result in instantaneous u-joint bind and then some serious disaster under the truck depending on which end broke and the springs didn't bend or break.
