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 > The world of tow vehicles would be a better place if

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rhagfo

Portland, OR

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Posted: 01/16/22 12:26am Link  |  Quote  |  Print  |  Notify Moderator

time2roll wrote:

I want super singles tucked under the SRW fenders instead of a dually. Going to be a bit narrower between the wheel wells and that is fine by me.

I doubt manufactures would produce a truck with less than 4’ between the wheel wells.


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4x4ord

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Posted: 01/16/22 03:09am Link  |  Quote  |  Print  |  Notify Moderator

Michelle.S wrote:

Biggest problem with the F450 besides the rear-end is the fact it generally has a lower cargo capacity than an equally equipped F350 since the overall Truck is heavier.


That’s a whole other discussion. Technically a F-450 can carry about 450 lbs less than a similar equipped f350 but if I had a 5000 lb camper and could get 3.55 gears in a F-450, I’d sooner overload the F-450 than be “legal” on a f350.

The same goes for towing ….. technically a 4x4 crew cab F-450 (with its 4.30 gears) is rated to tow a 32,600 lb gooseneck. The similar equipped F350 with 3.55 gears is rated to tow 31,300 lbs and a 4.10 equipped f350 is king with a tow rating of 34,700 lbs. Again if I had a 35,000 lb gooseneck I think I’d be pulling it with an F-450.

The thing is how many people are towing 35,000 lbs? Offer 3.31 gears in a F-450 for those who tow 18,000 - 24,000 lbs.

* This post was edited 01/16/22 07:52am by 4x4ord *


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dodge guy

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Posted: 01/16/22 08:34am Link  |  Quote  |  Print  |  Notify Moderator

time2roll wrote:

I want super singles tucked under the SRW fenders instead of a dually. Going to be a bit narrower between the wheel wells and that is fine by me.


Until you ever have to drive in snow and all they do is float.


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Cummins12V98

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Posted: 01/16/22 09:33am Link  |  Quote  |  Print  |  Notify Moderator

time2roll wrote:

I want super singles tucked under the SRW fenders instead of a dually. Going to be a bit narrower between the wheel wells and that is fine by me.


What would that do for you over a 3500 SRW with 18's that have a lot of carrying capacity ?


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blt2ski

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Posted: 01/16/22 10:11am Link  |  Quote  |  Print  |  Notify Moderator

Cummins12V98 wrote:

time2roll wrote:

I want super singles tucked under the SRW fenders instead of a dually. Going to be a bit narrower between the wheel wells and that is fine by me.


What would that do for you over a 3500 SRW with 18's that have a lot of carrying capacity ?


Super singles you could get tires in the 5000+ lbs relm. But reality is, not a big deal unless you have a 10-20k RA capacity. The other SS do, is give you more tire width, for a higher capacity DOT load. As you need 20" of tire(s) per corner to get your max 20k per axle. With the typical 10" tire width of a SW truck, you only have 10k of wieght you can put in that axle. Even if the sum of the parts are over 10k lbs per DOT FBL specs.
The lr e 18's I have on my truck are good to 4000-4500 lbs per. On par or greater than some of the 35 DW rigs I've owned. Per FBL specs, I get 5500 or 11000 lbs on the RA. Not that I'm going to recommend this mind you.
I would prefer SS on my Navistar vs the 4 225-70-19.5 tires I have.

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Grit dog

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Posted: 01/16/22 10:51am Link  |  Quote  |  Print  |  Notify Moderator

Michelle.S wrote:

Biggest problem with the F450 besides the rear-end is the fact it generally has a lower cargo capacity than an equally equipped F350 since the overall Truck is heavier.

Ummm ok. You’re not really showing any real knowledge of the chassis’s and their components. Or any knowledge of why a f450 pickup has less “capacity “.
I’ll give you a hint. It’s the weight class that the 450 p/u is lumped into. Not the truck.


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time2roll

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Posted: 01/16/22 11:13am Link  |  Quote  |  Print  |  Notify Moderator

dodge guy wrote:

time2roll wrote:

I want super singles tucked under the SRW fenders instead of a dually. Going to be a bit narrower between the wheel wells and that is fine by me.

Until you ever have to drive in snow and all they do is float.
I have chains for the snow.

Float is good in the sand. No rocks between the duals is good for the desert roads. No bulging fenders for narrow places.

As for the 4' width maybe a mid sized super would give the space and carrying capacity of the dual. Don't need a full commercial 10,000# super from a tanker truck.


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valhalla360

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Posted: 01/17/22 03:31am Link  |  Quote  |  Print  |  Notify Moderator

How about if manufacturers set up a simple fill in the blank style towing website rather than a big booklet of tables with multiple footnotes?

You input the numbers from the trailer and it leads you to acceptably optioned trucks or if you have the truck, it can reverse and spit out the trailer you can tow.

It could even come with warnings...example: if a trailer will leave you with less than 600lb of payload, a warning could pop up that you only have X payload left with this trailer, so passenger, cargo and bolt on accessories must be limited to X lbs to stay within payload ratings.

Again, this isn't 30-40yrs ago when getting this info required you to go down to the dealer who would look it up in a paper book.


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JRscooby

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Posted: 01/17/22 05:07am Link  |  Quote  |  Print  |  Notify Moderator

valhalla360 wrote:


As mentioned HDT are a different world and not relevant to your 3/4 & 1 ton pickups. I would expect your average trucking company has qualified mechanics performing work. Your average guy with a 20yr old truck that he's stringing along likely cuts a lot of corners...so your assumption that the engine transfer would be done professionally is sketchy at best.

I'm sure individuals mostly could care less about the engine technology but that doesn't mean it must meet current regulations and that it must mate with the new technology on your new chassie.

As far as keeping a truck going for 40yrs...if you dump $40-50k into the chassie, you can do a major overhaul making it like new at 20yrs (probably a good bit cheaper if you don't live in rust belt states)...giving you an additional 20yrs. If it's really that the engine will last 40yrs, you can keep the chassie going and it's much more straight forward.


Back in the days before oil embargo/big changes in engines, the Pete dealer had a kit being built in shop most of time. Anther dealer sold mostly assembled kits.
I think you and I have a different view about who would be the market for class 2 and 3 trucks set up for older model engines. Most people I know that use old vehicles are more likely to replace a wore out engine with a newer 1. Sure, we can replace all the parts, repair rust, and drive forever. (For years I made sure we had a spare car incase I did not get DWs fixed in time)
Many people, including a large percentage of RVers, buy new to be "sure" they don't need to deal with minor repairs and can have new model with all the bells and whistles. Then another group "I won't take that big hit when I leave the lot" buys what first group trades in. The third owners, that buy what 2nd group trades in are looking for cheap work trucks. If power seat doesn't work, drive it from where the seat is at.
Now, if a dealer had the option to offer first group that wants a new truck, but "I don't know about that redesigned, want buy after we know it is good" he could dismantle something that he would send to auction, price it little lower than new. Might even sell to the 2nd group.
Then think about good engines in wrecked trucks.

Grit dog

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Posted: 01/17/22 10:03am Link  |  Quote  |  Print  |  Notify Moderator

Ahhh, your wishes and dreams…..

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