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Grit dog
Black Diamond, WA
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Lantley wrote:Lantley wrote:No dog in this fight but actual experience always supersedes text book theories
My dually is more stable than my SRW trucks.
Is it the out rigger effect or is it stiffer sidewalls? Does it matter? From the drivers seat I can feel a noticeable difference.
My dually also has more braking power, it certainly stops my trailer much faster the my SRW trucks. Again this is determined from the drivers seat not from the text book.
Yes but I have 2 extra tires transferring that braking force to the ground.
For the same reason I believe SRW trucks perform better in snow because they have less ground contact and dig/sink into the snow for better traction. DRW trucks have more ground contact and brake better. All my comments are from real encounters from the drivers seat not from trying to match part numbers or derived from what I think might happen.
Once you have experienced the performance first hand from the driver's seat, you no longer have to imagine what will happen.
You’re still being credulous here, imo. I too have driven and towed with countless duallies and srw trucks. And I don’t recall that general behavior. If thinking apples to apples for comparisons.
But it’s fine. We all have our own views and opinions. Cheers!
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Grit dog
Black Diamond, WA
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SoonDockin wrote:I feel more tires is better, also bigger is better. Its why I went from a F350 Single to a F450 Dually and now a 5500. F450 was super stable, 5500 takes it to a whole new level.
And a bit of new-truckitis I suspect. Although financially the last few years has been unusual so I suspect there was a bit of incentive with the ridiculously high values of your previous trucks?
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StirCrazy
Kamloops, BC, Canada
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mbloof wrote:Lantley wrote:No dog in this fight but actual experience always supersedes text book theories
My dually is more stable than my SRW trucks.
Is it the out rigger effect or is it stiffer sidewalls? Does it matter? From the drivers seat I can feel a noticeable difference.
My dually also has more braking power, it certainly stops my trailer much faster the my SRW trucks. Again this is determined from the drivers seat not from the text book.
Funny as if you look at the actual part numbers for the DRW and SRW breaks guess what?
They are the same.
So much for "seat of the pants" theories... ![[emoticon]](https://forums.goodsamclub.com/sharedcontent/cfb/images/smile.gif "smile")
Enjoy your DRW, for whatever reasons you have.
- Mark0.
your forgetting a few things, there is twice as much rubber touching the ground in the back so twice as much friction against the road.
in your previous post about spring mounts being narrower vs side walls if that was all that was inolved you would be right but DRW also have a heavier spring pack so theres that also you forgot about..
I have a SRW myself but there are times I wish I bought a DRW just for the higher load carring capacity.
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Grit dog
Black Diamond, WA
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This thread needs to DIE!
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mbloof
Beaverton, OR
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StirCrazy wrote:mbloof wrote:Lantley wrote:No dog in this fight but actual experience always supersedes text book theories
My dually is more stable than my SRW trucks.
Is it the out rigger effect or is it stiffer sidewalls? Does it matter? From the drivers seat I can feel a noticeable difference.
My dually also has more braking power, it certainly stops my trailer much faster the my SRW trucks. Again this is determined from the drivers seat not from the text book.
Funny as if you look at the actual part numbers for the DRW and SRW breaks guess what?
They are the same.
So much for "seat of the pants" theories...
Enjoy your DRW, for whatever reasons you have.
- Mark0.
your forgetting a few things, there is twice as much rubber touching the ground in the back so twice as much friction against the road.
in your previous post about spring mounts being narrower vs side walls if that was all that was inolved you would be right but DRW also have a heavier spring pack so theres that also you forgot about..
I have a SRW myself but there are times I wish I bought a DRW just for the higher load carring capacity.
Your forgetting that the width of the tire(s) has no bearing on the breaking distance - until they begin skidding - THEN the increased friction of the wider tire patch comes into play.
You also failed to read my prior post. I mentioned having the SAME springset (and assumed same mounting position as there is no difference between SRW and DRW trucks when it comes to spring pack location).
Yes SOME (not all) DRW's have heavier spring packs. Keeping in mind that almost ALL camper owners modify their suspensions regardless if they have a DRW or SRW AND most would not buy a DRW simply for the stiffer springs IMHO your point is moot.
- Mark0.
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jimh406
Western MT
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Warning .... some satire follows.
SRWs are just as stable as DRWs and brake just as well. Springs are the same as well. That's why the DRWs have more payload. You could get the same payload by doing a second tire on each side with a kit. You can ignore everything but the tires/wheels.
There are no brake differences. Brakes are just discs and pads. It doesn't matter that DRWs don't usually have the same calipers as SRWs. Calipers don't matter. DRWs also are rated to tow more even though the brakes are identical.
The disc diameter is different on F450s and up compared to SRWs. Doesn't make any difference. They might use the same brake pads.
No satire follows ...
There could be a conspiracy to convince people to buy DRWs. Or, there may be something to the differences since so many people can tell the difference and note it.
Finally, buy what you want, but don't make things up to try to justify your reasoning. There are good reasons to buy a SRW just like there are good reasons to buy a DRW. YMMV.
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Grit dog
Black Diamond, WA
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jimh406 wrote:Warning .... some satire follows.
SRWs are just as stable as DRWs and brake just as well. Springs are the same as well. That's why the DRWs have more payload. You could get the same payload by doing a second tire on each side with a kit. You can ignore everything but the tires/wheels.
There are no brake differences. Brakes are just discs and pads. It doesn't matter that DRWs don't usually have the same calipers as SRWs. Calipers don't matter. DRWs also are rated to tow more even though the brakes are identical.
The disc diameter is different on F450s and up compared to SRWs. Doesn't make any difference. They might use the same brake pads.
No satire follows ...
There could be a conspiracy to convince people to buy DRWs. Or, there may be something to the differences since so many people can tell the difference and note it.
Finally, buy what you want, but don't make things up to try to justify your reasoning. There are good reasons to buy a SRW just like there are good reasons to buy a DRW. YMMV.
That was a lot of words to say “I don’t know what I’m talking about.”
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Buzzcut1
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having had a rear tire blow out ( full disintegration not a slow loss of air) on both a F350 SRW and and F350 DRW at freeway speed with a 4600 pound Lance 1055 in the bed. I can honestly say that controlling the vehicle an bringing it to a full stop in the DRW was a piece of cake. The SRW was a white knuckle affair to keep from rolling and I am a trained Emergency Vehicle operator (fire engines and ambulances). I will stick with DRWs
2011 F350 6.7L Diesel 4x4 CrewCab longbed Dually, 2019 Lance 1062, Torqlift Talons, Fast Guns, upper and lower Stable Loads, Super Hitch, 48" Super Truss, Airlift loadlifter 5000 extreme airbags
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Lantley
Ellicott City, Maryland
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mbloof wrote:StirCrazy wrote:mbloof wrote:Lantley wrote:No dog in this fight but actual experience always supersedes text book theories
My dually is more stable than my SRW trucks.
Is it the out rigger effect or is it stiffer sidewalls? Does it matter? From the drivers seat I can feel a noticeable difference.
My dually also has more braking power, it certainly stops my trailer much faster the my SRW trucks. Again this is determined from the drivers seat not from the text book.
Funny as if you look at the actual part numbers for the DRW and SRW breaks guess what?
They are the same.
So much for "seat of the pants" theories...
Enjoy your DRW, for whatever reasons you have.
- Mark0.
your forgetting a few things, there is twice as much rubber touching the ground in the back so twice as much friction against the road.
in your previous post about spring mounts being narrower vs side walls if that was all that was inolved you would be right but DRW also have a heavier spring pack so theres that also you forgot about..
I have a SRW myself but there are times I wish I bought a DRW just for the higher load carring capacity.
Your forgetting that the width of the tire(s) has no bearing on the breaking distance - until they begin skidding - THEN the increased friction of the wider tire patch comes into play.
You also failed to read my prior post. I mentioned having the SAME springset (and assumed same mounting position as there is no difference between SRW and DRW trucks when it comes to spring pack location).
Yes SOME (not all) DRW's have heavier spring packs. Keeping in mind that almost ALL camper owners modify their suspensions regardless if they have a DRW or SRW AND most would not buy a DRW simply for the stiffer springs IMHO your point is moot.
- Mark0.
There is always friction between road and tire.
One of the reason cars cannot stop on ice is there is no friction between tire and ice.
Sure the brake pads stop the wheel but on ice the wheel does not stop the vehicle.
Eliminate the ice and the vehicle is able to stop.
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Grit dog
Black Diamond, WA
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^Not even sure what point you’re trying to make with that last statement but it makes sense (even though it seems obvious).
What is hard for people to wrap their head around is the friction thing. Surface area (srw vs drw) is only a small part of the equation and it’s insignificant until a srw tire reaches its limit. (The proverbial “ice.”)
For the same reasons that apples to apples, a srw get better traction in the snow, it also doesn’t get worse traction braking until it’s limit has been reached. And again the surface area of rubber on the road is both an advantage or a disadvantage depending on conditions.
Take a loaded truck lots of weight on the rear axle. One would be hard pressed to overcome the available braking force (and lock a wheel of kick in abs) in normal to hard braking.
Now move to hard braking/ panic stops.
What happens to the vehicle? A significant amount of weight/ force is transferred forward to the front axle, unloading the rear axle to whatever extent. (Like on a bike you can do a stoppie, picking up the rear axle).
This is the one condition where duals may out-brake a srw. You’re on the brink of or have lost traction and the additional rubber on the road will help.
But at that point, the advantage may be of diminished return. Or in the case of a TC, you’d still be hard pressed to exceed the available braking force of the srw due to sheer weight. Maybe wet pavement? However if that much weight is transferred, the rear wheels aren’t doing much of the braking at that point anyway.
There are many other factors. But the fact is, the primary reason for dual rear wheels on a pickup is for greater tire/wheel load carrying capacity. The tires and wheels in and of themselves don’t provide more stability (except by default due to much less tire flex) or braking force.
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