Chassis Cab HP and Torque numbers released
#3
I may be mistaken but it was my understanding is that there is no actual weight loss. The weight saved from the body was reinvested back into the frame.
#4
#6
The "new" steel weight is in the frame and the spring eyes and on some models heavier axles. My primary HD use at this stage in life is a 3700 lb camper which in spite of heavy duty suspension, air bags and hd sway bars can feel squishy on the road, especially the first 100 miles or so each trip. I have been debating the merits/cost of waiting for the '17 and feel now the increased frame strength may do a lot to improve the handling and still maintain SRW. And as others have said, the appearance of the grill is growing on me, maybe the squared off body will too. Can't wait to place the order this fall and hope there are no delays in the roll out.
#7
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#8
I doubt and weight loss will make much difference in fully unfitted chassis cab models though.
#9
The "new" steel weight is in the frame and the spring eyes and on some models heavier axles. My primary HD use at this stage in life is a 3700 lb camper which in spite of heavy duty suspension, air bags and hd sway bars can feel squishy on the road, especially the first 100 miles or so each trip. I have been debating the merits/cost of waiting for the '17 and feel now the increased frame strength may do a lot to improve the handling and still maintain SRW. And as others have said, the appearance of the grill is growing on me, maybe the squared off body will too. Can't wait to place the order this fall and hope there are no delays in the roll out.
#10
Since my truck is a F250 with maximum spring option your 450 is quite a bit heavier sprung, plus duals. I run the bags at 100 lbs and that brings the ride height to level, about the same height as empty. I guess the squish translates to more lean than I like but even so we have made many trips through the Adirondak mountains, Maine, and all states up and down the east coast including twisting mountain trails the GPS finds as the shortest route. I am also going to change the chassis mount from HappiJac which came with the Lance to the frame mounted Torklift, not only for the more rigid mounting but the doors of the new extended cab swing open 180 deg and the Happijak forward mount would probably put a major dent in the middle of the door. I do contemplate duels but the higher gear ratios are mileage killers and when my wife joins me in retirement we have a couple of cross country trips planned, including 2 months in Alaska, maybe even more than once so I am trying to balance load with gear ratios to minimize fuel consumption.
#11
Since my truck is a F250 with maximum spring option your 450 is quite a bit heavier sprung, plus duals. I run the bags at 100 lbs and that brings the ride height to level, about the same height as empty. I guess the squish translates to more lean than I like but even so we have made many trips through the Adirondak mountains, Maine, and all states up and down the east coast including twisting mountain trails the GPS finds as the shortest route. I am also going to change the chassis mount from HappiJac which came with the Lance to the frame mounted Torklift, not only for the more rigid mounting but the doors of the new extended cab swing open 180 deg and the Happijak forward mount would probably put a major dent in the middle of the door. I do contemplate duels but the higher gear ratios are mileage killers and when my wife joins me in retirement we have a couple of cross country trips planned, including 2 months in Alaska, maybe even more than once so I am trying to balance load with gear ratios to minimize fuel consumption.
This is an important example of why it's important to be careful in matching the truck to the payload. I don't know if your 250 is reg/super or crew cab and not sure if your 3700lbs is "dry" weight or "wet" which would add hundreds of lbs in propane, water and personal belongings. If the 3700lbs is "dry" weight then there isn't a configuration of the F250 that supports your camper weight. Two issues when that happens, 1) you should expect squishy as normal, even with airbags and 2) in an emergency maneuver where you are in an accident, expect your claim to be denied for exceeding the manufacturer payload limits.
You'll want to make sure that when you buy the next vehicle that the payload capacity of the vehicle exceeds the weight of your payload. Very important to you (if your claim is denied then you are personally liable for all costs to yourself and anyone else) and to anyone else on the road.
#12
You'll want to make sure that when you buy the next vehicle that the payload capacity of the vehicle exceeds the weight of your payload. Very important to you (if your claim is denied then you are personally liable for all costs to yourself and anyone else) and to anyone else on the road.[/QUOTE]
Thanks, I am aware of these issues. Hence the addition of the airbags, heavier anti-sway front and rear and additional 1 leaf on the front. The camper is wet weight including all normal items for traveling as weighed on a certified scale (plus both waste water tanks full and fresh water full as well). The truck (4wd extended cab) as stock is rated 8900 mgw and with the camper gw is 9100. The difference in 2001 between F350 and F250 is additional springs. That is why I added the airbags in the first place. Brakes, axles and frame are all the same. I am confident in the Michelin LR E (123) One of the problems, I feel, with the air bags is that the leaf springs are of little or no help since the air bags are taking the majority of the weight. The F-350 has the advantage of the upper helper spring as does the F-450. The rubber block spacer (aftermarket) which shortens the distance in drop prior to engaging the helper looks intriguing, not for use alone with out air bags since the helper spring would be in an overloaded situation by the time the main spring pack could join in and do it's share. I am sure the manufacturer of the torklift spring stabilizer would disagree but I am also sure the engineers at Ford have the spring calculations pretty well designed as is.
Thanks, I am aware of these issues. Hence the addition of the airbags, heavier anti-sway front and rear and additional 1 leaf on the front. The camper is wet weight including all normal items for traveling as weighed on a certified scale (plus both waste water tanks full and fresh water full as well). The truck (4wd extended cab) as stock is rated 8900 mgw and with the camper gw is 9100. The difference in 2001 between F350 and F250 is additional springs. That is why I added the airbags in the first place. Brakes, axles and frame are all the same. I am confident in the Michelin LR E (123) One of the problems, I feel, with the air bags is that the leaf springs are of little or no help since the air bags are taking the majority of the weight. The F-350 has the advantage of the upper helper spring as does the F-450. The rubber block spacer (aftermarket) which shortens the distance in drop prior to engaging the helper looks intriguing, not for use alone with out air bags since the helper spring would be in an overloaded situation by the time the main spring pack could join in and do it's share. I am sure the manufacturer of the torklift spring stabilizer would disagree but I am also sure the engineers at Ford have the spring calculations pretty well designed as is.
#14
#15
Ras, I have a F-450 and Lance with a wet weight of approx 3900 lbs. I've got airbags and fill them until my rear bumper is the same distance from the ground as it is when it's empty. I've had no problem with "squishy" at all. I also have a 28ft auto trailer out back so I have additional weight on the hitch from the trailer. A lot depends on your truck, srw or drw, springs on the rear, etc. wonder how much psi you're running your air bags at? Mine run in the 85 psi range to keep the ride even.