The CDL issue was a concern of mine. I want to transport my dad's backhoe to my property to dig a ditch. He no longer has the tractor that he could use to tow it with, and since we were already planning on buying a F-250 or F-350 SRW, that pushed me up to considering getting a dual rear wheel. The gross combined weight would be just above 26000 pounds, requiring a CDL, but Ohio has an exception #5 for personal use (I think it is worded like 'non-business purposes'). The folks at the BMV scrutinized how often I wanted tow it, but my probable once in the spring to bring it to my property and once to take it back when I'm done, they said 'no problem'.

I talked with someone at the BMV yesterday about the registration fees... it seems Ohio treats all pickup trucks as 'commercial' and charge according to the max loaded capacity, so a F-350 DRW or F-450 is 14000 pounds ~ $135 yearly registration + other fees. I should have known this since my wife and I used to drive around F-150s, and she has been talking about getting another Ford pickup ever since she traded hers in.

 

Thanks for this. I drive 80 MPH unladen, 65 towing or hauling. I've never measured exactly, but I'm well under 2,000 RPM at 80. In fact, I'm certain I have to downshift to 5th gear to get over 2,000. Absolutely something I love about my current truck.


I still like the F450 the best. Maybe I'll get lucky and the stars will align that I can upgrade in 2018 and they offer the 3.55 on the F450.

 

3.55 in a 450
You would only be buying it for the looks
4.30 gears just work in it
I guess we can't have our cake and eat it to! Lol

 

So many compromises. I guess that means no locking diff as well? I really like that feature for sand.

I agree that we can't have and eat our cake. Maybe I need to start building a case for multiple trucks with my wife.

 

You will be spinning at 2000 RPMs or so. You be at 2460 with the F450 at that speed.

 

Lol that's what I've done
I have my 450 for towing and Hwy driving when the wife is not with us or her Cadillac doesn't have the room for what we are picking up
And a 2014 regular cab f-250 4x4 diesel for bombing around in

 

only reason i learned about the CDL exemption was looking up the rules and regs for Class A motorhomes knowing they were typically over the weight limits.. especially if you got one of them tour bus styles..

I found it interesting how trucks were classified when i was looking up the tolls.. In VA theyre considered a class 1 (passenger) unless theyre going by weight. then anything over 7K is class 2. Nice thing is though they tend to go off the info associated with the transponder unless you have somenone manually punching it on like they do for if your towing something behind you.

i got my toll pass for the stang from MA since they dont charge a "maintenance" fee like they do here to have the transponder. Would have included the truck but they classify it as a Class 5 (What they classify Greyhound Buses as) only because its a dually (srw would have been a class 1 as well). So instead i got its transponder from IL (also no maint fee) as they classify it as a Class 1 passenger vehicle.

 

My 3.55 tows 5k less than your 450, and has a higher payload. Looks? I don't think so.

And you are correct, Robert...no locking rear diff on a Ford dually. Just a limited slip which works better than expected.

 

I have an effective ratio of 3.9 in Brutus, I MAY have to return to stock when towing heavy. I guess you guys that only encounter hills that amount to nothing more than a freeway overpass, can get away with higher gears. My last truck had 4.88's and I still worked the truck pretty darn hard. I broke a DPF on a hard pull with the OEM 225's. I pull mountain passes and steep grades you central and right coasters will never see without traveling a LONG way. If you don't mind 7/8 mpg, drive at 80, or get a 150 for groceries. You just have to be honest on what is important to YOU, you will always have trade offs.

 

you can always fix that if you ever really wanted to after all its not like we ever actually modify our trucks right

 

Back when 215HP was the hot rod diesel (1996) it was common on the interstate to be at WOT for hours at a time. You set the cruise and almost anytime you checked the peddle it was fully depressed (they were hocked to the engine back then).

Fast forward to 2016. We have several F350 2014, 2015 with 3.55 and one 15 F450 with 4.30. Be it a heavy load, or a load that such a high frontal area or a very strong head wind....there are days with both trucks that you still need WOT when running down the interstate. Now the newer high HP trucks back out of it when on the flats or as wind comes and goes but they still need all the power they can put to the ground. Under these scenarios....the F450 with its 4.30 gears is a beast. When pulling together, the F450 has to back out of if because the 3.55 F350 just can keep up. No comparison!

When pulling this hard, rear differential temps get very high, tire temps get very high, (...we check them with temp guns) coolant and oil temps get high...but nothing over limits to shut you down. Knowing this, it makes total sense why the massive axles used and why the F350 SRW has a heavier rear axle then the F250 or why the F450 uses a 430 gears. We have no F350 DRW trucks so I can say how they compare to a F450 but I can say a 3.55 gear truck is a dog (with the same heavy load) as compared to a 430 geared truck. All this matter when pulling at our near the max ratings. If you only tow 16 - 20K.....different ball game.

Out on the prairie brakes are not as much of an issue, but with some trucks we get to the mountains and that is where you can't have to much brakes. You need large wheels for large brakes. I would rather come down a mt. pass with F450 brakes and 25K trailer then a F350 DRW. Both will get the job done but if that is the day your trailer brakes decide to fail or one of those 25K switch backs comes up faster then you expected...that F450 will keep the greasy side facing down.

jjw
ND

 

I think you took that the wrong way
What I was trying to say was why get a 450 with 3.55 when there is a fully capable 350 drw that already has it the only reason then would be for the looks
Maybe the wide track also I guess

 

The wide track is a REALLY BIG deal. It's why I'm getting a F450 in a couple of weeks. The long bed without it is significantly harder to maneuver.

 

Oh trust me I am well aware coming from a 2011 cclb 350 drw
This new truck manoeuvres like a dream
For me it was enough for the price of admission in to a 450

 

I already have my opinion but what do people think about daily driving a f350 drw 4.10 vs a f450? They both are very close in capability so that's not a huge factor. They both tow over 30k and when looking at gooseneck manufacturers, I don't see an rated at over 30k anyway but even if there was it's only a 1200lbstowing difference. Payload is better on the 350 but they are close and both plenty high. I will drive my truck every day to work as well as tow. So on a daily basis is the ride of the 350 or the wide track of the 450 more appealing?