On the gooseneck prep, if all you want is the in-bed plug, those are super easy to add at minimal cost.

Steve

 

Agree. I did it on my current truck but ordered gooseneck prep on new to have that option in future. Which is also doable at a later time.

 

THANKS ALOT GRINDMONKEY!!

EVERYTHING IS BEGINNING TO MAKE SENSE. I LIKE THE IDEA OF SPEAKING TO THE FLEET MANAGER IN HOPE THAT THEIR SOFTWARE MAY PROVIDE SOME GUIDANCE.

 

WOW, THANKS FOR ALL OF THE GREAT EXPERIENCE FROM EVERYONE. DANG! IF I HAD TO TAKE A SURVEY OF THE RIGS THAT MOST OF YOU POSTED, AND ESPECIALLY THE COMMENTS ABOUT THE BENEFITS OF A F450 DUALLY (STRONGER BRAKES, AXLES, ETC); IT SEEMS THAT I SHOULD PURCHASE A F450 DUALLY AS IT WILL PROVIDE ME MORE CAMPER OPTIONS/CHOICES.

 

Everything I’ve read says an F450’s payload isn’t as much as a DRW F350. Correct me if I’m wrong. Otherwise I would of went with a 450.

 

That’s technically correct, as both the F-350 DRW and the F-450 are rated for 14K lbs. GVWR, but the F-460 is ~450 lbs. heavier (assuming 6.7 Diesel engine in both), so the payload is correspondingly lower.

But there are are gives and takes. Both come with long beds only and in either 4x2 or 4x4. The F-350 DRW is available with gas and Diesel engines, and with regular-, super-, or crew cabs. The F-450 is only available with the 6.7 Diesel, and only with regular- or crew cabs.

Officially, the F-350 DRW 7.3 4x4 has an ~1200 lbs. payload advantage over the F-450 6.7 4x4.

The F-450 is nonetheless a very popular choice, as it comes with larger wheels and tires, bigger brakes, and a tighter turning circle.

HTH,
Jim / crewzer

 

Merry Christmas and THANKS!!!

 

That is all on paper. Check out a 450 vs a 350 on the sales lot if you can find one and you will see clearly the 450 is a superior truck for hauling a heavier TC. The only downside is you can't get the 7.3 gas in the pickup version of the 450, would have to buy a commercial version and put a flatbed or service bed on.

 

Jim if folks only took that advice!


Payload: Pay ($, $$, $$$) Load. Its an OLD term that stems from the days when folks who drove truck were making money off that truck. So the question became Mr. Salesman how much load can I carry that I can make money off the truck. This resulted in the monikers of Half Ton, ¾ Ton, 1 Ton and then further refined to a specific amount in lbs and ended up on a door jam sticker. So what is that number? Can I find it in the Federal or State DoT Rules and Regs, not specifically but what you can find are Classes of truck which is based upon gross weight.

Lets look at class 3. If your truck is a Class 3 and specifically 14,000 lbs then this number will be the base number on which to calculate the Payload. Your truck will come with a rating, if its over 10,001 lbs its a Class 3 and that number will be used a the prime number and arrive at your payload...That said its not a good way to do it but its simple. It hurts the F 450 because the F 450 is a heavier truck due to its components in the driveline. The F 450 is based upon F 550 components with the exception of the rear Spring Pac which is a F 350 DRW and its this that Ford relies upon to stay in the Class 3 because when you make the jump to 14,001 lbs you go into Class 4 which is the Federal Commercial classification. This can take you into CDL requirements, Federal Excise Taxes, more costly plates and registeration and issues with obtaining insurance.

2. Medium truck classes

CLASS

WEIGHT LIMIT

TRUCK EXAMPLES

Class 3

10,001–14,000 pounds (4,536–6,350 kg)

Chevrolet Silverado/GMC Sierra 3500;

Ford F-350;

Ram 3500;

Isuzu NPR.

Class 4

14,001–16,000 pounds (6,351–7,257 kg)

Chevrolet Silverado 4500HD/International CV;

Ford F-450 (chassis cab and pickup);

Ram 4500;

Isuzu NPR-HD.

https://batrkr.com/truck-classification-weight/

BEAR in mind there are 51 sets of DoT Rules and Regs: 50 at the state level and 1 for the Federal, they are a true witches brew.

My recommendation to anyone who wants to carry a TC of > 3000 lbs wet the truck should have a Anti Sway bar in the rear, HD shock and a suspension system that does not sag or can be modified ORGANICALLY with component(s) (such as Upper StableLoads or revised overload springs) and be a DRW. Your travel weight will typically add somewhere between 600 up to 1000+ lbs in gear, food, supplies and add ons.