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You're on the right track with the F550. My buddy bought a F550 after trying his Eagle Cap (3slide) on his F450 PU.
The Lariat is only available with a single tank (front or back) tank vs. the XLT is available with dual tanks. He upgraded his Lariat with an aftermarket tank but it meant moving the DEF tank outside the frame which (DON"T QUOTE ME) would have been done if he had the smaller (for tow truck body) front fuel tank. Wit the tank at the front he could easily add a (Ford) tank (his tires are too big to fit where the spare tire is suppose to go) at the back.
Yes I think the F550 is where I want to be. I don't understand why there is even an F450 C&C, just have the pickup.
Originally Posted by Joe T
Yup.
Interesting thing to point out but my F350 dually 2wd 6.7 supercab had a ~6,400 payload and it was actually a little low according to the scales (topped off tank with me and misc in the truck so a good 200lbs or more).
So if OP has issues with going over 14,000gvwr a 7.3 4x4 crew cab probably will land right in his needed range. 7.3/3.73 would be just great if he isn’t also towing or upsizing the tires, exactly what that truck is built for.
As far as 6,000 lbs, my dually would barely start leveling off around 6,000.
I like that the F350 has the payload but it is worth it to me to have the beefed up components when hauling around an F150 in the bed.
Originally Posted by 1olddogtwo
No will answer your question directly.
My assumption is you're looking for a 203 wheelbase for a camper ( quad cab) why build smaller camper?
I purchase a lot of C&C trucks, most of mine are through a dealer that I order. Mine come at a very good discount so neither can I answer your question directly.
Now with that being said, I've bought a few off the lot, but they're going to treat me differently than they will you in hopes of repeat business
If this was forum had F150s in it, everybody would tell him they need a 450. Everybody seems to think or believe that the f-450 is the almighty savior, It really isn't. As a matter of fact, I won't even consider ordering one for my Fleet. I have everything from 150s to 750s, no 450s.
You'll have some on here...... They cry......Don't buy a d-rated motor. Since when is 950 foot pounds torque not good enough? I'm offing 50,000 lb, Does aright with me. Sure these aren't any pocket rockets, and that's by design. It's a medium duty truck.
Obviously you're an educated buyer, research in a truck. You have a goal. Somebody brought up insurance, that is a very legit question. Disregard the part about me and DOT Number and all that other good stuff.
I know a few people personally have 550, while insurance can be a challenge, You just need to make sure you reinforce that this is a RV when registering. Illinois for example, You actually purchase a RV plate. I won't get in the other states laws, You need to research yours.
For those who don't know, there's a whole industry out there building campers on a 550 chassis, I know right! Wow!!!!
Most lariats are built with the 18K package, better riding package out there. Ride's better than a lot of other pickup trucks. There are deals to be had out there.
Yes I know people won't incriminate themselves for the purpose of a forum and someone looking for a discounted price. I will call around. I would rather have an upfront dealer and travel or transport to get the truck vs dealing with some like I have in my area. (Western North Carolina)
Originally Posted by bentring
No idea on the differences by year but we bought a 2017 KR F450 with a similar payload triple slide camper as a combo last year. The truck was modded by the PO to pull his bass boat around the country and it carries the weight very well.
I figure some work could be done to add payload, but without an engineers letter or certification, I don't want to put it to chance. Especially bc at times my wife will be taking the camper and towing on her own or meeting me somewhere.
I figure some work could be done to add payload, but without an engineers letter or certification, I don't want to put it to chance. Especially bc at times my wife will be taking the camper and towing on her own or meeting me somewhere.
To be clear we have a 450 pickup and I totally understand your reasoning since mods don't add to the payload capacity but only help handle the weight. The first combo that caught our eyes was a 550 flatbed with a slide-in surrounded by tool boxes so you may stumble into an existing ideal setup if you search. Good luck!
If I remember right you have an 550 from AT&T truck. Leave me to wonder if they jiggle with your settings, top speed is 82.
A lot of fleets will manipulate the power settings
I run all over the country, while it isn't a rocket, It gets the job going. These are medium duty trucks. They're built for longevity.
It's VZW, not that is matters lol, from my understanding, they didn't do anything other than have the truck upfitted with utility bed, lights, winch etc. It's not the fact of it not going fast, as yes, it's a big pig medium duty truck, not built to "go fast" but coming from a 2015 3500 Cummins, I am left wanting for at least enough power to crest a hill as the 3500 had, mtn driving is the majority of my running around, and when I'm towing my Sno-cat, the usual grades where I could cruise up at 60+mph, I'm now stuck at 48-50 mph. Truck loaded is 14k #'s, vs 10k for 3500 loaded, Sno-cat is right around 10k #'s, and having towed a few things that put the GCVW of the 2 appx the same @ 24k #'s, the 3500 would out tow it all day long... maybe mine's an oddball, but my impression of the F550 detune is it's neutered too much, it should be able to pull the same grade as a 2015 "pick your brand" diesel at the same speed...
my 2015 3500 had 3.73's, my 2022 F550 has 4.88's
It's VZW, not that is matters lol, from my understanding, they didn't do anything other than have the truck upfitted with utility bed, lights, winch etc. It's not the fact of it not going fast, as yes, it's a big pig medium duty truck, not built to "go fast" but coming from a 2015 3500 Cummins, I am left wanting for at least enough power to crest a hill as the 3500 had, mtn driving is the majority of my running around, and when I'm towing my Sno-cat, the usual grades where I could cruise up at 60+mph, I'm now stuck at 48-50 mph. Truck loaded is 14k #'s, vs 10k for 3500 loaded, Sno-cat is right around 10k #'s, and having towed a few things that put the GCVW of the 2 appx the same @ 24k #'s, the 3500 would out tow it all day long... maybe mine's an oddball, but my impression of the F550 detune is it's neutered too much, it should be able to pull the same grade as a 2015 "pick your brand" diesel at the same speed...
my 2015 3500 had 3.73's, my 2022 F550 has 4.88's
Least I didn't call you T-Mobile..... sorry about that.
Then you as a CDL driver should know commercial vehicles don't move very quick.
I get what you're saying, I do. Do I wish I had more oomph when pulling grades, hell yeah.
I have several trucks that pull heavy trailers all over the country, I would not expect the high mileage that I get out of the engines if they were at max power all day long.
Perhaps our perspectives are a little bit different as driver versus manager /driver. I have to answer to Bean counters.
Least I didn't call you T-Mobile..... sorry about that.
Then you as a CDL driver should know commercial vehicles don't move very quick.
I get what you're saying, I do. Do I wish I had more oomph when pulling grades, hell yeah.
I have several trucks that pull heavy trailers all over the country, I would not expect the high mileage that I get out of the engines if they were at max power all day long.
Perhaps our perspectives are a little bit different as driver versus manager /driver. I have to answer to Bean counters.
yes, that would've really hurt! lol!
I get the longevity part, as most CC's are "fleet" vehicles and will have numerous different drivers and not treated as well as a POV. I was replying to the OP as to buying a CC F550 for personal use, if it was me, I'd buy the F450 p/u to have the full power when I wanted it and not be choked as a CC would be.
Having had a fleet of trucks and workers, I get the bean counter side, personally, I'm just not a fan of the less power = last longer thought process... especially when buying for personal use.
My disdain for the de-tuning comes from running the same roads with the same loads and not being able to pull the same grades... I80 Auburn to Reno, I5 heading N into OR Hwy 49/41 and a few other side roads. Used to be able to cruise along @ 60-65 the whole way, now it's 50 up the grades and having to jockey with the big rigs in and out of the R lane to maintain speed, or if I have to slow down, trying to get back up to 50.
A different testing methodology and certification process is used to derive the HP and TQ numbers for the chassis cab, versus the pickup.
The EPA requires that different testing methodology be used for incomplete vehicles manufactured in multiple stages by multiple parties, versus completed vehicles manufactured in one stage.
If the engine in the pickup was tested via the same testing methodology as the chassis cab, the HP and TQ numbers would be different.
If the engine in the chassis cab was tested via the same testing methodology as the pickup, the HP and the TQ numbers would be different.
Ford's short hand terminology for the different testing methodology is "dyno cert" (for chassis cabs) and "chassis cert" (for pickups).
Linguistically, that may sound counter intuitive, but in this case, the "chassis" of "chassis cert" is not associated with "chassis cab" but rather means that the testing methodology considers the completed chassis, as built in the form of a pickup.
Whereas, "dyno cert" applies to the incomplete chassis cab, because what is being certified is only the engine, not the chassis, as the vehicle is not completed before Ford sells it.
Therefore, the difference in HP and TQ numbers between pickups and chassis cabs is an apple to oranges comparison, rather than an apples to apples comparison, since the testing methodology to obtain EPA certification differs between complete and incomplete vehicles, and the EPA certification determines the power levels that the engine in either type of vehicle can be advertised as having.
They are definitely an apples to oranges comparison! One of these things is not like the other.. it tell's me you're old if that jingle is now in your head!
Thanks for the uh.. clarification Y2KW57 !
For me, what added to the disappointment on my 550, was having a rental 450 p/u before I got it.. I was very impressed with the 6.7, especially after driving my antique 02 F350 7.3 lol
When I asked my insurance company (State Farm) about insuring CC trucks vs a F-450 pickup they did confirm that it would require a commercial policy. However, for me in my state (MT) it would just be written by a different division of the company and cost was about the same. Overall it didn't seem like it would be a problem in my case.
yes, that would've really hurt! lol!
I get the longevity part, as most CC's are "fleet" vehicles and will have numerous different drivers and not treated as well as a POV. I was replying to the OP as to buying a CC F550 for personal use, if it was me, I'd buy the F450 p/u to have the full power when I wanted it and not be choked as a CC would be.
Having had a fleet of trucks and workers, I get the bean counter side, personally, I'm just not a fan of the less power = last longer thought process... especially when buying for personal use.
My disdain for the de-tuning comes from running the same roads with the same loads and not being able to pull the same grades... I80 Auburn to Reno, I5 heading N into OR Hwy 49/41 and a few other side roads. Used to be able to cruise along @ 60-65 the whole way, now it's 50 up the grades and having to jockey with the big rigs in and out of the R lane to maintain speed, or if I have to slow down, trying to get back up to 50.
Here's my 2019 HO derated 6.7.
Imagine driving pulling this around town.... LoL 650 Rollback with 10x60 trailer.
I have a '23 F-550 Super Cab, 60" CA, 4:30 axles, CM flatbed with the 6.7 liter Power Stroke. DDC wheels with 275/65R20 Nitto Ridge Grappler tires. Empty weight: 10,500lbs. With the camper loaded I'm just over 16k. I often tow an enclosed trailer full of motorcycles behind it. Haven't weighed the full rig yet.
With just the camper, wife, dog, 2 mountain bikes, 2 kayaks, full water, propane, etc (16k+ lbs) I can run 80+ mph all day. Sure, into headwind the fuel economy drops, but this thing just goes. Stock tune.
I have a "Commercial for Private Use" insurance policy through Progressive. Keep in mind that commercial policies don't include personal items. So the camper is NOT insured by the truck if in a crash unless specifically declared on the policy. So I'm paying insurance for my camper when it's off the truck and I'm paying for insurance on the commercial policy when it's on the truck. Same with my enclosed trailer. It is declared on my commercial policy. Umbrella coverage is for personal or commercial and those streams do not cross. I don't have a business. So this is my only commercial coverage. I'm in Colorado so your experience may differ.
I've also equipped my truck with Liquid Spring suspension and a bunch of other upgrades from the consumer Super Duty line (grill, LED projector headlights, TPMS, paint matched bumper & front fender flares, cameras, etc) but I'm really impressed with the capability, ride quality and power of this truck. I too wanted the true medium duty components and capacity of a Class 5 truck.
Related to the Liquid Spring suspension - on a multiple day trip my wife noticed on the 2nd day that her FitBit must be broken. About once an hour it kept bugging her to get up and move around. It never did that in the Dodge..... Well, our '06 Dodge 3500 was a very different animal even though we have the same camper. That thing would congratulate her for getting 10,000 steps while sitting in the truck! The new one thinks she's been sleeping all day.
I ordered it new and bought it though an upfitter. So it came to me as a complete truck; built the way I spec'ed it out.
But, I think the Liquid Spring system (all 4 corners) would have been about $20k plus labor to install. Totally worth it in my mind. The one touch leveling system is great too. Comparable to the Kelderman system.
So due to the truck camper my wife likes, it appears we will be ordering an F550 chassis cab. I have already seen reports of people that don't need the full payload capacity to order the 18k or 17.5k derate. I am familiar with @GrangerFord but they do not sell chassis cabs. (maybe they will make an exception kek) Are there any dealers that you have worked with that do better than MSRP pricing on these? (dealer - no floorplan, holdback, sales bonuses) What can I expect for a discount as oppose to a pickup?
yes, that would've really hurt! lol!
it tell's me you're old if that jingle is now in your head!
