Tex Garcia wrote: I have been following this topic for a bit now. The old SRW VS. DRW issue always seems to be trigger. I find that some here make really good arguments. But just for fun I thought I would add something:
A Dodge 3500 Mega Cab SRW Diesel has a GVWR of 10,100lb.
A Dodge 3500 Mega Cab SRW Diesel has a GVWR of 10,500lb.
A Ford F-350 Crew Cab SRW LB Diesel has a GVW of 11,200lb
So for the sake of argument the f-350 SRW is more stable and safer than a Dodge 3500 Mega SRW? Chew on that one.
Now I am not trying to start a F vs D or any other kind of argument. But this fact kinda puts a monkey wrench in the deal.
KaseyKahneFan and jasonlisan mention the trucking industry going single. This has been going on for some time now. Heavy haulers have had Supper Singles on the front axels for over 20 years now. In more recent times tire manufactures have made a better highway tire to fit the rear axel.
A 275/80R22.5 semi tire has a capacity of 5,675lb. (a typical dual tire)
A 245/50R22.5 has a capacity of 10,500lb. ( a super single)
So considering when you single out a semi you still have 4 tires x 10,500 = 42,000lb. Most semi trucks have an axle rating of 40,000 per tandem. Not to mention DOT only allows 34,000lb. They have a safety margin of 8,000lb. This math will not happen in the pick up truck application. If you remove 4 ea. tires from a pick up truck and each is rated at 2,600lb and you replace them with 2 tires and each is rated at 3860lb you still have a deficit of 2,680lb. And look surprise, surprise, if the difference is about the same as a dully that just had a blowout on one of its tires.
I think its cool that everyone shares experiences here. It helps people make the best decisions for their situation. I do tend to offer conservative advice. One of my trucks was involved in a fatal accident a few years ago. Now mind you my truck did not cause the accident nor did it cause the fatality. Three cars collided. One of the cars after hitting the K-rail slid into the side of my rig. Thus we where involved. You don’t want to ever know what kind of scrutiny comes down after an accident like that. I had CHP in my office before I could make it to the accident scene. My truck was weighed and inspected in site. CHP pulled all my files on the driver & the truck. The stress of having seen this accident made my driver quit. He no drives commercially. We where sued by all the families. Although we where found not liable nor where we cited for any infractions the whole deal cost me a pretty penny to defend. The company was still quite young and for a while there I wondered if this would make us fold. Although we all carry auto insurance, the coverage is a joke when compared to the amounts that people sue for
I think I just would hate for someone here to go through that kind of mess.
Tex
PS. Now having said all that, I like SRW trucks. DRW trucks get stuck in the sand. So don’t flame me…..lol
In part of Tex Garcia's post he said: "A 245/50R22.5 has a capacity of 10,500lb. ( a super single)" The actual size of that tire is a 445/50R22.5.
In another part of his post, Tex said: "This math will not happen in the pick up truck application. If you remove 4 ea. tires from a pick up truck and each is rated at 2,600lb and you replace them with 2 tires and each is rated at 3860lb you still have a deficit of 2,680lb. And look surprise, surprise, if the difference is about the same as a dully that just had a blowout on one of its tires."
Notwithstanding the above, on my pickup (SRW) I replaced the 2 rear tires rated at approximately 3160 lbs each at 80 psi with 2 tires rated at 5070 lbs each at 110 psi. (The wheels on which these tires are mounted are only rated 5,000 lbs each, however, so we'll work from that number.) 2 x 3160 = 6320 lbs. 2 x 5000 = 10,000 lbs. 10,000 - 6320 = 3680 lbs. This increase, which would allow 10,000 lbs on the rear axle, is far more than needed in my case. The highest rear axle loading I have experienced on this truck is about 7750 lbs, which gives me more than a 20% safety margin on the rear axle. This margin is not quite as much as one would have with a DRW, but how much excess capacity does one need?
Inasmuch as I also have the same tires and wheels on the front axle, I have a tremendously improved margin of safety there over that of a standard oem dually whose tires/wheels are maxed out at about 2800 lbs each in that wheel position. (An oem single dually wheel is not as strong as an oem wheel intended for use in a single application.) The impact from a pot hole that would bend or break a stock dually wheel on the steer axle of a DRW pickup (and probably destroy the tire as well) could be absorbed without damage by the tire/wheel combination on the front axle of my SRW pickup.
Given the above, between an oem DRW and a properly modified SRW, which is the safer vehicle? Take your choice, I'd say, as the safety margins are higher for the DRW on the rear axle and the modified SRW on the front but both exceed the requirements, which to me, is the point.
pupeperson wrote: In part of Tex Garcia's post he said: "A 245/50R22.5 has a capacity of 10,500lb. ( a super single)" The actual size of that tire is a 445/50R22.5.
In another part of his post, Tex said: "This math will not happen in the pick up truck application. If you remove 4 ea. tires from a pick up truck and each is rated at 2,600lb and you replace them with 2 tires and each is rated at 3860lb you still have a deficit of 2,680lb. And look surprise, surprise, if the difference is about the same as a dully that just had a blowout on one of its tires."
Notwithstanding the above, on my pickup (SRW) I replaced the 2 rear tires rated at approximately 3160 lbs each at 80 psi with 2 tires rated at 5070 lbs each at 110 psi. (The wheels on which these tires are mounted are only rated 5,000 lbs each, however, so we'll work from that number.) 2 x 3160 = 6320 lbs. 2 x 5000 = 10,000 lbs. 10,000 - 6320 = 3680 lbs. This increase, which would allow 10,000 lbs on the rear axle, is far more than needed in my case. The highest rear axle loading I have experienced on this truck is about 7750 lbs, which gives me more than a 20% safety margin on the rear axle. This margin is not quite as much as one would have with a DRW, but how much excess capacity does one need?
Inasmuch as I also have the same tires and wheels on the front axle, I have a tremendously improved margin of safety there over that of a standard oem dually whose tires/wheels are maxed out at about 2800 lbs each in that wheel position. (An oem single dually wheel is not as strong as an oem wheel intended for use in a single application.) The impact from a pot hole that would bend or break a stock dually wheel on the steer axle of a DRW pickup (and probably destroy the tire as well) could be absorbed without damage by the tire/wheel combination on the front axle of my SRW pickup.
Given the above, between an oem DRW and a properly modified SRW, which is the safer vehicle? Take your choice, I'd say, as the safety margins are higher for the DRW on the rear axle and the modified SRW on the front but both exceed the requirements, which to me, is the point.
You are right, first in the fact that I mistyped the size of the tire. So you know the tire I am referring to. Also my math is based on the typical stock SRW vs. DRW LT application. It sounds like you have a real truck tire. Most people compare the standard LT tires on a stock dully and compare the tire rating of an “E” rated tire. If in fact you have 2 tires with a combined rating of over 10k then I would say you have accomplished the same thing. Your tires will most likely last longer and give you better fuel mileage when towing than a stock dully. Also I would say if you are not over your GVWR of GAWR then you have found the perfect combination for your application and have no need for a DRW truck. I have a customer who singled out a F-450 pickup. Then he changed the bed for a SRW bed. The thing looks bad A$$. Tows great and is still within all his capacities.
Nothing real special (except how much I like it, and how well it works). Strangely enough, there's a typo in their description of the tire size on my truck as well. They say it has 245/70R19.5's and they're really 265's, load range G. It also has upgraded rear brakes, far heavier shocks, air bags w/ inside control, SBC dual disk 3250 sprung-hub clutch, traction bars, PRXB exhaust brake and a few other "goodies." It handles my HR Next Level 38cks with ease.
Nothing real special (except how much I like it, and how well it works). Strangely enough, there's a typo in their description of the tire size on my truck as well. They say it has 245/70R19.5's and they're really 265's, load range G. It also has upgraded rear brakes, far heavier shocks, air bags w/ inside control, SBC dual disk 3250 sprung-hub clutch, traction bars, PRXB exhaust brake and a few other "goodies." It handles my HR Next Level 38cks with ease.
WOW,
That looks like it could have left the factory like that. That’s a good fit. Nicely done.
A Ford F-350 Crew Cab SRW LB Diesel has a GVW of 11,200lb
Not to nitpick, but the GVWR of that is 11,500 lbs. I should know.
I also run Ricksons.
If you don't mind my asking, about how much did the rims and Rickson tires cost? I have an 05 Ford and have been considering upgrading but haven't had a chance to check pricing or find dealers. You can PM me if you want.
A Ford F-350 Crew Cab SRW LB Diesel has a GVW of 11,200lb
Not to nitpick, but the GVWR of that is 11,500 lbs. I should know.
I also run Ricksons.
You are right, I listed the GVWR for a 2wd truck. My bad. But of course my point was that this SRW truck has a higher GVWR than some DRW trucks. So, the argument of DRW vs. SRW gets kinda fizzy right about here. It just makes for a compelling reading. It also makes me wonder why Dodge lowered the GVWR on this truck so bad. I mean I almost bought one last month. Till I looked at the door. I was like WT…? So now I may be back at looking at a truck like yours. I really don’t want another Powerstroke. But, I don’t want to run over my GVWR.
BTW I prefer SWR for my daily driver. So I’m stuck.
If you don't mind my asking, about how much did the rims and Rickson tires cost?
Hey Rod,
A hair north of 3K. Worth every penny too. I hear the Alum wheels I got, made in USA, are not currently available. Choices now seem to be steel wheels, (much heavier) or the Chinese Visions which in my understanding do not have an offset and lugs favorable to 2005 and newer Fords.
If you don't mind my asking, about how much did the rims and Rickson tires cost?
Hey Rod,
A hair north of 3K. Worth every penny too. I hear the Alum wheels I got, made in USA, are not currently available. Choices now seem to be steel wheels, (much heavier) or the Chinese Visions which in my understanding do not have an offset and lugs favorable to 2005 and newer Fords.
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