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 > Your search for posts made by 'RoyJ' found 87 matches.

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RE: just saw my 1st 2020 F-350's

If anyone has ever ask an engineer to explain something to them , you will understand what I just went through, after an hour and 45 minutes of talking to a power train engineer he finally got down to the nuts and bolts and told me the transmission fluid is designed to Run at a certain temperature, he said that because the transmission shifts are controlled by solenoids, that having the fluid a certain temperature , they know what the viscosity and the flow characteristics of the fluid is ,So they can maintain optimum shift quality I once drove a Prevost tour coach, Allison BR500 transmission, and the wiring harness with the temp sending unit shorted out. The coach shifted harder than a Mustang with a shift kit...
RoyJ 01/19/20 01:29pm Tow Vehicles
RE: Winch Option with the Tremor Package

Nice option, but as said around the 3min mark, doesn't demonstrate much... If they set the parking brake, it'll at least create around 4000 lbs of drag. Assuming empty tandems weigh 5000 lbs, and 80% coefficient of friction.
RoyJ 01/16/20 08:10pm Tow Vehicles
RE: My Amazing 12-year old battery...

There're also battery testers that measure the inductance/resistance of the lead cells, essentially a modern version of the carbon pile load tester. One of the quickest ways a battery dies is sulphation - leaving it in a less than full state of charge. Unlike lithium ions, lead acids LOVE to be kept at 100% charge. I have 14+ batteries between my vehicles, toys, equipment, etc. All except my daily drivers sit on a tender at 13.0 - 13.4v
RoyJ 01/16/20 08:05pm Tow Vehicles
RE: The TFL guys bought a 7.3L

Get a diesel for the performance, get a gas for occasional light duty-cycle usage. Personally, if I'm buying a $70k truck, it'll be a diesel. If I'm buying a 10 - 20 year old truck, I'll likely find a lower mileage gas. A lot of the diesel financial calculations ignore the operating cost. One replacement on an injection pump / injectors, turbo, EGR/DPF/SCR system, and you've wiped out the entire lifetime worth of savings. Then add in the higher oil change / fuel filters, it doesn't make financial sense if I'm using it 3 months / 3k miles a year (RV use). Very few modern gas engines need anything beyond oil and filter changes. Yes, there's the occasional lemon, but used engines are everywhere for cheap.
RoyJ 01/16/20 08:01pm Tow Vehicles
RE: Ford Increases GVWR for 2020 Trucks

This is why I believe GVWR is mostly marketing driven, very loosely based on real engineering specs. Given the same rear GAWR, why would a longer frame have greater GVWR? If anything, the longer frame is weaker (highly doubt cross section is changed). Why can't a short box carry the same GVWR? My guess is marketing doesn't want you to believe a long bed is less capable, so jacked up the GVWR to compensate for higher curb weight.
RoyJ 01/15/20 02:14pm Tow Vehicles
RE: Towing questions

As others have pointed out, your rear axle itself is safe. 3/4 ton trucks share the safe axle as a 3500, but under-rated to fit within class 2. Just make sure your suspension remain level to ensure enough bump travel, and avoid getting pulled over (onto a roadside scale) due to visually appearing to be over-loaded.
RoyJ 01/13/20 12:47am Tow Vehicles
RE: Chevy 8.1 truck with low miles?

We need to consider how OFTEN the truck is used. I bought a 1999 Ram 2500 V10 with camper pkg (dually springs), 100k miles, for around $3k US. It gets 11 mpg, but has 3k lbs payload, and cost me barely anything in maintenance. I drive it 2000 miles a year at most, mostly in the bush while hauling a Bigfoot. Sits 9 months of the year. This is what the old big gassers are good for - occasional heavy hauling. If you need the truck day in day out, or tow 10k+ lbs, then get a modern diesel or the 6.4Hemi/6.6 GM/7.3 Ford with 8/10 spd transmissions.
RoyJ 01/12/20 01:26pm Tow Vehicles
RE: Jeep Ecodiesel, vs Pentastar, vs Ram Hemi, vs Ford Godzilla

Heavy duty trucks with gas engines turn into turds when you strap on a big trailer and hit a grade. It'll only be disappointing if your expectations are unrealistic. More precisely, NA engines turn into turds towing uphill at elevation. As Ford EBs have proven, they can be monster towing machines (fuel economy and longevity is another story compared to diesel). On the other hand, I've owned "NA" Detroit Diesels that were absolutely turds at elevation.
RoyJ 01/07/20 04:59pm Tow Vehicles
RE: F450 vs F350 SRW payload

Not sure I agree with tire load ratings not having a factor of safety applied to them. As an Engineer, I can't think of a single assembly or component of most anything that isn't designed with a factor of safety. With the exception of intentional "weak links", for example shear pins. You want to rely on it breaking at a certain stress to protect the rest of the assembly from overloading. I'll say tires 100% have a substantial factor of safety built into their published load ratings. While everything has some form of factor of safety, what I meant is tire ratings are never "sandbagged" for marketing purposes. In the context of OEM axle and GVW ratings, where ratings are low to meet a "class" or boost sales of a higher class - I've never seen Michelin sand-bag a 245/75r16's rating to boost sales of 265/75/16 tires! So we can safely assume all tire ratings of equal factors of safety. This is not the case with the axle - as per Ford's chart, an F450 rear GAWR has nearly 200% factor of safety, ON TOP OF whatever factor of safety is already built into the axle (as we ca safely assume the F550 won't fail at 50 lbs over rating).
RoyJ 01/06/20 11:09am Tow Vehicles
RE: F450 vs F350 SRW payload

^^^^ The thing is the GAWR of the F450 pickup is the same as the GAWR of the F350 4x4 pickup.The 4x2 F350 is a little more. More than likely the axle rating is limited on the F450 not by the axle itself but by the truck's rear suspension. We always talk on this forum about what it is to overload a truck .... is it going over the axle rating? or the tire rating? or the GVWR? and when it comes right down to it the little bit of weight that most of us consider putting on our trucks would never hurt anything anyway. An F450 is certainly more truck than most any RVer will ever need. Even my little F350 SRW has had 11,000 lbs of payload on its back and the tires didn't pop, the frame didn't break and as far as I know there was no ill consequence. If I had an F450 I certainly wouldn't be afraid to load what needs loading on its back. In the order of consequences, 1) being most severe for "overloading": 1) Tires. Going over can mean imminent failure at high temp / speed. There is zero marketing built into tire load capacities 2) Axle limit from axle OEM - mostly driven by bearing load and housing strength. Again, very little marketing - when was the last time we saw a full page Dana S110 on social media? 3) Truck OEM axle rating - which includes suspension, brake, and the above. Now we're starting to see affects of marketing / legal / EPA / SAE... 4) Truck OEM GVW rating - heavily affected by factors beyond pure engineering specs, i.e. to fit within a "class" According to this, the F550 uses the exact same 1.64" M300 as a F450 pickup, with a 14,706 lbs rating. So with upgraded leaf packs, I feel you can safely load well above the 9,900 lbs factory rating: https://cimg6.ibsrv.net/gimg/www.ford-trucks.com-vbulletin/1297x975/5bb032c4_5e8e_4f1b_9666_0470746a143d_c72bea6311a80916bf5014114f3154b5026ac897.png
RoyJ 01/03/20 10:13am Tow Vehicles
RE: F450 vs F350 SRW payload

No Ford claims the F350 has a higher carrying capacity than the F450 has ..... it's some of us on here that have a hard time believing Ford is being up front with what they're talking about. Cummins, What would you say is the limiting factor on what an f450 can carry? Is it the suspension? The Frame? What about the F350? I think the F450 is limited by its suspension. I think the F350 is also limited by its suspension and I'm guessing they both have the same rear srings, unless you go to the 2 wheel drive f350.... then you get suspension rated to carry a little more. The f450 has more braking, stronger axles, more wheel bolts and same frame. The tires I don't know, but I'm guessing maybe the 19.5 tires are rated to carry more than 17's even though the 17's have bigger tire to road contact point.... the 19's can likely take more air? Without modifying the f450's suspension I don't know how you claim it is built to carry more than what its suspension is rated for? Not 12Vcummins, but here's my 2 cents. I highly doubt the axle / brakes / wheel / tires are the limiting factor, as we all agree it's an upgrade. Leaving frame as the only possibility. Since Ford doesn't release all the specs, we have to performed educated guesses. A pre-gen F550 used 36,000 psi steel with 10.1 in^3 section modulus. Multiply we get 363,600 in-lb, or 30,300 ft-lb of bending moment before the frame snaps in half. Ford claims the new SD frame is between 50,000 - 80,000 psi, let's take 65,000 psi as average. We don't know section modulus, but GM HDs use 6.811 in^3, let's assume they're similar. 65,000 x 6.811 = 442,715 in-lb or 36,893 ft-lb. So the new F350/F450 pickup frame is roughly 20% stronger than an older F550, which carried up to 19k lbs GVW. I don't see frame a a limiting factor either. In conclusion, I'd feel pretty safe loading up to the rear GAWR on a new F450. Beyond that it'll be difficult to compare as the chassis cabs use a different axle.
RoyJ 01/02/20 04:28pm Tow Vehicles
RE: F450 vs F350 SRW payload

There is a lot of stuff that just doesn't make sense. Ford is spending piles of money on advertising literature to tout the payload rating of their Super Duty pickup. I've never read anything where they bragg about the 9900 lb axle rating of the F350 drw and I can't find the axle rating for the 2020 F450. Would it not make a lot more sense for Ford to give the F450 a 16900 lb GVWR if that is what it is designed for? Then advertising payload numbers would make sense. The odd person who buys an F450 for hauling groceries could opt for a 14k gvwr sticker or 10k if they'd rather and it would all make sense. If Ford wants their customers to buy the F450 to haul the 7000 lbs of payload that it was designed to haul and if the gvwr is only there to satisfy SAE why don't they advertise axle capacity or at least avoid touting payload numbers? In 1993 my 3500 srw crew cab long box had a gvwr of 9900 lbs. Now Ford and Ram SRW 3500s (maybe chevy as well?) are at 12400 lbs. Is this due to design changes or because over the years SAE has increased allowances for the 3500 SRW series trucks? It seems if you want to know a truck's payload number you must ignore the advertising literature all the tow/haul rating charts and the door post payload stickers. Look at the axle rating if you can find it. Except in the case of the 2500 series truck. In the 2500 series truck loading to the axle rating will likely overload the suspension. You must guess to come up with a true payload number for the 2500 series trucks unless you can find the manufacturers rating for the suspension. I assume the 1500 series trucks can be loaded to the rear axle rating as well or do they fall in the same segment as the 2500 series where we need to take a wild guess? Are the towing charts false information as well or just the payload charts? I think maybe maximum trailer towing weights are overstated and truck payload numbers are under stated. Now what about my 5ver? Citation rated the axles at 7000 lbs but Dexter rates them for 8000 lbs. Who do I listen to there? Does the gvwr of the 5ver mean anything? I built a motocycle lift for the back of my 5ver that puts me over my trailer's gvwr so I hope that number is as meaningless as it is on the trucks. So far the frame seems to be hanging in there. To start, the 1/2/3 "Class" rating limits how high OEMs can go in terms of GVW. Above that, EPA/SAE/DOT mandates a higher class for fuel economy, emissions, heck, even taxation reasons. For a class 3 non-cab chassis, we're limited to 14,000 lbs. Having a 10k+ rear GAWR won't gain anything in the marketing department - they still can't advertise a payload that puts you over the GVWR. With curb weights on modern Ram duallies approaching 9,000 lbs, we're limited to 5k payload even with a 20k lb rear axle. The other factor, which you mentioned, is OEM GAWRs encompasses all sub-components, such as brakes, tires, and suspension. If they didn't neuter the axle OEM's ratings, then they're have to run very heavy rear springs + 19.5s, both of which give a ride quality unacceptable to class-3 duallies, especially luxry Platinum/Laramie/LTZ models. Personally (speaking as a mechanical engineer), I believe you can safely exceed the rear GAWR, if your tire/wheel assembly + suspension is upgraded. By "suspension" that may include leaf attachment points, or control arm / arm bushings, etc. As for the frame, you'd have to calculate its ultimate strength (steel ksi rating x section modulus), and compare it to a Class 4/5 truck with higher GRAWR ratings, to see if it's a limiting factor. Then you have to deal with legalities, here in BC, you cannot exceed OEM GAWRs no matter what. In the end it's not worth it for most people.
RoyJ 12/29/19 02:20am Tow Vehicles
RE: 2020 Powerstroke stock dyno numbers

Not sure if those curves are with or without the nitrous, but on the bottom right of that gaph it does show 409 hp/775 lb-ft on the bottom run, and 523 hp with what appears to be 992 lb-ft on the top run. I am guessing the 409 hp run is stock and the 523 hp run is nitrous. I edited my post above with more details, see what you think. http://assets.trucktrend.com/uploads/sites/2/2019/12/005-2020-6.7l-power-stroke-dyno-test.jpg? height=510 width=765
RoyJ 12/26/19 02:06pm Tow Vehicles
RE: 2020 Powerstroke stock dyno numbers

Guys, I think the MotorTrend folks read their dynos wrong. Each lower curve matches up to an upper curve, so the correct readings are: ~405hp and ~990lb-ft (presumably with nitrous) ~410hp and ~990lb-ft, but peaking later in rpm, without nitrous If we go by the number at the bottom of the graph, 409hp and 775lb-ft, that means the curves closer together are matched up, but... There's no way the PS is making 350 lb-ft of torque at 2000 rpm, but also 250 hp - that's mathematically impossible. 250 hp requires: 250*5252/2500 = 525 lb-ft of torque If we use the set of curves I proposed - match one from the lower pair to one from the upper pair, then the hp vs torque values match up perfectly.
RoyJ 12/26/19 01:51pm Tow Vehicles
RE: Chevy's I4 2.7 turbo engine

V-8 is just loafing along while the nervous little pumped up 4 cyl is screaming its' guts out. Which one is going to last longer? I know what I would buy. B.O. The v8 would be screaming more than the turbo four or six. I hope GM's 2.7 four works out well for the OP's son. My 2.7 ecoboost is light years better all around than my last GM 5.3 liter v8. Way more torque at much lower rpm than a comparable v8. Better mileage too. But yes, a v8 sounds better but I like sounds of the turbos too. Nailed it! Tired of all the old farts stuck in 1980s mindset, where 4 cyl "scream", and V8s "loaf". Have you nay sayers driven modern forced induction 3/4/6 cylinders? Their power curve resembles a little diesel - torque right off idle, and don't make much power above 4500 rpm. Modern NA V8s, on the other hand, do "scream". That's how they make power. Not saying which is better or worse, just facts about screaming and loafing...
RoyJ 11/25/19 11:54am Tow Vehicles
RE: Lowering TV tire pressures

Load charts are about load, not wear. You can have two different vehicles, weighing the same using the same tires that will need very different pressures to give optimum performance because they are very different in other ways and uses. The tire manufacturer doesn’t know how the tire will be used in every case, only how much weight it can support at a given pressure. For a given class of tire (Class 3 - 5 trucks), how much can the intended use differ? I'd imagine A Ram 3500, vs F450, vs Silverado 3500, all towing a 30k horse trailer, or carrying 5k lbs of cement in bed, would put very similar loads on a tire - mostly vertical. NASCAR is a whole new extreme, where a 3000 lbs car can weigh 10,000 lbs on a steep enough embankment, and generate over 7000 lbs laterally. Therefore the tire loads are significantly different than say, a street going Camry.
RoyJ 10/08/19 12:13pm Tow Vehicles
RE: Ford 6.7L 1050 ft lbs TQ at 1,600 rpm, 475 HP at 2,800 rpm

What was thought behind 12K fronts and 46 rears? It would seem that you would over on the fronts before you got to take advantage of the 46 rears? I am not sure I have seen that combo before. To be honest I'm not sure, our axle limits are no different than down south. But we do have a lot of mountain passes in BC, and crappy weather, and 132k B-trains, so perhaps it's done strictly for durability reasons (in a GCWR sense). Either way, the axle capacity to gross combined ratio is much higher on a semi than these new crop of 37,000 lb towing duallies. I can tell you grossing 100k on a triple axle reefer feels more stable than towing 20k 5th wheel on a dually. You feel the combination is designed for it.
RoyJ 10/07/19 02:50pm Tow Vehicles
RE: Ford 6.7L 1050 ft lbs TQ at 1,600 rpm, 475 HP at 2,800 rpm

A better comparison would be tow truck's total GAWRs vs total towing weight. A tractor typically have 44k rears with 13k fronts. That's 57k for 80k combined weight. A dually has 10k rears and 6k fronts, at best. That's 16k for 40k+ combined. So the semi tractor has a much better running gear toughness to GCW ratio.
RoyJ 10/06/19 02:18pm Tow Vehicles
RE: Toyota Highlander and 26' Trailer

GCWR is just a performance and longevity rating. Not everybody needs to tow their trailer up davis dam grade in the middle of summer, and most folks only tow infrequently. As long as his hitch receiver is good for it, he's probably fine, even though there is certainly better tools for that task. This needs to be emphasized! GCWR is not a legal spec - no DOT / Transport Canada dept that I know of enforces it. What is enforced is GVWR. Personally (as a ME), GAWRs are the "hard limits" that should not be exceeded. It includes your tire, suspension, axle bearing, AND braking load limits. Could the setup work? If he used a Hensley, it could work safely. It gets rid of the short wheelbase concern, and can keep both axle / GVWR under limit. A highlander has 1340 lbs payload - higher than some Ram 1500s that are rated to tow 10,000 lbs. Of course, if he overheats and burns up the engine / transmission, kiss the warranty goodbye - that's where GCWR kicks in.
RoyJ 10/03/19 11:16pm Tow Vehicles
RE: 2020 Chevy 2500HD Gas

I don't beleive you could get a 3.42 in a gasser 3/4 ton. That would make it largely worthless as a heavy duty truck unless strictly for hauling 3-4 or a ton in the truck bed. It wouldn't pull a ..........nevermind, my dads old saying for this isn't family friendly! You have to take trans ratios into account when looking at rear end ratios. A 6L90 with 3.42 is equivalent of a 4L85 with 5.54 diff ratio. 4.02 1st gear vs 2.482. To call a 2008 6.0L gasser (4L85) with 5.54 ratio "worthless" is a bit of an exaggeration...
RoyJ 10/03/19 09:16pm Tow Vehicles
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