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 > SRW vs DRW

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twodownzero

NM

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Posted: 01/21/19 10:12am Link  |  Quote  |  Print  |  Notify Moderator

klr650goldwing wrote:

Is there a general rule regarding how much weight is okay for SRW and how much is too much? We are thinking of a larger 5er and not sure how much larger will require a new truck too.


The rule is GVWR. You can pull more than you can carry. Once you run out of payload, that's it. Even if you could, in theory, pull more, once any one rating is busted, you're done.

Older trucks had far less payload than the newer ones. You'll find some SRW trucks with GVWRs over 11,000 pounds, where they were closer to 9k 20 years ago and 10k 10 years ago. DRWs are closer to 14k pounds, whereas they were 10k 20 years ago and 12k 10 years ago. The trucks of today are themselves a little heavier, but most of the increased GVWR has become increased payload capacity.

Just to give you some numbers about my truck so you can see how I do the calculation:
Truck unloaded vehicle weight (UVW): 7,200 (this is full of fuel, no passengers)
Truck GVWR: 9,900

Payload capcity: 9,900-7,200 = 2,700 pounds.

Trailer UVW 9,200
Trailer GVWR 13,500
Trailer pin weight empty: ~2,180

GWWR - UVW - pin weight = 520 pounds of remaining payload for me, my dog, and whoever else is in the cab.

Which shows I'm a little tight on weight for passengers and gear. Fortunately it's usually just me and the dog, with enough payload left over for a passenger. All of our gear goes in the trailer to keep us within GVWR.

DRW truck of the same year would give me another 2k pounds of GVWR. Certainly that would greatly increase the total combination weight I could have on board.

Just so you have an idea, GCWR is 23,500 for my truck. Total weight the last time I went over the scales was 16,500. That means in theory the drivetrain can pull another 7,000 pounds. Realistically, there's no way to load the truck and trailer in such a way to make that possible. While I could probably put something pretty heavy in the back of my toyhauler and have similar pin weight, I highly doubt I could get to another 7k pounds without overloading the GVWR. And in any event, My trailer's GVWR would be busted before that happened; it has 6k lb axles.

Hope this real world example helps.

azdryheat

Tucson, AZ

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Posted: 01/21/19 10:12am Link  |  Quote  |  Print  |  Notify Moderator

I go by payload rating. My 2500 had a payload of 1800 pounds but it handled my 14,500 pound trailer well. In anticipation of getting my toy hauler we got the dually with a 5,000 pound payload. Our Voltage has 3,500 pounds on the pin (CAT scale) and we have no worries.


2013 Chevy 3500HD CC dually
2014 Voltage 3600 toy hauler
2011 Harley Ultra Limited
2016 RZR 900


Old-Biscuit

Verde Valley

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Posted: 01/21/19 10:18am Link  |  Quote  |  Print  |  Notify Moderator

Simple answer.........
Your current 2011 Crossroads Cruiser, CF325CKP is what your current 2004 F350 SRW is capable of.

Go heavier (more then 12K GVWR) and you will need new truck

Simple.


Is it time for your medication or mine?


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twodownzero

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Posted: 01/21/19 10:19am Link  |  Quote  |  Print  |  Notify Moderator

azdryheat wrote:

I go by payload rating. My 2500 had a payload of 1800 pounds but it handled my 14,500 pound trailer well. In anticipation of getting my toy hauler we got the dually with a 5,000 pound payload. Our Voltage has 3,500 pounds on the pin (CAT scale) and we have no worries.


A payload rating of 1,800 pounds is hardly enough to have passengers in the truck, much less anything in the bed. Your previous truck is a good example why keeping an eye on these ratings is important. There is virtually no 5th wheel out there with 1,200 pounds of pin weight.

lee worsdell

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Posted: 01/21/19 10:29am Link  |  Quote  |  Print  |  Notify Moderator

jay5er I run my dually thru a touchless all the time. if the mirrows go thru the rest will

ourjeeps

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Posted: 01/21/19 11:01am Link  |  Quote  |  Print  |  Notify Moderator

Having owned both SRW and DRW 1-ton diesel pickups, we'd say if you're pulling any substantial weight - go with the dually for safety, stability, and towing capacity.

Yes, as mentioned city parking is a pain. Yes you eventually have six not four tires to replace, Yes checking air pressure w/o extensions is a pain (so get some, tire pressure is critically important). Yes, as mentioned you can't use standard car washes... between hand washes, we just endure a slightly dirty truck.

OK - the story why we prefer dually's (now) for towing now after years of SRW towing - We were pulling a properly loaded wide-body, high capacity, 16-foot enclosed dual-axle trailer with a 1-ton SRW long bed, crew cab, diesel - a 2002 F-350 7.3L that we loved as original owners.

At freeway speed, the wife (driving) had a rear-wheel, full (60 degree) tread separation (tire carcass held) on the rear passenger-side BFG tire (Load Range E 80 PSI, properly inflated, not overloaded, not abused, 2-year old tire, nearly full tread) which was enough to throw the truck and trailer into a oscillation that almost caused us to leave the road surface (dual lane, separated freeway with shoulders) the safety chains held but the trailer tongue eventually decoupled from the ball, and the trailer ended up on its side on the road surface. The truck bed and tail pipe were severely damaged between the tire damage and trailer impacts to truck bed sides and tailgate. The trailer body and doors held, but one axle was bent.

Any way, several nice semi-truck drivers who saw the accident happening, pro-actively blocked the highway with their rigs to prevent secondary collisions. The wife was not cited by Arizona DPS's finest, who were only concerned about 1) our safety, 2) clearing the road, and 3) getting traffic moving again. If this had happened in the People's Republik to the west... well never mind...

Several friends with yes, fat-wide dually's - told us if this had happened with a dually, you'd calmly pull over to the shoulder and change a tire. Well as a result of the near-fatal incident, we now have a diesel dually as a tow vehicle, and personally comparing SRW and DRW, the increased stability is very noticeable, and no real change in ride quality/comfort (we're talking one-ton trucks right?!?! ;-) ). Ford's new "Sound Screen" acoustic glass on the higher-end rigs makes the cab much quieter at freeway speeds. If you ever crack a SS windshield or break a SS side window it's more expensive to replace however...

Can't say we love the DEF fluid, occasional city parking, and we're too wide for a standard car wash. But it tows GREAT and we're much safer if something goes wrong. We always say a safety prayer for the drivers/owners/families of large 5-ers and toy haulers with SRW tow vehicles, when they go by, or headed the other way, on the other side of the highway.

BTW, a body repair tip - if you ever get your truck bed severely damaged in an accident, look for a local "utility bed" company they usually have or know of, a yard full of new truck beds waiting for a new home.

We put a color-matching brand new 2016 steel take-off bed on our 2002 F-350 truck for 25% of what a body shop wanted. On the Ford Super Duty's, the bed bolt pattern/mounts and body lines matched from 1999-2016. The yard we patronized, had new Dodge, Chevy and Ford take-off beds stacked up ready to go. Always best to have a white truck too. Most work trucks are OEM white, hence most take-off beds are OEM white.

* This post was edited 01/21/19 11:12am by ourjeeps *


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BB_TX

McKinney, Texas

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Posted: 01/21/19 11:46am Link  |  Quote  |  Print  |  Notify Moderator

lee worsdell wrote:

jay5er I run my dually thru a touchless all the time. if the mirrows go thru the rest will

Haven't seen one of the old touchless washes without guide rails around here in a long time. All the automatic car washes have guide rails that dual wheels definitely will not fit between.

JIMNLIN

Oklahoma

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Posted: 01/21/19 12:00pm Link  |  Quote  |  Print  |  Notify Moderator

If your '04 F350 SRW is the tow vehicle I think it has a 6800 rawr. You should have your trucks axle weights but many F350 truck from that era rear axle can weigh in the 3300-3400 lb range. This leaves the truck with around 3400 lbs for a in the bed payload. Scaled axle weights can tell you the weight tale on the '04.

New gen F350 srw can have 7230 rawr minus approx 3500 lb rear axle weight = 3600-3700 in the bed payload.
The newer F350 SRW can handle up to around 14k-15k gross weight trailers. Over that and I would want a one ton drw for more rear axle capacity.

Now.... how much pin weight will a good size 5th wheel rv trailer add to a truck.
Much depends on the floorplan.
Also... a bigger player is a tandem axle trailer vs tri axle trailer. Some tri axle trailers have some very light pin weight percentages after loading to the max.


"good judgment comes from experience, and a lot of that comes from bad judgment" ............ Will Rogers

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4x4ord

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Posted: 01/21/19 12:39pm Link  |  Quote  |  Print  |  Notify Moderator

I don't want a dually for my 16000 # fiver but much heavier and I think duals are required.


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twodownzero

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Posted: 01/21/19 12:54pm Link  |  Quote  |  Print  |  Notify Moderator

JIMNLIN wrote:

If your '04 F350 SRW is the tow vehicle I think it has a 6800 rawr. You should have your trucks axle weights but many F350 truck from that era rear axle can weigh in the 3300-3400 lb range. This leaves the truck with around 3400 lbs for a in the bed payload. Scaled axle weights can tell you the weight tale on the '04.

New gen F350 srw can have 7230 rawr minus approx 3500 lb rear axle weight = 3600-3700 in the bed payload.
The newer F350 SRW can handle up to around 14k-15k gross weight trailers. Over that and I would want a one ton drw for more rear axle capacity.

Now.... how much pin weight will a good size 5th wheel rv trailer add to a truck.
Much depends on the floorplan.
Also... a bigger player is a tandem axle trailer vs tri axle trailer. Some tri axle trailers have some very light pin weight percentages after loading to the max.


GAWR does not matter in the real world. You will not overload an axle before you overload the GVWR.

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