3500 SRW Self Leveling Shocks

[TFucili]

Are we talking about upgrading wheels and tires on a SRW, or simply exceeding the tire weight rating?? I specifically went dually this round because with almost 4,900 on the hitch I was well beyond the tire rating of my last truck. I grew up running ridiculously overloaded, and thank the Man Upstairs that I lived to tell about it. No more.

 

[TCDiesel]

Having towed with a 2500, 3500 SRW, two 3500 DRW’s and a 4500......I’d be hard pressed in believing that four sidewalls (SRW) can offer the same stability as eight sidewalls (DRW) with a 25,000 lb trailer attached.....

It depends on Much, Road conditions, DRW do NOT do well on Snow and Ice, or in tight spots, Off Road, Etc , theirs also the legal requirements SRW just cannot meet.
Stability is limited to the Suspension DRW 3500 has the same DL and frame Axle Tubes as SRW, Road crown is much over come by SRW , those small DRW wheel suffer on road crown.27K or less properly dressed SRW will handle better and the Pros vs Cons favor the SRW.

SRW 3500s cannot legally pull 25K Wagon and I would not support violating laws or putting the Public or self at risk.

 

[Cummins12V98]

Ah! That makes more sense. You pulled a fast one over on me. LOL Those trucks look so similar. Nicely done sir.

Many did not know I traded for a new truck! It was kinda fun.

 

[Cummins12V98]

I'm looking/waiting for aftermarket shocks too. Can't find them anywhere... mine have 12k on them and handle my 5th wheel fine, not so much with my slide-in truck camper.

I think the rear air ride is not the best option for a slide in camper.

 

[Spike#38]

I think the rear air ride is not the best option for a slide in camper.

We have 10' Alaskan camper, also pull a 20' boat. Truck and factory air assist work very well. Had standard leaf and added air bags on my previous Dodge. Just want get better than OEM Shocks, but can't find any supplier.

 

[Cummins12V98]

We have 10' Alaskan camper, also pull a 20' boat. Truck and factory air assist work very well. Had standard leaf and added air bags on my previous Dodge. Just want get better than OEM Shocks, but can't find any supplier.

I think the OE are a good shock, they are US Made. Maybe the rears would be better if say Bilstein made some but I am happy with mine running full RAWR or bobtail.

 

[gsbrockman]

It depends on Much, Road conditions, DRW do NOT do well on Snow and Ice, or in tight spots, Off Road, Etc , theirs also the legal requirements SRW just cannot meet.
Stability is limited to the Suspension DRW 3500 has the same DL and frame Axle Tubes as SRW, Road crown is much over come by SRW , those small DRW wheel suffer on road crown.27K or less properly dressed SRW will handle better and the Pros vs Cons favor the SRW.

SRW 3500s cannot legally pull 25K Wagon and I would not support violating laws or putting the Public or self at risk.

So.....what does snow and ice, and tight spots (who tows in tight spots....where marginal additional width of DRW fenders really matters?) have to do with on road towing, and what is your definition of Off Road? Off Road can be off the pavement, or it can be through a pasture, or it can be on a trail.

Additionally.....I’m not buying the “do not do well on snow and ice” bit. Based on my experiences, a DRW can go nearly as well as a SRW.....

 

[TFucili]

Every trucker I know said super singles are more squirrely in snow and ice than duals.

 

[RVTRKN]

I’d believe super singles are more squirrely because more surface area would cause floating and ultimately slip. But a SRW LT is a little different. DRW needs weight to help in snow, so if you want to drive empty in snow take it slow and turn off EB.

 

[AH64ID]

I will admit I have never used airbags before, but I know several buddies that have them. In our conversations, they talk about certain pressures the truck rides better with certain loads. The fact that you can chose the comfort of the ride vrs the pressure of the air bags seems better than two modes. Once mine gets repaired, it'll be interesting if my opinion changes.

Aftermarket airbags and standard springs do require a finer balance of pressure.

I ran airbags on my 05 3500 and small pressure adjustments were needed for the best ride, and ride height was very important for that too.



This is simply not the case with the OE Auto-Level system. The OE springs are softer, better overloads, and the height settings are optimal for proper pressure at any load I've used... empty thru 7.2K RAW.

There is simply no need to adjust the bags beyond what the truck does itself. The ride is comfortable, VERY stable, and all I do is press ALT when RAW exceeds 4K lbs.

This is this last weekend. 24K GCW, with 7.2K on the rear axle. 265 miles of winding mountain roads, 65 of which were dirt and ROUGH. It handled the trip noticeably better than my 05... all at the cost of about .5 mpg.

 

[Wiredawg]

In the past, my GOLDEN RULE was NEVER exceed tire or MANUFACTURER axle ratings, which usually added up to more than the vehicle GVWR and GCWR manufacturer ratings.

NOW, I won't exceed ANY of them. Main reason is being safe and other reason is we live in a litagating society. And why not. If I got t-boned by an overweight vehicle and it killed someone in my family, I'm going for the throat.

And I drove MANY years up to 8KLbs over GCWR and know it CAN be done being extra careful. It's all about choices, risk, and consequences.

So, that's my two cents.

Cheers, Ron

 

[AH64ID]

In the past, my GOLDEN RULE was NEVER exceed tire or MANUFACTURER axle ratings, which usually added up to more than the vehicle manufacturer ratings.

By manufacturer do you mean Ram or AAM?

 

[Wiredawg]

I too agree with the maintenance can wait see your dad first.

I also am a part "TYPE A" but I only carry my two fuel filters in the truck at all times. These are switched out every fuel filter change. I use the two that are stored in the truck and replace them with new ones.

By manufacturer do you mean Ram or AAM?

AAM. I inspected suspension and brakes a lot to compensate. Another fact I used is building components to tight tolerances used to be very expensive, so it was a common practice to build 10 to 20 percent extra capacity into the component, but list it for less. Early automatics in diesels were the exception... they barely supported stock power and could not support added power.

Anyhoo, I don't subscribe to that methodology any longer, but it is good information to know.

Cheers, Ron

 

[AH64ID]

AAM.

I look at several things, but use the lowest rating which has always been tires for me.

It's harder to extrapolate data on a DRW than a SRW, as there ins't a wider version to compare to.

When I ran 19.5's on my 05 I had a 50% increase in tire capacity so the frame/axle/suspension came into play. Lots of research led me to the conclusion that tires were still the weakest link and not to exceed that.

I'm sticking with 18's on the '18, so tires are still my weak link. I'll load them up to every pound of their rating thou, and have already.

 

[Wiredawg]

I have to tell a side story that covers the LEGAL system addressing matters of vehicle weight and operation.

The US military assigns military members to investigate accidents or incidents. The investigating officer reviews operator training, equipment condition and proper use, weather and driving conditions, and any other contributing elements. When its discovered of the driver wasn't qualified or acted contrary to his/her qualifications, or the equipment was faulty or improperly configured, a determination of negligence or gross negligence can be determined. Negligence is when operator is ignorant of proper driving, operation, or configuration of equipment. Gross negligence is when the operator had training, knowledge, but CHOSE not to follow it.

So, if I were in an accident, attorneys could do an internet search and find my posts on the TDR and COULD sopoena my military driving record and prove if I knowingly configured and operated an overweight vehicle and, if not directly my fault, be charged with contributary gross negligence.

So there is the rest of the story. Just remember, ALL these lawyer commercials on TV for victims of accidents are not just limited to 18 wheelers and they know in a minute what facts to look for in accidents.

Happy trails y'all!
Ron

 

[Tunnel Vision]

I think the rear air ride is not the best option for a slide in camper.

Until you load one up and drive with one. There fine with my 40' fiver, but not for a top heavy 5k (Dry) slide in camper. There is simply not enough rebound with the factory shocks.