New Truck Considerations

[Ltngdrvr]

Well, the F350 with 10K GVWR option adds a tad over $1500 to the price.
Don't see exactly what it adds equipment-wise though, and it apparently doesn't change the tow rating.

 

[AH64ID]

Well, the F350 with 10K GVWR option adds a tad over $1500 to the price.
Don't see exactly what it adds equipment-wise though, and it apparently doesn't change the tow rating.

Over a F-250? or just to select it?

Looks like all F-350’s have the 30K GCWR, so the 10K GVWR 350 will have the highest available towing capacity and the toughest drivetrain on the Fords.


All that being said, I’m still voting for a Ram. While there are more Ford hotshots now than years past Ram still takes the cake on longevity.

 

[Ltngdrvr]

Over a F-250? or just to select it?

Looks like all F-350’s have the 30K GCWR, so the 10K GVWR 350 will have the highest available towing capacity and the toughest drivetrain on the Fords.

Just looked it up on the towing guide, the f350 10K package has a LOWER 5th wheel tow rating than the F250, 14,900 pounds F350 15,200 pounds F250.

 

[AH64ID]

Just looked it up on the towing guide, the f350 10K package has a LOWER 5th wheel tow rating than the F250, 14,900 pounds F350 15,200 pounds F250.

The F-350 likely weighs 400 lbs more, most of which is likely in that rear axle. Just like a Aisin is rated lower than a 68RFE in the same configuration because the Aisin is heavier and all OEM ratings are based on the gap between GVW and GVWR.

So it’s not surprising, but as you said the important number is the GVWR not as much the GVW for what you’re doing.

At the end of the day the 10K F-350 should last longer and handle the weight better. The 10K F-350 is the same F-350 as the higher GVWR with a different door sticker.

 

[gsbrockman]

Just looked it up on the towing guide, the f350 10K package has a LOWER 5th wheel tow rating than the F250, 14,900 pounds F350 15,200 pounds F250.

You never hit the scales anyway......stop yerrrrr whining!

 

[Ram4Sam]

Don't understand this at all.

My RAM spent plenty of time in the shop over the years.

There's no telling which truck might be in the shop more or less.

Body shop time doesn't count......

Merry Christmas everyone......

Sam

 

[Ltngdrvr]

You never hit the scales anyway......stop yerrrrr whining!

Not a matter of scaling it, they only care about axle weights and being over gross, it's a matter of what some DOT inspector might want to look at, got stopped and DOT'd just the other day, passed with no issues.
And, I'm not whining, I'm perfectly fine with a 3/4 ton standard GVWR truck.
My 2012 F250, that had an even lower tow rating than a 2021, hauled everything I needed it to.
If RAM would just hurry up and bring out the new HD trucks with the cab of the current 1500, I probably would just stick with a RAM.
And, I may not change trucks at all, may give up the whole deal and go back to a regular job, or retire all together!

 

[Ltngdrvr]

Body shop time doesn't count......

Merry Christmas everyone......

Sam

Spent way more time in the regular shop than it did in the body shop.
Was in the shop a full month when the valve spring broke.

 

[Cummins12V98]

My brother has a 2020 F-250, prior to that he had a 2019. He said you have to be careful when you stand on it, even loaded, it will accelerate so quick you will need to get in the passing lane first. He also said the exhaust brake works pretty good when you down shift several times to get the rpm's up. He likes the 250 over the 350 for the ride and says it will pack a load fine.

What I have found over the years, is, with a high profile wind resistant load, you don't need much exhaust brake. Sometimes even down hill requires some power.

https://www.tractorbynet.com/forums/trailers-transportation/153558-brand-bashing.html

He pulled this load over the mountain out of Raton, NM in 4 gear, 3.55's at 55 MPH with his '19.

View attachment 126024

Personally I would not tow that load with the truck setting like that!

 

[Ltngdrvr]

Personally I would not tow that load with the truck setting like that!

Why???
It's not tail dragging that bad.

 

[Ltngdrvr]

And, I was looking at the wrong towing number on the F250, not 15,200, actually 15,800, so the F250 10K GVWR has quite a bit higher tow rating than the f350 10K GVWR.

 

[AH64ID]

And, I was looking at the wrong towing number on the F250, not 15,200, actually 15,800, so the F250 10K GVWR has quite a bit higher tow rating than the f350 10K GVWR.

15,200 is how I read it if it has the 9.9K GVWR option.

100lbs of GVWR difference equates to 800lbs of towing difference. I guess they are assuming 12.5% tongue weight.

Tow rating numbers are mostly useless anyhow, as tongue weight and cargo play a much bigger role than they want you to believe looking at the brochure.

 

[HVAC2]

My only suggestion, and I have a 2wd is get the Laramie upgrade. The seats are very comfortable and this one had very few options added. Sticker was 62k. Got it for 48k. But it sat on a Michigan lot for 2 years.
So far very happy with 2wd. It is lower and very smooth ride for a HD. But, I have 30k tow strap in the rear floor compartment just in case!

 

[HVAC2]

My only suggestion, and I have a 2wd is get the Laramie upgrade. The seats are very comfortable and this one had very few options added. Sticker was 62k. Got it for 48k. But it sat on a Michigan lot for 2 years.
So far very happy with 2wd. It is lower and very smooth ride for a HD. But, I have 30k tow strap in the rear floor compartment just in case!

Also. I wore out and he Andersen. Cone material gone. So I now just drop 1200 lbs on the ball and the ride is incredible. It's a game changer big time.

 

[HVAC2]

Also. I wore out and he Andersen. Cone material gone. So I now just drop 1200 lbs on the ball and the ride is incredible. It's a game changer big time.

View attachment 126032

It does stick out in the back. Too heavy to take out.

 

[Ltngdrvr]

15,200 is how I read it if it has the 9.9K GVWR option.

100lbs of GVWR difference equates to 800lbs of towing difference. I guess they are assuming 12.5% tongue weight.

Tow rating numbers are mostly useless anyhow, as tongue weight and cargo play a much bigger role than they want you to believe looking at the brochure.

I don't really care much what they claim for cargo capacity or any of those ratings, all I ever look at is axle ratings and tire ratings, which is all any DOT inspector will ever care about or check, and they rarely even do that.

 

[Tuesdak]

Spent way more time in the regular shop than it did in the body shop.
Was in the shop a full month when the valve spring broke.

What trouble have you had and how many miles on your truck now? Do you have any serious grades to deal with? Did you loose any of your loads due to a breakdown?

When you look on the ads, CL for example, you see one theme: Cummins Pickups going for stupid money with extreme miles. Generally in the 250-300K on up range. It's rare to see ads for Ford or GM diesels with over 200K on them. (Late model that is not 20+ year old antique junkers.) Further Ford had a moment of brilliance when they tried to get the Cummins in their pickups. The bulb broke, leaving brilliance in the dark, and Ford after being let down by Navistar decided to do an "in house" diesel. Ford has had better luck than GM with their diesel choices, but, WTH does Ford know about designing a diesel engine? More importantly did they keep the GM style Beancounters away from it enough? Isn't that a C H E A P proven unreliable CP4 that isn't known for going the distance under the hood? Even GM knows better and so does Cummins after learnin the hard way.

Clearly my POV is to select the best collection of parts that will go down the road without trouble. Further OEM's like to short cut the expensive research and let the customer do it with a short warranty. Improvements come out in the next model year. So Ford is behind the "8 Ball" with a proven POS CP4 and an unproven transmission. Maybe you get lucky. Looking at the transmission carnage I have been through hauling RV's and auto parts around... You can't hardly put a good enough transmission behind a diesel. The transmission is "easy button" warranty. The CP4 is not as fuel quality, or lack of, can make it's failure an out of pocket expense, insurance claim, or fuel station lawsuit. There is no point in arguing about the cheap CP4 vs. a million mile capable CP3: you know the risks and my beancounter point is clearly made.

A couple more thoughts on @AH64ID "Ram offers the 10K GVWR 3500 C&C."

The engine is de-rated and that means longer engine life. Aisin, a Medium Duty transmission, is also a advantage. Sure the OEM trans may do ok, but, the odds favor the HD trans. TCO for that is your call. License plates and insurance may be different. For example a 3500 in AZ has to have commercial plates where 2500's do not. And any 3500 with a plain cargo trailer 1/2 a day's drive from Phoenix got a BIG TARGET on it by the DOT for possibly running "dirty" commercial. It's enough to consider putting "Not For Hire" on the sides of my white 3500.

New... Maybe look for 1-2 year old used and save the dealer lot $10-20K hit off the cost of a "newer" pickup.

 

[Cooper_D]

With the Ram you get the Turbo Diesel Register!

Lots of great info and good knowledgeable people to help you out when you have a question, but you already figured that out or you wouldn’t be on here asking questions.

 

[Ltngdrvr]

With the Ram you get the Turbo Diesel Register!

Lots of great info and good knowledgeable people to help you out when you have a question, but you already figured that out or you wouldn’t be on here asking questions.

Truth is, I came here after getting fed up with all the crud going on on the cummins forum.
You will find that I don't ask too many questions, and only occasionally look for opinions, pretty self sufficient usually. But, I do like helping answer other peoples questions when I can.

 

[Wayne M.]

I have extensive experience with F Super 350-550 in all years. I have no Ram experience after my own ‘04- only what I take as truth here on the TDR.
That said, FoMoCo’s parts operation ABSOLUTLEY buries FCA’s both in availability and price.
It’s my obersvation that the competition gap between brands F and R have tightened up dramatically in recent times.
Brand F has improved their reliability since the 6.0/6.4 days and Cummins has certainly diluted their formula for a bulletproof mill, but it’s still a true medium rated piece.
The choice was once easier than it is now.
If it were me, and I were hotshotting, I’d probably stick with Ram. I like the haulers posts in this thread.