Ideally, I would like a 5100 series shock designed/revalved for a heavier load. I wonder if they do that?
Actually the size of the fuel tank is a function of the bed length, so an 8 ft bed will have the larger tank regardless of the cab configuration.Wandering Sagebrush said:Here's a thought... Go for the 8 foot bed and the extended cab. You give up gas capacity, but you can mitigate that by having your camper built with some gas can mounts on the back. My Ranger & Bobcat has two 3 gallon Rotopax on the back wall. The wheelbase for the CCSB will be roughly the same as the ECLB. You gain back the room in the camper by sacrificing some in the cab.
I can't imagine trying to turn a CCLB truck around on a tight road.
FWIW I had a large CDN distributor (Essex) inquire and was told for my vehicle the 5100 is valved the same as the 4600. I have 4600 rear (oem was leaking) and 5100 front (oem was bagged- 2 sets) Both models are enough of an improvement over stock new that, for the money I'll prob just replace with same when desired.Vic Harder said:Ideally, I would like a 5100 series shock designed/revalved for a heavier load. I wonder if they do that?
That's the key right there !Happyjax said:... so it will probably be which truck appeals to me the most.
Hey, I know it. We travel in remote areas. One of the top reasons I bought the truck we have was the ability to install a between the frame rails aux fuel tank. Stock main tank is 40 USG and although I can say for sure that we needed more on only one trip (North Canol) we have certainly made good use of having the additional range over the years (if only for peace of mind).Happyjax said:14 more gallons is nothing to scoff at.....
Sorry for the delayed reply...Bombsight said:How much difference did the Big Wig make? I'm about to install one.
Most of the Ford's showroom and online marketing literature will lead you into believing the F-250 and F-350 are "EXACTLY" the same trucks (except for the rear axle blocks). But, a closer look at Ford's Body Builder Layout Book will reveal differences. Perhaps not any that make a difference to most of us.Ace! said:Your questions can't be easily answered.
Some 3/4 and 1-ton trucks are EXACTLY the same physically. My F250 is EXACTLY the same as an F350 of the same year. The only difference in production is a block under the rear leaf springs that is 2" tall on the F250 and 4" tall on the F350. That is the ONLY difference (besides badging). Physically, they are the same truck. That doesn't mean it is the same for Chevy/GMC or Dodge, etc.
Some gas engines last longer than diesel engines. Diesel engines are not the same as they used to be, and the fuel systems are certainly different. There are other things to consider as well. Diesel engines tend to weigh considerably more than gas engines. So, the amount of payload can be decreased for diesel equipped trucks. Diesels tend to work better at altitude, but the differences are less impressive at lower elevations. If you have a turbo'd gas truck, that difference at altitude may be less than it would otherwise be.
Some insurance companies consider a personal vehicle one under 10k GVWR and some cities/counties have traffic regulations based on GVWR, like Los Angeles (you'll see Ford offers a F350 with a 10k GVWR, but the truck is physically no different than one with a higher GVWR).
So, there can only be generalizations made.
I think the best truck for your situation is a new F350 with gas engine, 4x4, 4.30 gears and rear e-locker.
Valving is mostly for the unsprung mass and somewhat for the spring rate, so weight on the truck does not make a large difference to the valving. When thinking about damping the 'ground reference' is the vehicle, not the earth. I know that is not an easy thing to wrap one's head around, I struggled with it for quite a while.Vic Harder said:Ideally, I would like a 5100 series shock designed/revalved for a heavier load. I wonder if they do that?
Much thanks! It's replies like this that keep me coming back to WTW.Advmoto18 said:Sorry for the delayed reply...
Made a very noticeable difference. I mounted my frame stays in the center hole of the Big Wig. Eliminated the just barely noticeable sway I was experiencing. An upgrade worth the coin and time to install IMO.
Be very mindful of the bolts and lock nuts. Some bolts/nuts have different thread pitches. I recommend mating bolts and nuts BEFORE you begin the installation.
My dealers diesel mechanic cautioned me on idling with the new DEF systems. He said the system doesn't burn off the pollutants at low rpms and consequently, the exhaust system will plug sooner (effecting performance) if idled too much for too long.slus said:I don't see the big deal with DEF, it's available basically everywhere and the tank lasts 4500 miles
My bed is 6.5 and I can't imagine having to park anything longer in a crowded parking lot ... much less maneuvering it in the bush.Happyjax said:Now....back to the Crew cab 6 3/4 or 8ft bed debate....lol
That is the exact same conclusion I came to after much deliberation.Ace! said:I think the best truck for your situation is a new F350 with gas engine, 4x4, 4.30 gears and rear e-locker.