F350 4wd/problem with gooseneck trailer?
I have been told that the F350 4wd long bed will
need some type of lowering/or raising device, along
with the regular hitch install in the middle of
the bed in order to accomodate a gooseneck horse
trailer. Have any of you owners run into this?
Believe this is on the new 99 models.
need some type of lowering/or raising device, along
with the regular hitch install in the middle of
the bed in order to accomodate a gooseneck horse
trailer. Have any of you owners run into this?
Believe this is on the new 99 models.
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I was told that the trailer dealer can "flip" the trailer axles; that is, reposition the axles below the springs. This would seem to me to aggravate wind problems.
Any help is appreciated.
I believe John meant crosswinds, since raising the trailer height would create a higher profile.
Is there any way to email Ford to bring this to their attention?
Judging by the number of SDs being made, I would be /very/ surprised if the gooseneck/5th wheel people didn't start building trailers to fit.
I have seem some discussion of whether the truck manufacturers should adapt their trucks to the RV or the RV manufacturers should adjust their RV to the truck. The Ford Superduty has created some problems in the RV industry, but most manufacturers appear to be working on modifications so their product will work with the Superduty. For example, I'm buying a truck camper. The camper cannot sit in the bed because the Superduty cab size is too tall. A couple of 2x6s and some plywood seem to be the fix of choice. However, the manufacturers are creating their own platforms. There is also the issue of the camper jacks not being long enough. Once again, the RV manufacturers are working on adapting their product to the Ford, rather than vise versa. I suspect the fifth wheel manufacturers will be doing the same.
@ Sunnybrook in IN; he stated that Ford called him to poll their RV Mfg. Co. to see if they would adapt to the higher 4x4's, an obvious admission to the fact that Ford's product, as currently produced, is not complimenting the RV Industry.
Therefore, they promptly put together a "kit" that is supposed to lower the rear axle---3-4"---I believe from 53" down to 49", together with the Sunnybrook using an adjustable running gear to also adjust upwards to 3". My wife and I ordered an F250, V10, 4x4, shortbed---will be using a PullRite SuperGlide hitch specifically designed for shortbeds. PS---thanks to all for making us aware of this potential problem----the Ford Dlrshp in our area were "clueless" as to what we were even talking about----and then the salesman wondered why we met with him in person to discuss this matter----could you imagine the trama when you wait X number of wks for new vehicle---and your brand new RV doesn't fit!!! Thanks again to all, and apol. for being too wordy!!! JB
I've got a rather stupid question. I'm thinking that a 5th wheel rig is basically your home on wheels. (I don't own one yet.) They're heavy and bulky but pull nicely down the highway. Usually where a 5th wheel is parked during a trip (or voyage) is in a civilized place.
Now the stupid part; Why does one need a 4x4 to tow a 5th wheel? I just can't imagine anyone doing much off roading in a SD. Yeah, I KNOW that you CAN off road in a SD; but why? I really wouldn't want to take the chance of messing up or breaking the tow vehicle. How would you get home.
I'm not throwing bricks, I'm just wondering if I should have ordered a 4x4 and not my 4x2.
Rich
I don't plan on serious off-road travel in my new rig (when it gets here) a F350 4X4,DRW,CC,PS. I can't imagine the bill to get this monster "unstuck".
Just my thoughts on your questions.
Sam
You're right about the off-roading aspect, though. It's not like a dually truck does a lot of off-roading. I will have a pickup camper for my DRW, not a fifth wheel. I'll use the 4wd option for launching boats and winter camping in snow country. If you have the luxury of owning your truck strictly for pulling your fifth wheel in non-winter driving conditions, then the 2wd is the way to go. That's one of the reasons my folks opted for the 2wd. Of course, the other reason is that Ford did not make a 4wd CC dually in 1997.
The larger rear footprint of a DRW will make it so you do not get as good of traction as the narrower SRW. L/S will help a lot in the 2wd trucks. The 4wd DRW will do fine in the snow or mud. Maybe someone else can provide a more scientific reason about why a DRW won't get as good of traction. My dad jokes that his 2wd DRW could get stuck on a blade of grass.
The main reasons for getting a DRW instead of a SRW are the increased GVWR and better ride stability under a heavy load. The DRW increases your available payload by about 1,100 pounds, and will eliminate most of the swaying from side to side. If you plan on a heavy truck camper, airbags (aka air lifts) are also recommended to ensure that the truck rides level and the proper amount of weight is shifted to the front axle.
I think the reasons for an empty DRW having traction problems on wet grass has to do with ground pressure. One of the 4x4 mags did a discussion on this last year, but I can't remember which. The tires float on top of the grass and never get to dig down to solid ground below.
This could start a whole 'nother debate about whether wide tires are better than narrow ones. Given a finite depth of snow or mud, the narrow ones will eventually dig down to something solid and start moving, but if the depth is greater than the wheels can go down, the wide tires will keep you on top.
If you want to stay on top of the stuff and keep from dragging vital underneath parts, go for wide.
Clear as mud?
I prefer "get's stuck on an ice cube".