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Old 04-22-2016, 06:31 AM   #57
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Quote:
Originally Posted by dkottum View Post
"Squishy" sounds like too low tire pressure or too soft sidewall tire type. "Boating" sounds like not enough weight distribution hitch adjustment or capability, made worse by weak shock absorbers.

Both can result in some "talk wagging the dog" feeling; all easily curable and you don't need a new truck to do it.

If the truck's axles/tires are all overloaded, that's another story curable with taking out some stuff or a heavier truck suspension.

I'm catching some flack for suggesting staying the course and fixing what you have, but not everyone has new truck money in their pocket to spare.
Thanks for the suggestions Doug. Unfortunately after adjusting tire pressure, weight and weight distribution the towing did not get better. It never felt like a controlled and secure ride.

I agree that a new truck may not be the answer for everyone. Usually I do try to be prudent and fix what is broken. Fortunately, my trade-in is still very new and the dealers are willing to drop the 2016 prices significantly so I am not losing too much on the upgrade cost. And let me tell you, I figured that if I am making the change I am going all in - this is an upgrade beyond just the suspension.
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Old 04-22-2016, 07:15 AM   #58
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When we did the complete Kelderman level ride air bag suspension, all the steel springs front and rear were replaced with air bags. The rear has a pair of 5,000 pound rated airbags. Great, an increase in load capacity....

Nope! The axle is still rated 6,010 pounds as are the tires at 70 psi. That is the controlling weak link n the chain.

So adding an air bag or another spring to some other vehicle may stiffen the ride, but the axle and tire ratings may still control what weight can be carried.

Only a modification shop that could issue a new "modified" door sticker can make any legal difference by putting a more capacity axle on the vehicle taking into account if the metal in the frame of the vehicle can handle the higher loads.

One would need access to the parts books to see if the frame rails are the exact same part number between a ¾ and a 1 ton truck of the same brand.
Switz,

This is helpful for sure. I was about 500 pounds over my rear axle rating. I suppose I could try more WD, but that seems to make the ride more harsh. I am at 5.5 inches of lift with my ProPride using 1400 pound bars on a 157 inch wheelbase.
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Old 04-22-2016, 07:47 AM   #59
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Switz,

This is helpful for sure. I was about 500 pounds over my rear axle rating. I suppose I could try more WD, but that seems to make the ride more harsh. I am at 5.5 inches of lift with my ProPride using 1400 pound bars on a 157 inch wheelbase.
Your rear axle is probably rated around 4000 lbs so that's a lot of overload on your half-ton. A couple of things that may help.

If you have a lot of heavy gear loaded in the bed behind the truck's rear axles, that adds to the weight the w.d. hitch must lift. You could move some stuff around to get the weight forward in the bed?

We usually end of with 6 1/2 inches lift with our ProPride, but you may be out of vertical travel with the bars. You can add more washers under the rivet to tilt the head rearward and the bars downward, put as many as you can in there. This will give you more vertical lift and possibly more weight transfer.

Also be sure your truck tires (especially the rear tires) are inflated to maximum sidewall pressure.
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Old 04-23-2016, 05:13 AM   #60
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Even tough 70 psi makes the E rated Michelins carry the 6,010 load of the axles, we run 80, psi which is sidewall maximum both front and rear. In the front it helped make the steering less vague and wandering.
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Old 04-23-2016, 06:46 AM   #61
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Thanks. I have some, but not a lot of opportunity for load distribution in the bed. I may try some more lift, but my recollection of my earlier trials yielded some real harshness in the rear suspension with higher lift.
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Old 04-23-2016, 10:02 AM   #62
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Amen. I've been pulling with a 2011 EB now going on 5 years. And I love it, except going down 7% plus grades. Even in 2nd gear, it requires some heavy brake time. I do about 15K a year towing and it is a comfortable truck.

But I miss my Touareg V10 diesel which was a beast at towing and downshifting. Unfortunately they don't make them anymore!

So will be checking out the 3/4 ton 2017 diesel selections (can't believe I'm saying that!) when they come available. All I can say is what I have driven in the past has been luggish, loud and exhaustive. Hopefully the 2017's will be getting a little more civilized. But do want an exhaust brake!

Antilock disc brakes on that trailer? That's where to start.
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Old 04-23-2016, 10:04 AM   #63
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Originally Posted by rostam View Post
"If the truck's axles/tires are all overloaded, that's another story curable with taking out some stuff or a heavier truck suspension."

The OP said he is 600# over the GVWR. How in the world is the OP going to shed 600# off the truck weight by "taking out stuff"?

Yeah. The world's going to end by being a little over.
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Old 04-23-2016, 10:10 AM   #64
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F150 EB owners who have moved to F250/F350?

Quote:
Originally Posted by dbcolimon View Post
I have an Equalizer E2 WD hitch

Get a better hitch would be my next step. And set it up on the scale. I doubt that was done, or it certainly wasn't done well. An F150 can deal with any Airstream. If you aren't full-timing there isnt much point to a heavier truck just to go on a few vacation trips.

A one ton isn't more stable than a half ton. Lack of feedback thru the vehicle is taken by most around here to be, "no news is good news".

The Drive Axle contact patch is what is at stake. A one ton places more stress there than a half ton.
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Old 04-23-2016, 06:46 PM   #65
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Quote:
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Get a better hitch would be my next step. And set it up on the scale. I doubt that was done, or it certainly wasn't done well. An F150 can deal with any Airstream. If you aren't full-timing there isnt much point to a heavier truck just to go on a few vacation trips.

A one ton isn't more stable than a half ton. Lack of feedback thru the vehicle is taken by most around here to be, "no news is good news".

The Drive Axle contact patch is what is at stake. A one ton places more stress there than a half ton.
My previous F-150 had such a low payload rating that I'm sure most larger Airstreams would put it over the limit...

We did it with a 16' Bambi (Scale verified)! True we carry way, way to much stuff with us but that's the way we like to travel.

Yes there are F-150's that can carry more load than the 1120 ours was rated for but not easily found in the configuration/trim we wanted...not on the dealer lots we visited.

I like our new 2500. I'd never go back now...

Bruce
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Old 04-25-2016, 07:28 PM   #66
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Originally Posted by slowmover View Post
Get a better hitch would be my next step. And set it up on the scale. I doubt that was done, or it certainly wasn't done well. An F150 can deal with any Airstream. If you aren't full-timing there isnt much point to a heavier truck just to go on a few vacation trips.

A one ton isn't more stable than a half ton. Lack of feedback thru the vehicle is taken by most around here to be, "no news is good news".

The Drive Axle contact patch is what is at stake. A one ton places more stress there than a half ton.

Where you people come up with these statements?? Drive axle contact patch stress?Huh?
I have towed my trailer with a new F150 and a new F350.Guess what the F350 is much more stable with a larger Airstream.Still has great feedback to the driver and stops faster with the trailer attached.
You can install airbags,leaf spring helpers and lift the rear of the truck with a WD hitch but it still will not take the place of a 3/4 ton or 1 ton.
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Old 04-26-2016, 06:17 AM   #67
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I towed several years with a 1500 before I decided to try a 2500. Mine is a 2500 gas engine.

For those thinking about the benefit of a 2500, go to the dealer and test drive a 1500 and then test drive a 2500 with a gas engine. The difference test driving without a trailer was dramatic to me. Towing mpg, in my case, is better with the 2500 gas engine than the 1500. Running empty on the highway, the mpg for my 2500 gas engine is about 14.5 mpg. My truck is a 2015 Chevy 2500HD crew cab 6.0 engine 4X4 with a 4.10 differential.

I only use my truck for towing or heavy hauling. MPG is too low for me to consider it for use as a daily driver.
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Old 04-26-2016, 08:06 AM   #68
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When we test drove the 2500 we were convinced to buy a new 1500. The only time it felt more stable or better ride than the 1500 was standing still. That said, if we needed more load capacity, climbing hills with using the transmission, or descending some hills on dry roadways without using the brakes the bigger diesel would be the cat's meow.

Our 1500 gets 15-17 mpg towing and 28-30 mpg solo on the highway.
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Old 04-26-2016, 09:47 AM   #69
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Get a better hitch would be my next step.

Yeah, and the world is going to end if you don't tow with a HA.
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Old 04-26-2016, 03:46 PM   #70
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Those who have said that a 1/2 ton truck is just as stable and capable as a 3/4 ton, given a relatively heavy trailer, are puzzling to me. I have pulled with both and while the non-towing experience in the 3/4 ton is a put-off, there is such a world of difference between the experience of towing 3.5 tons of trailer and gear using a 3/4 ton diesel and a half ton pickup equipped with a gas engine that it is like daylight and dark. The difference is between "can do it under good conditions" and "built to do it with room to spare under all conditions." We pull today with a 2015 Chevy Sierra Duramax 4x4 short-bed. We have been in situations where it made a difference, a big difference. Yes, the 1/2 ton probably would do the job if one drives cautiously and relatively slowly and never gets off the hard-stand. If you want to operate at highway speeds and not be concerned when camping off the hardstand, get a tow vehicle designed to do that. If you plan a load (including tongue weight) at or greater than the payload limit for the 1/2 ton, get a larger truck.

Our Sierra gets about 22mpg on the highway without a tow and 10-12 towing. Given the cost of diesel, that ain't half bad.
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