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Old 02-25-2014, 10:45 AM   #51
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Originally Posted by Herk7769 View Post
Even the MFR of this kit does not make this claim.

The confusion comes from the NAME of the mod kit Loadlifter 5000.

The "Claim" is that it will LEVEL a load of up to 5,000 pounds*.

LoadLifter 5000 ULTIMATE Towing Air Spring with a Jounce Bumper Inside | Air Lift Company

THEIR fine print reads "* Never exceed manufacturer’s recommended Gross Vehicle Weight Rating"
Doesn't change the fact that Ford Motor Company clearly states that it increased his towing capacity by 5k.
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Old 02-25-2014, 11:03 AM   #52
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Originally Posted by dustman_stx View Post
Doesn't change the fact that Ford Motor Company clearly states that it increased his towing capacity by 5k.
If you read the article, it is not Ford's claim, but the author of the article. Ford took great pains to deny his assertion as an asterisk. As always, you can believe as you wish. Caveat Lector.
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Old 02-25-2014, 11:06 AM   #53
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Well, the article says "Suspension Lift", I didn't think that was the same thing as airbags. Back in my tuner days when we did suspension drops we changed out the springs (and usually struts at the same time).

Changing the springs I can see adding some additional payload, if it's a stiffer spring, and allowing a greater tongue weight, but the overall towing capacity is still going to be limited by several factors, such as axles, tire load, frame, engine, transmission, etc...


This quote gets us back to the issue at hand. If you are talking about a ¾ ton diesel, your fifth wheel towing capacity is normally between 17,500 and 18,000 pounds. Other than a large Mobile Suites or very heavily loaded toy hauler, what do you plan on pulling that will grossly exceed that range?

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Old 02-25-2014, 11:25 AM   #54
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As my post indicates...turning radius comparison of Chevy 3500 v 2500, not Ford. Numbers straight from their website.
Now you've piqued my curiosity. Are there differences in the numbers between the Chevy 3500 SRW and Chevy 2500 SRW? If you send the link, I'll go check it out. (And sorry if you posted it already.)
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Old 02-25-2014, 11:26 AM   #55
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Couple of things that my Dad tried to teach me early on and that I had kept trying to disprove over the ensuing years: ONE - If you try to trick the system, the system usually tricks you and TWO - Why do you think you know more than the guy who designed the thing, tested it and proved it in the market place. After many mods to my bicycles, cars, motorcycles and finally trucks that didn't turn out quite as planned, I relegated myself to thinking that Dad was right to begin with.

So now, if the specs say that with a 2013 RAM, 6.7L Diesel, DRW, with 6 speed auto transmission can pull a maximum of 22,000lbs, I'm just gonna believe 'em and save myself a lot of grief.....
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Old 02-25-2014, 11:35 AM   #56
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Originally Posted by Herk7769 View Post
If you read the article, it is not Ford's claim, but the author of the article. Ford took great pains to deny his assertion as an asterisk. As always, you can believe as you wish. Caveat Lector.
Herk,

We'll just have to agree to disagree. I see that Ford offered a warranty disclaimer about ANY modification, but I don't read that they dispute the authors claim that the towing capacity is increased. It would have been easy for Ford to state "We don't agree with the assertion that the towing capacity is increased. Never exceed listed towing or payload capacities regardless of any modifications made." They didn't, so I don't read it that way.
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Old 02-25-2014, 11:39 AM   #57
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Couple of things that my Dad tried to teach me early on and that I had kept trying to disprove over the ensuing years: ONE - If you try to trick the system, the system usually tricks you and TWO - Why do you think you know more than the guy who designed the thing, tested it and proved it in the market place. After many mods to my bicycles, cars, motorcycles and finally trucks that didn't turn out quite as planned, I relegated myself to thinking that Dad was right to begin with.

So now, if the specs say that with a 2013 RAM, 6.7L Diesel, DRW, with 6 speed auto transmission can pull a maximum of 22,000lbs, I'm just gonna believe 'em and save myself a lot of grief.....
I tend to agree with your basic premise here. And it holds when confined to the narrow scope you give (the guy that designed, built, and proved). When you consider that attorneys and warranty claims specialists have their hand in the pot as well, we are no longer depending upon the opinion of "the guy who designed the thing, tested it and proved it…" When we also consider that the testing phase has to assume for variables when it comes to vehicles, we further muddy the waters.
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Old 02-25-2014, 11:40 AM   #58
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Now you've piqued my curiosity. Are there differences in the numbers between the Chevy 3500 SRW and Chevy 2500 SRW? If you send the link, I'll go check it out. (And sorry if you posted it already.)
I'm curious too, ep. I would think that the turning radius and all front end components would be the same on the DRW and SRW 3500, but maybe not???
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Old 02-25-2014, 11:44 AM   #59
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Now you've piqued my curiosity. Are there differences in the numbers between the Chevy 3500 SRW and Chevy 2500 SRW? If you send the link, I'll go check it out. (And sorry if you posted it already.)
Ok, as I said- you had my curiosity. From the Chevy site, here's what I found for the "Turning Circle (ft.)" when comparing Crew Cab/Long Bed models against each other:

Chevy 3500 SRW - 56.1 ft (link)
Chevy 3500 DRW - 55.7 ft (link)
Chevy 2500 SRW - 56.1 ft (link)

I feel like your post here:
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This is the first question, need a dually? Will your fifth wheel fully loaded come close to a 17,500 – 18,000 ¾ ton capacity? Is the “stability” a necessity or psychological?
Other considerations:
How much sightseeing will you do when you get to your destination? If you plan on driving your TV, then a ¾ ton has some advantages.
Chevy 1 ton circle radius nearly 56 feet v ¾ ton 51 feet. Parking…you get it.
A ¾ will do a little better on fuel and will ride and corner better. A ¾ ton with bags gives you the ability add support when needed, let the air out when not needed for better ride.
Air bags do not add payload, they do level the TV, (headlights and safeguard against bottoming out). Many 1 ton owners use them as well.
Another question is will you be requiring 4 wheel drive and/or going off road…if so, additional advantages with a ¾ ton.
I got the impression that what you were saying was that the turning radius for the 3/4-ton was better than the 1-ton. It seems that it's only SRW vs. DRW that makes a difference.

I'm also not seeing the 56' vs. 51' difference when comparing the same cab + bed length in SRW vs. DRW. What I'm seeing is 56.1' vs. 55.7' which is < 6" and the advantage is to DRW (do I understand that correctly?).
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Old 02-25-2014, 11:47 AM   #60
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Ok, as I said- you had my curiosity. From the Chevy site, here's what I found for the "Turning Circle (ft.)" when comparing Crew Cab/Long Bed models against each other:



Chevy 3500 SRW - 56.1 ft (link)

Chevy 3500 DRW - 55.7 ft (link)

Chevy 2500 SRW - 56.1 ft (link)



I feel like your post here:





I got the impression that what you were saying was that the turning radius for the 3/4-ton was better than the 1-ton. It seems that it's only SRW vs. DRW that makes a difference.



I'm also not seeing the 56' vs. 51' difference when comparing the same cab + bed length in SRW vs. DRW. What I'm seeing is 56.1' vs. 55.7' which is < 6" and the advantage is to DRW (do I understand that correctly?).

Interesting. I would have thought the greater contact surface of a DRW would lend to a greater turning radius, though within 6" of each other still sounded right.

Learnt me something new today.
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