1 pointMy truck has the steel cab, lighter duty trucks went to aluminum before the 650s did... to answer your question about buying it all over again if I had to it’s a catch 22. At the time I purchased this particular truck because I wanted an extended cab, 26k lbs truck with a cab and a half. I also had a falling out with my local international dealerships service department, after a half butted repair on a 4300, so I told them I swore off international, that left me with freightliner or ford, I opted for the ford because of the warranty primarily, and it was almost 10k dollars less then a comparably equipped FL... the only real drawback I found with my truck is the small cab, at 6’2” my legs get very restless driving after a couple hours, and it gets very cramped with a couple passengers. My bed angle with the air ride dumped is right close to 10 degrees, without the shark tail bed... hope this helps anyone looking!
1 pointI don't recall which wrecker you had mounted to your chassis. But, I can tell you that whoever estimated a 550 4x4 at 10,000 lbs your about 5,000+- light. My 2001 550 century 602 aluminum body/tunnel toolbox is right at 15.000 lbs and that's on the original 17500 gvw before they went to the 19500. I recall the days of the 350's 11000 gvw in ford weighed around the 10/10500 mark empty with a wrecker and a 460, it was mentioned the weight is behind the axle not on top like a camper or trailer so we are loosing before we get going!! The part about your extra leaf or overload just touching the bumpers is in all actuality where you want it. So, as soon as you're loading they are working. Unfortunately, it's a single leaf and really doesn't do much. I believe due to the arch I'm not sure you can double or triple it up. In my opinion if it were me I would look at the 3 options. 1) (I did this with my 550) I put air bags in 5000lb kit if I recall had them 10 years now +- but I put a leveling valve on my rear axle and preset it to where I wanted- weight goes on valve opens auxiliary compressor and tank I mounted in the toolbox kicks in pumps it up to height again just like a big truck, unload and valve dumps air from bags like a big truck- "air lift" was the brand and it was a complete kit with relays/solenoids wire kit and tubing. I didn't want to mess with the pump the bags up at the shop every 3 days because they will always leak and it's when they are empty or low is when you need the capacity, wasn't cheap but worth the money I think. Option 2) Is a product I installed on my 5500 Ram rollback it's called a sumo spring it is a similar design to a timbren but made by Super Spring it mounts right above or where the factory bump stops are located and they just rest on the rear axle or slightly above, I have mounted these on several "work trucks" they have different ratings but all I'm seeing for the 550 in your year is one rating part#SSR-120-54 (2800 lbs rating) not only do they take some load but the stability added to my rollback was tremendous they are available for the front axle also if you decide to counter weight. Option 3) again is another product by Super Springs (6600lb rating) part# SSA-26 it is simply an additional 2 leaf kit mounts in conjunction with your overload and you can pre-load it to suit your needs basically we always put enough tension on them to stay put when unloaded to maintain a decent ride height and so your riding on the factory pack but they pick up weight load as soon as you lift. Basically it makes your empty ride as it is and not a lumber wagon but gives capacity as soon as you add the weight. If it were me not knowing what you do mostly I'd go with the add on leafs to carry the weight and the sumo spring (timbren style) to help with stability I really think you will like the results. 6600lbs is the highest rating they have on leafs a couple less ratings are available. But, I wouldn't think they would apply to us in the towing world. www.supersprings.com Warranty on commercial use is 3 years on your weekend boat puller it's lifetime. Install time... you can pull it in your shop and have it back on the road in a couple hours vs. a day to disassemble spring packs add leafs and end up with a lumber wagon. I'm not trying to be bias to there product or dis respect your spring guy (I added 7 leafs per side on my f350 when I built it) but for the expense and quick turn around to install you can't go wrong. We use them on our equipment with no issues I have a pair on my Ram 2500 because I carry a plow on it, as mentioned I have both on my rollback I had the sumo style before the extra leafs and the stability they added was crazy. Let us know how you made out or anyone else who try's the product.
1 pointWith some basic assumptions since most light duty trucks are about the same, your truck should be able to lift approximately 7,000 pounds with the wheel lift fully retracted and 5,000 pounds at full extension. Now this is the calculated capacities, NOT the structural capacities as determined by whichever wrecker manufacturer you have. Most manufacturers limit light duty to 4,000 pounds at full extension due to structural issues not chassis capacity. The way I determined this is using the basic tow capacity formula that has been industry standard for decades and some educated guesses as to what your truck weights. A typical F-550 4x4 should have a static weight close to 10,000 pounds with 60% on the front axle and 40% on the rear axle. The 2017 F-550 extended cab with a 60" CA body on it (you said no tunnel box) has a wheel base of 167.9" and typical light duty wheel lift overhang is between 72-96" (retracted vs. extended). Plug these numbers into the formula 1/2 front axle weight x wheel base / overhang = capacity. 3,000*167.9=503,700/72=6995.83 at full retracted. If your rear springs are collapsing then they are not doing their job to support the load or you are overloading them. It is very likely your springs are weak, or the truck did not have the payload plus package installed properly. Off the line the F-550 comes standard at 18,000 GVWR and requires a dealer installed upgrade to make the 19,500 GVWR which includes a frame reinforcement between the springs. Even when working properly there is no weight transfer from the rear springs to the front axle in a tow truck. Wreckers use the rear axle as the fulcrum point in a lever and the front axle is the counterweight. Your steering can be improved by either increasing the front axle static weight with a counterweight like a push bumper or brush guard, reducing the rear overhang or lengthening the wheelbase. Installing stiffer springs will help with rear end sag and provide better support for the weight that you are towing but will not help transfer.
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