Suspension upgrade

IdaD wrote:
I've really liked the way my Timbrens have worked. No difference in unloaded ride but they settled down the loaded ride a lot - bumps at speed are much better now. The weight police are out in full force so they'll likely jump all over this, but I guarantee they more than make up for the 500 lb lower RAWR compared to a 3500. I think the Timbrens themselves are rated for 8600 lbs.

Anyway, just another option to check out.

x2

$325 for firestone bags without onboard air on AutoAnything.com.
Weight is not the issue. Only want to get the headlights down a bit for oncoming traffic. Also looking to take a little bounce out of the edges of bridges and such. The 2016 F250 is quite beefy and the diesel is a beast while not affecting the rear axle weight.
And yes, it was only a question of airbag over Roadmaster spring helpers.
Going with firestone bags.

I have the Roadmaster Active Suspension on my 2004 Ram 2500 CTD...I think it works very well...unloaded, my truck rides and drives as it did prior to installing...with my 5er hooked up, ready to tow, it sets level with no squat, and rides as well as it does unloaded...this is the second truck I've had with the RAS, and I'd definitely do it again if I made another truck purchase...by the way, I installed the RAS myself on each truck in about an hour...you can also adjust the preload for additional weight if necessary.

Most 3/4 ton trucks limits are 2k to 3k lbs, but when only 1500lbs is in the bed some will squat a little. This is not over loading the truck, it is just springs that were designed for a happy medium between carrying a certain load, and not beating you to death when no weight is in the bed.
Air bags will defiantly help this situation, and are not a bandaid to anything.

KevinSharonLuci, I'm looking at doing the same thing within the next week or two before I head south. I have a '13 F250 towing a 36' 5th wheel. It tows well enough, just looking for that little lift to level it off.

I would be interested in what sort of cost are you looking at? To see if it's worth my while to wait til I get to the States.

Whole lotta weight policing going on without knowing the specs on the rv.....

KevinSharonLuci wrote:
I'm looking at enhancing the rear suspension on my 2016 F250. My 5th wheel sits it down a bit. I'm looking at the Firestone air bags but had a mechanic recommend the Roadmaster Active Suspension Kit to eliminate future leaks and bag degrading. Does anyone have experience with the roadmaster kit and will it level the vehicle when towing the heavy load like an airbag?

So OP'er, now that everyone has probably thoroughly confused you. What if any conclusions have you made? Are you going to bag it, Ras it or say the heck with it and leave it as is?

Hope you don't just run away. Some times this forum is very intimidating. Good luck, John

RustyJC wrote:

MFL wrote:


I agree Rusty, and it's not hard to upgrade the suspension/tires/wheels to 350 standards. But, as members were saying, many class 2s out there towing over their GVWR, and in most cases, due to the diesel engine wt.

I am under all ratings of my 250, even at my FW GVWR 12,110, due to the lighter gas engine. I am rated to tow 12,300. Any heavier than that, I'd be towing with a diesel class 3, likely a Ram/Cummins.:)

Jerry

It's not quite that simple with the Ram. The Ram 3500 with the optional 385/900 Cummins and Aisin AS69RC transmission uses the 11.8" AAM rear axle with additional ring gear bolting, special heat treatment, finned aluminum cover, etc. Since the Ram 2500 is not available with this option, it uses the 11.5" AAM rear axle.

Rusty

The most common axle and trans in the 3500 SRW is the same 11.5" AAM as is found in the 2500. I did read somewhere that diesel F350s will now have a heavier axle than what is in the gas F350 or gas/diesel F250, so there's a little separation in the Ford for 2017+.

It's unreal how overblown this topic gets on this site. The material real world difference in heavy duty trucks is at the SRW to DRW split and the DRW 350/3500 to MDT split.

MFL wrote:


I agree Rusty, and it's not hard to upgrade the suspension/tires/wheels to 350 standards. But, as members were saying, many class 2s out there towing over their GVWR, and in most cases, due to the diesel engine wt.

I am under all ratings of my 250, even at my FW GVWR 12,110, due to the lighter gas engine. I am rated to tow 12,300. Any heavier than that, I'd be towing with a diesel class 3, likely a Ram/Cummins.:)

Jerry

It's not quite that simple with the Ram. The Ram 3500 with the optional 385/900 Cummins and Aisin AS69RC transmission uses the 11.8" AAM rear axle with additional ring gear bolting, special heat treatment, finned aluminum cover, etc. Since the Ram 2500 is not available with this option, it uses the 11.5" AAM rear axle.

Rusty

RustyJC wrote:

MFL wrote:
Actually, it is those dang diesel engines, that are the trouble maker in a 250/2500.:W If you stick with a gas engine in a class 2, you should be able to carry what you can tow. Diesel engine, too much pulling power, but too heavy for class 2 10,000 GVWR. :(

Should diesel engine be banned from class 2? IDK:h

Jerry

Diesel engines have little effect on the weight carried by the rear axle. Rear axle GAWR is the "gotcha" for the 3/4 ton trucks (ignoring GVWR, as most do.)

Rusty

I agree Rusty, and it's not hard to upgrade the suspension/tires/wheels to 350 standards. But, as members were saying, many class 2s out there towing over their GVWR, and in most cases, due to the diesel engine wt.

I am under all ratings of my 250, even at my FW GVWR 12,110, due to the lighter gas engine. I am rated to tow 12,300. Any heavier than that, I'd be towing with a diesel class 3, likely a Ram/Cummins.:)

Jerry