DRW back to SRW

Looks like 5 pages later you still did not get your answer.
You are right that new SRW improved, but so did DRW and so did TC.
When I was getting my new DRW 3 years ago, all those guys driving older trucks were telling me I will need to modify my suspension to carry 12' camper. The new truck proved them wrong. Wish you the same, but being technical guy, I always play with numbers.
Even some troll will try to twist the numbers -math is math and if you do yours, you will know what you are standing on.

Thanks All. I never wanted to do the 19.5 wheel setup so I went with GM steelies and the 3950# rated KO 2’s. This gave me the axle capacity I needed. Running supersprings also. I always thought going to a dually would be the best solution and I am sure it is. But the new SRW sure have improved.

Wish I could test drive both with the TC on-now that would be cool!

Happy New Year to All!

Back in 2010 I had a 2003, 2500hd, Chevy Duramax, short bed. Had a 2010 Palomino 910rs with a slide on it. I had the 19.5 tires, Vision rims, Bigwig sway bar, Super Springs and Ride Rite air bags. It handled it fine but the CG was behind the rear axle by an inch and it did lift the front a little. Sold it all a long time ago :).

I went to visit my brother and as soon as he seen it he says, you need a dually dude. :B

billtex wrote:
Anyone running one of the new SRW 1 tons with 4000#+ payload?

Buzzcut1, Bedlam, and I all ran SRWs with 4000+ payloads that were later hauled by DRWs. My 2006 was rated over 4000. Chev/GM and Ram started rating their higher later than 2006.

In my case, it meant I carried less (stuff) and water in the SRW version. I made the same mods to my DRW F450 except I used Bilsteins instead of Rancho 9000s. I eventually went to 19.5s on the SRW. If I had it to do over, I’d go 18s with 4080 Toyo tires. At least, I think they are Toyo that go that high.

DW enjoys driving the DRW much better. The F450 also is a CC instead of SC. The SRW was much easier to drive in town. The F450 stops tremendously faster but also gets a lot worse MPG.

From time to time, I’ve thought about switching back. The main reason I don’t is cost, and I rarely drive the DRW without a TC any more since I’m retired.

billtex wrote:
This is the OP. Appreciate if we could stop handing out troll house cookies and get back on topic.

Anyone running one of the new SRW 1 tons with 4000#+ payload?

Would love some input based on real world experience.

Thx, bill

I ran my F250 for three years with an Arctic Fox 811. That is about the same weight as your Eagle Cap 850. Although I started with 18" Michelin tires and the heaviest suspension options offered by my OEM at the time, I also towed a heavy trailer. If you don't plan on hanging anything heavy off the rear, you should be able to find a safe and stable SRW for your camper.

I had the upper overload springs and both stabilizer bars from Ford but needed both Torklift StableLoad products to keep level and to add more preload to the stock suspension at 7000 lbs RAW. If I were to do this again, I would most likely replace the spring pack with a heavier one rather than modify the stock spring pack. The advantage of using the Torklift products was that unloaded ride really did not change, but I rarely drive an empty truck.

Because I also towed, I went to 19.5's and air bags since I could be carrying 8000 lbs on the rear axle. My rear axle weight was 2750 lbs when the truck was full of fuel but before I added the bed mat, tiedowns, SuperHitch and extension. I could stay within the 18" tire limits but had to pack the camper front heavy and the trailer rear heavy with the WDH cranked hard. I kept the original wheels for about 3 month before deciding I did not want to be that close to the tire and rim limits and have to be so careful loading gear to keep things in balance.

I'm looking at pop ups for my SRW. I like to get into the back country. I don't like being limited where I can go. I'm not going to do hard core off road but I will be able to get where a hard side would only dream about going. Looking hard at a used Hallmark or a ATC (All Terrain Camper)

billtex wrote:
The new generation SRW trucks have payloads of 4000#+...this may be a game changer.

For me, a DRW is about stability as much as about payload. I drove a new Ford 350 SRW with a Northern Lite Sportsman and was not satisfied with the stability. So when we bought our rig, the truck had to be a dually.

I have one but I haven't bought a TC yet.
2017 F350, crew cab, 4x4, long bed, gasser.

GVWR 11,500
Rear GAWR 7,230
Max Payload 4,148

This is the OP. Appreciate if we could stop handing out troll house cookies and get back on topic.

Anyone running one of the new SRW 1 tons with 4000#+ payload?

Would love some input based on real world experience.

Thx, bill

Kayteg1 wrote:
It wasn't disagreeing with your facts, just the way you replied would suggest SRW and DRW cargo capacity are comparable.

Of course, I didn't compare them. Maybe a reading comprehension issue on your part.

My point is still that you were wrong about tires in case someone didn't know better and thought you knew what you were talking about. ... not barely either. You were about 1500-2000 off in the SRW case and tire capacity is still not a factor of capacity on a DRW unless you aired them down.

I don't think anyone ever says a DRW and normal SRW will haul the same, but 2000 more capacity is a drastic improvement for SRWs.