Ford 6.7L 1050 ft lbs TQ at 1,600 rpm, 475 HP at 2,800 rpm

I’m beyond caring anymore which brand of new pickup has the highest numbers.
If I could buy a brand new 1997 F350 7.3 or a brand new 1998 12-valve Dodge Cummins, I’d take it.
It gets your stuff where you want it to go and it keeps doing it reliably for a long time.

The way I look at it is, it’s like there’s only so much power and engine can make in its life.
You can either do it all at once or slowly.

RoyJ wrote:
A better comparison would be tow truck's total GAWRs vs total towing weight.

A tractor typically have 44k rears with 13k fronts. That's 57k for 80k combined weight.

A dually has 10k rears and 6k fronts, at best. That's 16k for 40k+ combined.

So the semi tractor has a much better running gear toughness to GCW ratio.

Sure on long term durability but what percentage would you give to the Semi VS Pickup.

JRscooby wrote:

ksss wrote:

RoyJ wrote:
A better comparison would be tow truck's total GAWRs vs total towing weight.

A tractor typically have 44k rears with 13k fronts. That's 57k for 80k combined weight.

A dually has 10k rears and 6k fronts, at best. That's 16k for 40k+ combined.

So the semi tractor has a much better running gear toughness to GCW ratio.

Most trucks are 12K fronts with 40K rears.

Note Roy J is in Canada.
Most class 8 tractors do run 12+40. But a 12K front would be called too light for the operators of most class 8 trucks. (My last 3 trucks, 20 front, 20 lift, and 46 rears. My last tractor, 12 front, 46 rears)

What was thought behind 12K fronts and 46 rears? It would seem that you would over on the fronts before you got to take advantage of the 46 rears? I am not sure I have seen that combo before.

ksss wrote:
Its hard to find heavier speced trucks for construction applications. Most everything is 12/40 on highway trucks at least in the US. I had a 378 Pete that was 20/46, my current Mack is 14/44. The heavy spec trucks bring good money when you can find them. By far, 12/40 is the norm.

This is true. You can spec it for more or less depending on the application, but 12/20/20 is by far the norm when it comes to long haul trucks. Most of the long haul trucks we sell at our 130+ Peterbilt and Navistar locations across US and Canada are 12/20/20.

Its hard to find heavier speced trucks for construction applications. Most everything is 12/40 on highway trucks at least in the US. I had a 378 Pete that was 20/46, my current Mack is 14/44. The heavy spec trucks bring good money when you can find them. By far, 12/40 is the norm.

ksss wrote:

RoyJ wrote:
A better comparison would be tow truck's total GAWRs vs total towing weight.

A tractor typically have 44k rears with 13k fronts. That's 57k for 80k combined weight.

A dually has 10k rears and 6k fronts, at best. That's 16k for 40k+ combined.

So the semi tractor has a much better running gear toughness to GCW ratio.

Most trucks are 12K fronts with 40K rears.

Note Roy J is in Canada.
Most class 8 tractors do run 12+40. But a 12K front would be called too light for the operators of most class 8 trucks. (My last 3 trucks, 20 front, 20 lift, and 46 rears. My last tractor, 12 front, 46 rears)

RoyJ wrote:
A better comparison would be tow truck's total GAWRs vs total towing weight.

A tractor typically have 44k rears with 13k fronts. That's 57k for 80k combined weight.

A dually has 10k rears and 6k fronts, at best. That's 16k for 40k+ combined.

So the semi tractor has a much better running gear toughness to GCW ratio.

Most trucks are 12K fronts with 40K rears.

A better comparison would be tow truck's total GAWRs vs total towing weight.

A tractor typically have 44k rears with 13k fronts. That's 57k for 80k combined weight.

A dually has 10k rears and 6k fronts, at best. That's 16k for 40k+ combined.

So the semi tractor has a much better running gear toughness to GCW ratio.

burningman wrote:
The extra gears probably do help. I have a Gear Vendors overdrive in my old Dodge Cummins and 3rd+OD is a great pulling gear th struck didn’t originally have.

But I also think ALL of this is ridiculous! When you have a 30,000 pound trailer, you’re in big-truck territory. Not pickup truck territory. And you need a CDL.
My 385 (Pete) made 378 at the wheels on a dyno. It can run at full throttle indefinitely, uphill under a load and the EGT doesn’t get over 700.
That’s what you need to pull huge weight up mountain s

Trucks percentage of overall load is no more and more likely less than a Semi.

Your 4 speed auto is not a great example as there is a huge gap between 3rd and 4th. The modern 6 speed auto is very evenly spaced.

The extra gears probably do help. I have a Gear Vendors overdrive in my old Dodge Cummins and 3rd+OD is a great pulling gear th struck didn’t originally have.

But I also think ALL of this is ridiculous! When you have a 30,000 pound trailer, you’re in big-truck territory. Not pickup truck territory. And you need a CDL.
My 385 (Pete) made 378 at the wheels on a dyno. It can run at full throttle indefinitely, uphill under a load and the EGT doesn’t get over 700.
That’s what you need to pull huge weight up mountain s