BigToe wrote:
shartflhs wrote:
Unsubscribing from this topic. It is so far off the original topic and not of interest. People need to learn7-to open new one. Thanks for wasting my time.
You are most welcome. Come back anytime, and we will be quite happy to waste some more. We'll always be here for ya!
BTW, speaking of time, when I compare your 11 total posts, which incudes your complaint above, to Glen's 21,078 posts that he has contributed to the RV.net community over his 13 years of membership, where he has added content that is not only of value to RV'rs around the world, but that is also of value to RV.net in the form of attracting reads and hit counts that generate ad revenue which sustains the kind of member participation that maintains the business case for this forum, where Glen has taken a lot of TIME out of his life to answer questions that folks have had, as well as share his own experiences (including his evolution away from the 7.3L), all of which creates continuing conversation that remains of interest long after the OP has abandoned the thread... then maybe you are the one who should "learn how to open up a new thread" on whatever specific topic interests you.
Perhaps if you spent more time contributing to the forum, rather than just complaining about the forum (at least 10% of your posts are a complaint, a mathematical fact determined without having read any of your other posts), then perhaps you'd feel less like your time was wasted.
Glen... thank you for the thorough evaluation of the reasons you estimate you find the rear deflection in your 4x4 International. Your specific observations regarding spring hanger placement, rear blocks, and front drive axle to oil pan clearance are very relevant to towing with the Powerstroke 7.3L, because the Ford Super Duty trucks that the 7.3L is fitted in have the exact same issues.
Obviously, an engine cannot tow a trailer by itself, not even the vaunted 7.3L. Even the most revered Powerstroke of all time can't pull a trailer from an engine stand. Towing still requires a truck to accompany that engine to get the work done.
The Ford Super Duties of the 99 up era are notorious for excessive rear suspension deflection relative to the overall level trim height of the vehicle. There was even a Ford TSB issued in 1999 that provided a factory approved means of changing the rear blocks from 2" to 4", and vise versa, due to the noticeable rear deflection under load.
The chassis cab F-450/550 trucks had a factory "low deflection" package, where different blocks and U bolts, and in some wheelbase configurations, driveline cardan joints are used, all to address the issue of the rear suspension deflecting to where the truck appears overloaded with the headlights pointing toward the sky, even while the load that causes the deflection is well under the capacity of both the axles and the springs suspending the axle.
So if choosing to tow with a 7.3L equipped Super Duty, one "realistic expectation" to keep in mind is that the rear suspension may deflect more than visually pleasing, even when the loads are well within the rear GAWR. For those unfamiliar with Fords, it may help you to know that there are some Ford approved parts that mitigate this deflection.
And for those why such parts may help or are even necessary, Glen's excellent post regarding his International truck offers an illustrative template toward understanding some of the issues involved.
Big Toe ,how many give a **** about these 14-18 year old antiques . The OP just wanted some real world towing with a 7.3 Superduty . He's overloaded with the weight he wants to tow, he didn't need any info about welding trucks or whatever you guys wandered off to.
I love some of you guys, and your good old boy club ,talking about these vintage relics. I got a clue for you this is 2016. We got out of the 80's ,and 90's long ago.
