2011 F-450 with 196,000 miles/hot shot trucker

[The_Mad_Norsky]

Fast Lane Trucks just posted new video over on YouTube.

Titled A Day In The Life of An Independent Car Transporter.

Neat video, thought it would be of interest to us towing folks here.

Couple highlights from the video:

A) operator has 196,000 miles on his 2011 F-450 now

B) when asked to grade his truck for how it has worked for him, he gave it a B. Seems he is running on his fourth rear differential, having ground the previous three to pulp.

C). operator also complained about the "Death Wobble" the truck exhibits, and stated he has trouble putting 20,000 miles on any set of front tires for the vehicle.

Operator states with four cars loaded on, truck and trailer he is running at about 36,000 pounds.

[SoCalDesertRid1]

Engineer9860 wrote:
The F-450 I drive has a Dana 110, 4.88/posi. It currently has 198,000 miles with no issues (the axle, that is). Clearly, if the truck in the vid has a Dana 80, it needs an upgrade.

Yeah Ford really puss'd out the F450 pickups in 2010 model years, to present. They are nothing more than an F350 dually with a lower axle ratio, anymore. Sad.

I hear they may be resurrecting some of the old '08-'09 F450 pickup features, in the '15 model year? If so, that would be good.

Like to see the wide-track front axle and better turning radius, heavier S110 rear axle, 19.5" wheels/tires and much bigger brakes again, like the F450 cab/chassis models have. Also the much higher GVW, RGAW and GCW ratings that the cab/chassis trucks have. A V10 engine option would be great as well.

They need to put a REAL set of rear springs in it too, not the same saggy F350 springs they've been using. Use F450 cab/chassis springs instead.

Also be nice to see them built on the stouter F450 cab/chassis frame, instead of the F350 pickup frame, with industry standard 34" wide straight rear frame rails and 60" cab to axle length. Then build the 8' pickup bed to fit the 4" longer wheelbase length, by moving the wheel wells 4" closer to the tailgate. 🙂

The more rearward position of the axle would be better for hauling long/heavy campers (like the old long wheelbase F350 Super Camper Special trucks of the 70's), as well as give better rough terrain turning clearance for 5th wheel and gooseneck trailers. The straight, standard width frame rails and cab to axle length would make it easier to build hauler beds for them too, which Ford could offer as a factory option, instead of a sheetmetal pickup bed.

Basically, just offer the actual F450 cab/chassis truck, with a factory pickup bed option, as well as a hauler bed option! That would solve the whole problem right there! :B

Offer a true air ride rear suspension and air ride cab option too, for those who like to cruise it around unloaded. 😉

[Engineer9860]

The F-450 I drive has a Dana 110, 4.88/posi. It currently has 198,000 miles with no issues (the axle, that is). Clearly, if the truck in the vid has a Dana 80, it needs an upgrade.

[SoCalDesertRid1]

Pretty good video, I liked it. The guy seems truthful and matter-of-fact. I don't know what was the point of inspecting what the cars smelled like.

An F450/550 or Dodge 4500/5500 cab/chassis truck, or better yet an F650 with true commercial grade engine and tranny, would have made more sense, for the weight is carrying/pulling.

Being able to carry twice as many cars per run, the class 8 tractor with sleeper should be a good money maker for him.

[Fordlover]

Cool video. Thanks for sharing.

I was thinking man that sure does look like northern Colorado, and those roads look very familiar, then I saw the Ft. Collins sign. Been there many times, no wonder it looked familiar.

[JIMNLIN]

The F450 pickup is not a popular vehicle with savvy LTL commercial haulers. Then add crew cab 4x4 on top of that and he has a very heavy truck with low money making payloads. He simply has a white elephant for that type work.

His rear axle problems are not the norm. Anyone can spend some time looking for a youtube to show a particular slant on any brand or size of truck or whatever the agenda requires. and is not a bash on the OP. Just stating facts.

Hell I got 180k-200k miles from my all of my '70/'80s 460/454 one ton DRW Fords and GM trucks hauling 26k-32k combined and never had internal gear damage like he is having. Sure we changed out a few rear axle bearings but nothing major.

Its rather amusing listening to RV folks telling the industry which size vehicle they should be using. I tried the HDT for moving my materials/equipment from docks to work sites. Very expensive lesson learned the hard way in the first 6 months.

There are several reasons a one ton DRW truck is still a top money maker in the business. And on the flip side there are good reasons a MDT/HDT doesn't work the best.

[hone_eagle]

I think he might get better mileage , and major components are warranted to 500K.

[rjstractor]

bmanning wrote:
IMO that's why you see many medium-duty tow trucks running around town even though light duties are up to the task capacity-wise; longevity, durability, and cost effectiveness.

Those 1-ton diesels so heavily worshipped on the forum are, truth be told, at the very bottom of the food chain when it comes to commercial duty, even if they meet specs for the task.

I don't get it either. He could get a singled HDT that would cost more out of the box, but he'd get about the same mileage, and major components should last 500K. I would think that the cost per mile over the long haul would be less. Also, he could even have a sleeper to legally sleep in the truck. But to each their own, it's his business not mine.

[ksss]

Jarlaxle wrote:

ksss wrote:
Whatever his weight is he must be legal or he would never get through a Port. There is a motivation to tow/haul as much as you can with the lightest vehicle possible. The more your dry weight the less paid cargo you can carry. Going to a heavier tow vehicle may not make sense even though it might be more durable. His additional payload must pay better than the additional repairs on the Ford. Its all about payload.

If he's tagged for it & under all his tire ratings, he's legal. It's that simple. Door sticker GVWR and Ford's GCWR mean NOTHING, legally.

I agree.

It would be interesting to see what he will do differently when he replaces his current rig.

I agree that a 550 would make more sense assuming price is close, and only slightly heavier I would imagine,

[Jarlaxle]

bmanning wrote:

rjstractor wrote:
He blows a rear end every 50K, and wears out tires every 20K? He makes a good case for not using a pickup to do the job of a real truck. (ok my flame suit is on) 😉

Not sure you'll need the flame suit; you're absolutely correct.

IMO that's why you see many medium-duty tow trucks running around town even though light duties are up to the task capacity-wise; longevity, durability, and cost effectiveness.

Those 1-ton diesels so heavily worshipped on the forum are, truth be told, at the very bottom of the food chain when it comes to commercial duty, even if they meet specs for the task.

I saw an F-550 ramp truck go 900,000+ miles without a rear end problem! For that matter, the only rear end that company DID replace was in an F-350 hoist that had about 700K on it.

[The_Mad_Norsky]

Agree with previous poster comments here. As another said, he basically has an F-350 with the 4:30 rear axle ratio.

And he's really overloading the vehicle.

[carringb]

Yup. TOo much total weight for the D80. He needs a true cab/chassis with one of the larger square-tube Dana axles.

[FishOnOne]

Not surprised with the miles on his 6.7 Powerstroke and not surprised that this guy is on his fourth rear end. The F450 basically has the same rear end as a F350, but I suppose this will change next year.

This guys needs a F550 IMO...

Another guy who pulls travel trailers all over the US and Canada has reported 396,000 miles on his F350 truck with no major problems, but doesn't pull these kind of loads.

[bmanning]

rjstractor wrote:
He blows a rear end every 50K, and wears out tires every 20K? He makes a good case for not using a pickup to do the job of a real truck. (ok my flame suit is on) 😉

Not sure you'll need the flame suit; you're absolutely correct.

IMO that's why you see many medium-duty tow trucks running around town even though light duties are up to the task capacity-wise; longevity, durability, and cost effectiveness.

Those 1-ton diesels so heavily worshipped on the forum are, truth be told, at the very bottom of the food chain when it comes to commercial duty, even if they meet specs for the task.

[larry_barnhart]

Maybe because he was running at the top end of everything and WEAR is the outcome. The bigger or real truck will allow him more trailer and more cars.

chevman