Jun-06-2022 05:17 PM
Jun-16-2022 07:48 PM
Jun-16-2022 07:09 PM
jimh406 wrote:mbloof wrote:
- F450 Dana80 (11K lbs), IDK about master cylinder however larger rotor and pads (odd because BOTH DRW's 350/450 have same 14K GVWR).
It's clear that the 14K GVWR on the pickup models compared to chassis models is a made up number. My 2010 F450 has a 14,500 GVWR. I like the truck, but I don't believe that newer lighter trucks are less capable. 😉
My F450 is one with 19.5s. They had more room for larger brakes with the exception of a few years that had 17s. Fwiw, I've read here that the rear diffs are the same on F350 DRW and F450s for a few years. That would be something else to check. The chassis cabs have the same diffs as far as I know with a lot higher GVWR.
That being said, I have no doubt my diesel F450 with 4.30s is very capable and could carry any truck camper or pull any fiver with ease. I probably could even carry a lighter popup. 😄
Seriously though, I bought it used a few years ago just in case I ever wanted a giant fiver. I've paid in fuel costs, but it stops with the TC on probably about as fast as my Mustang GT. The brakes make my wife extremely confident. There was one panic stop with her driving that convinced her that the truck is totally awesome. She never had that feeling with the previous truck.
Jun-16-2022 06:54 PM
Jun-16-2022 06:03 PM
mbloof wrote:
- F450 Dana80 (11K lbs), IDK about master cylinder however larger rotor and pads (odd because BOTH DRW's 350/450 have same 14K GVWR).
Jun-16-2022 05:42 PM
Grit dog wrote:BFL13 wrote:
Here is what I find confusing. It says leave your foot down and do not pump the brakes and the ABS will grab and release as required, but that is for coming to a stop. It does not seem to cover what happens on a long steep downhill run for keeping the brakes from overheating. Or does it?
https://www.icbc.com/partners/driver-training/Documents/ts274w.pdf
It's statements and questions like this that sometimes make me want to support those who just blatantly recommend more vehicle than needed for the job.
In other words, it's 2022 and if you don't even conceptually understand how ABS works and could somehow conceive that it will help a person who is riding their brakes down a hill, then you're grossly uninformed. Which is scary considering you drive a RV in the mountains!
Jun-14-2022 06:44 AM
Jun-14-2022 06:39 AM
mkirsch wrote:wjlapier wrote:
Just curious, could you use tow mode for going down a steep grade or exhaust brakes?
I use it with an EMPTY truck!
With nothing pushing the truck I just get it to the speed I want and let it coast. Unless the hill is EXTREME, the truck cruises right down the hill at whatever speed I chose at the top. Never have to touch the brakes. It always makes me giggle, watching the folks in front of me stab on their brakes every 2 seconds.
Jun-14-2022 06:00 AM
wjlapier wrote:
Just curious, could you use tow mode for going down a steep grade or exhaust brakes?
Jun-13-2022 03:10 PM
wjlapier wrote:
Just curious, could you use tow mode for going down a steep grade or exhaust brakes?
Jun-13-2022 03:00 PM
wjlapier wrote:
Just curious, could you use tow mode for going down a steep grade or exhaust brakes?
Jun-13-2022 02:24 PM
Jun-13-2022 02:16 PM
notsobigjoe wrote:
Do the newer dually's have disc brakes in the rear? My 1996 are drums as well as my 2000 Silverado some years back. Drums are great for riding the brakes but discs are way better at stopping.
Jun-13-2022 02:15 PM
BFL13 wrote:
Some confusion developing here. I am just curious how things work with trucks, but the OP wants to know if he is "safe" with his set-up. He will get weighed and then more will be known about that.
It turns out that a DRW has stronger brakes than a SRW. Eg the bigger master cylinder mentioned above. Parts manuals could give more specs for the rest of the braking systems. I did find this too:
"With four back wheels instead of two, and a stronger rear axle, a dually truck can handle a larger amount of payload weight and offer more .....Most dually trucks are also equipped with bigger, stronger brakes for additional stopping power, as well as heavy-duty shocks and springs for greater capability to tread uneven terrain and rough driving surfaces"
I still don't see why braking specs have anything to do with axle weight ratings. I see that they would make the brakes stronger if the truck is expected to carry more weight. I would think they would use the GVWR for that. Whatever, the OP has a DRW so all he wants to know is how much "margin" does he have when overweight for braking while going down a mountain.
I disagree with telling the OP he can ignore GVWR and just worry about RAWR, but nobody is going to change anybody's mind about that, so let's all just agree to disagree.
On the question of using cab weight if you go over cargo weight rating, it is strange that the same exact cargo box and frame has different CWR if the truck is Diesel or gas. The Diesel engine weighs more so the truck has less payload out of its same GVWR. But the gas version has more CWR. So there they use front end weight to add to cargo weight. Using the little bit of cab weight (750 bs eg) for some extra cargo weight does not seem so bad then. So why do they even have a CWR instead of just a total payload rating?
https://www.jdpower.com/cars/shopping-guides/what-is-a-dually-truck
Jun-13-2022 02:14 PM
mkirsch wrote:
ABS is anti-lock braking system. It only applies when it senses wheel lockup, aka skid.
Otherwise the brakes work like brakes. IF you are holding the brakes while descending a long grade, they will get hot and fade, just like non-ABS brakes.
DRW trucks still don't have 4 rotors and calipers on the rear axles.
Jun-13-2022 02:03 PM
BFL13 wrote:
Here is what I find confusing. It says leave your foot down and do not pump the brakes and the ABS will grab and release as required, but that is for coming to a stop. It does not seem to cover what happens on a long steep downhill run for keeping the brakes from overheating. Or does it?
https://www.icbc.com/partners/driver-training/Documents/ts274w.pdf