I’ve had many trucks and campers and have been a loyal Dodge/Ram Cummins fan.
However, with the cost and complexity of the new diesels I’m considering a gas engine.
I like simple, basic and reliable and the new Ford 7.3 seems to be that engine.
With old school cam in block design, it’s about as basic as they come.
The power numbers seem pretty impressive (430 hp/475 to) and it makes over 400 ft/lb of torque below 2000 rpm. The 10 speed transmission will make it even better.
It adds about $1700 to the standard gas package so about $8k less than the diesel.
It’s also a lighter and smaller engine due to the design which will help payload.
They are starting to show up at the dealers but it’s a new design so really no long term reviews yet.
I would likely get the DRW and would prefer 4:30 gears but may have to order as 3:73 seem to be common.
I’m thinking the only negative is the fuel mileage but the new diesels aren’t getting what they used to and gas is much cheaper as well as the $8k savings of buying a diesel.
Also, no $10-15k out of pocket cost to replace the fuel system when the pump fails and contaminates the entire system.
I was really disappointed to see Ram switch to the CP4 fuel pump for 2019.
This may be a great TC hauler.
13Jeep Wrangler
07 Ragen 21FB
12 Yamaha Super Tenere
14 Suzuki DR 650
Good luck,
bradw
Wake Up America
2019 Lance 1062 and 2018 F-350 CC PSD 4X4 DRW
Tembrens, Rear Roadmaster Sway Bar, Torklift 48" Extention and 30K Superhitch
Our New Lance 1062 Truck Camper Unloading at Dealer Photos
FireGuard wrote:
I’m planning to get back to truck camping by fall and spend a lot of time seeing the country. Life is short and I’m not getting any younger.
I’ve had many trucks and campers and have been a loyal Dodge/Ram Cummins fan.
However, with the cost and complexity of the new diesels I’m considering a gas engine.
I like simple, basic and reliable and the new Ford 7.3 seems to be that engine.
With old school cam in block design, it’s about as basic as they come.
The power numbers seem pretty impressive (430 hp/475 to) and it makes over 400 ft/lb of torque below 2000 rpm. The 10 speed transmission will make it even better.
It adds about $1700 to the standard gas package so about $8k less than the diesel.
It’s also a lighter and smaller engine due to the design which will help payload.
They are starting to show up at the dealers but it’s a new design so really no long term reviews yet.
I would likely get the DRW and would prefer 4:30 gears but may have to order as 3:73 seem to be common.
I’m thinking the only negative is the fuel mileage but the new diesels aren’t getting what they used to and gas is much cheaper as well as the $8k savings of buying a diesel.
Also, no $10-15k out of pocket cost to replace the fuel system when the pump fails and contaminates the entire system.
I was really disappointed to see Ram switch to the CP4 fuel pump for 2019.
This may be a great TC hauler.
I’m planning to get back to truck camping by fall and spend a lot of time seeing the country. Life is short and I’m not getting any younger.
I’ve had many trucks and campers and have been a loyal Dodge/Ram Cummins fan.
However, with the cost and complexity of the new diesels I’m considering a gas engine.
I like simple, basic and reliable and the new Ford 7.3 seems to be that engine.
With old school cam in block design, it’s about as basic as they come.
The power numbers seem pretty impressive (430 hp/475 to) and it makes over 400 ft/lb of torque below 2000 rpm. The 10 speed transmission will make it even better.
It adds about $1700 to the standard gas package so about $8k less than the diesel.
It’s also a lighter and smaller engine due to the design which will help payload.
They are starting to show up at the dealers but it’s a new design so really no long term reviews yet.
I would likely get the DRW and would prefer 4:30 gears but may have to order as 3:73 seem to be common.
I’m thinking the only negative is the fuel mileage but the new diesels aren’t getting what they used to and gas is much cheaper as well as the $8k savings of buying a diesel.
Also, no $10-15k out of pocket cost to replace the fuel system when the pump fails and contaminates the entire system.
I was really disappointed to see Ram switch to the CP4 fuel pump for 2019.
This may be a great TC hauler.
Out of curiosity, doesn't the 6.4 Hemi with 410/429 tq meet your needs? you could still stick with Ram. They'll run a little cheaper too.
The 6.4 Hemi should be a good combo with the 8 speed trans as a big complaint with the 6 speed was the gear splits.
There are some posts of the Hemi having issues with cam wearing and valve train failure as well as requiring expensive oil. Also think it may require premium gas.
I like the 7.3 for its simple and hopefully Bullet proof reliability.
I also like the look of the new Ford trucks.
The good thing is that I have about 8 months to decide. Planning a 3-4 week trip in October.
I also get to research campers again. ??
Will be looking at a 9-10’ slide out. IE Lance 995/975 or AF 990/992.
I'd prefer a Chevy but I haven't heard any good about GM sticking with a 6 speed trans for their new 6.6.
I wouldn't worry about the new 7.3 being a first year engine. Its old technology built by new technology.
Kenny
1996 Jayco 376FB Eagle Series TT
1997 Jayco 246FB Eagle Series TT
1976 Ford F-250 4wd Mercury Marauder 410 - 4V
Regular cabs. The best looking trucks.
FireGuard wrote:
Good point Brad.
The 6.4 Hemi should be a good combo with the 8 speed trans as a big complaint with the 6 speed was the gear splits.
There are some posts of the Hemi having issues with cam wearing and valve train failure as well as requiring expensive oil. Also think it may require premium gas.
I like the 7.3 for its simple and hopefully Bullet proof reliability.
I also like the look of the new Ford trucks.
The good thing is that I have about 8 months to decide. Planning a 3-4 week trip in October.
I also get to research campers again. ??
Will be looking at a 9-10’ slide out. IE Lance 995/975 or AF 990/992.
Good point Brad.
The 6.4 Hemi should be a good combo with the 8 speed trans as a big complaint with the 6 speed was the gear splits.
There are some posts of the Hemi having issues with cam wearing and valve train failure as well as requiring expensive oil. Also think it may require premium gas.
I like the 7.3 for its simple and hopefully Bullet proof reliability.
I also like the look of the new Ford trucks.
The good thing is that I have about 8 months to decide. Planning a 3-4 week trip in October.
I also get to research campers again. ??
Will be looking at a 9-10’ slide out. IE Lance 995/975 or AF 990/992.
My last purchase, I was contemplating going back to a gasoline, but I tow a 4-ton trailer behind my 3-ton truck camper and mountain passes are in most of my travels. I didn't want to buy something that was going to be approaching its operating limits and stayed with diesel.
Some of the other things I looked at was reduced mileage also would give me reduced range. Was there a sufficiently large fuel tank (OEM or aftermarket) for the range I wanted? Since I travel into elevations often, what kind of performance hit was I going to take with a normally aspirated engine than one with forced induction?
If I was only carrying a camper and not towing, I would not hesitate to choose a gasoline powered truck. The new transmissions really help (even if they hadn't updated the engines).
You may want to add The Adventurer 910DB and Host Cascade to the list of campers to check out. Both of these are about the same size with some differences from the ones you chose.
Chevy Sonic 1.8-Honda Passport C70B-Host Mammoth 11.5-Interstate Car Carrier 20-Joyner SandViper 250-Kawasaki Concours ZG1000-Paros 8' flatbed-Pelican Decker DLX 8.75-Ram 5500 HD
2020 F350 CC LB
Eagle Cap 850
25'Airstream Excella
"Good People Drink Good Beer"-Hunter S Thompson
'10 Ford F-450, 6.4, 4.30, 4x4, 14,500 GVWR, '06 Host Rainer 950 DS, Torklift Talon tiedowns, Glow Steps, and Fastguns. Bilstein 4600s, Firestone Bags, Toyo M655 Gs, Curt front hitch, Energy Suspension bump stops.
NRA Life Member, CCA Life Member
Quote:
As an owner of a Ram 3500, SRW, 6.4 gasser, with 3.73 gears, and 6 speed auto, the only thing I’d consider changing is the gear ratio to 4.10. The 3.73 is just not deep enough when empty and driving over rolling hills as it causes the transmission to down shift frequently, rather than lug up the hills. Now when the camper is on, I just put the Trans in 4th gear and leave it there, and seems to do really well with minimal down shifts except in the mountains. . . .
As an owner of a Ram 3500, SRW, 6.4 gasser, with 3.73 gears, and 6 speed auto, the only thing I’d consider changing is the gear ratio to 4.10. The 3.73 is just not deep enough when empty and driving over rolling hills as it causes the transmission to down shift frequently, rather than lug up the hills. Now when the camper is on, I just put the Trans in 4th gear and leave it there, and seems to do really well with minimal down shifts except in the mountains. . . .
I too have a 3500 SRW 6.4 Hemi CC 4wd with 3.73. I custom ordered the truck and had figured I would be in tow/haul mode so went with the 3.73 On hind sight, I'm in 6th most of the time on the highway so the 4.10s would have been a better choice. If/when we upgrade to a DRW, it will be same setup except 4.10s. Now once we get on the backroads, the 3.73s are much better, but the 4.10s would be the best choice. 4.30s may even be better, but think they would be too low empty.
While the oil is $8qt, but it only takes 7 and only has to be changed every ~7,800 miles, sooner if you run lower gears/higher RPMs. So not really that bad. Haven't heard of anything bad on the truck version of the 6.4.
The specs on the Ford 7.3 seem to be about the same as the 6.4 so imagine that would also be a great engine for TC application. The lower end torque is the key. While the 10 speed transmission seems like a good idea, with a load I see it shifting a lot more. So unless the bands are properly designed, I see band wear being an issue if you plan on keeping the vehicle a long time.
See my sig below for mileage and
2015 Ram 3500 4x4 Crew Cab SRW 6.4 Hemi LB 3.73 (12.4 hand calc avg mpg after 92,000 miles with camper)
2004 Lance 815 (prev: 2004 FW 35'; 1994 TT 30'; Tents)
Purchasing a new truck would allow me to move to a dually and larger camper at about the same time I retire. This would suit my anticipated camping schedule. Watch me get whacked by a meteorite on my last day of work : )
Ranger Tim
2006 F-350 Super Crew King Ranch SRW Bulletproofed
2016 Wolf Creek 840
Upper and Lower StableLoads
Ranger Tim wrote:
Watch me get whacked by a meteorite on my last day of work : )
Watch me get whacked by a meteorite on my last day of work : )
Of course, that’s why you should retire as soon as you can.
![[emoticon]](http://www.coastresorts.com/sharedcontent/cfb/images/grin.gif "grin")
kohldad wrote:
The specs on the Ford 7.3 seem to be about the same as the 6.4 so imagine that would also be a great engine for TC application. The lower end torque is the key. While the 10 speed transmission seems like a good idea, with a load I see it shifting a lot more. So unless the bands are properly designed, I see band wear being an issue if you plan on keeping the vehicle a long time.
See my sig below for mileage and
The specs on the Ford 7.3 seem to be about the same as the 6.4 so imagine that would also be a great engine for TC application. The lower end torque is the key. While the 10 speed transmission seems like a good idea, with a load I see it shifting a lot more. So unless the bands are properly designed, I see band wear being an issue if you plan on keeping the vehicle a long time.
See my sig below for mileage and
From what I have seen on dyno runs the hemi seems to make ~330-340lb-ft as does the 6.2, TFL shows the 7.3 putting down over 400. The fords dyno with the bulk of their torque starting around 2k rpm and the hemi seems to come around just before 3k. Just an observation of dyno runs I have researched.
Btw the last band ford had in a truck transmission was the 4r100.
I'd buy the new ford 7.3 in a heartbeat...
Lance 9.6
400 watts solar mounted/200 watts portable
500ah Lifep04
jaycocreek wrote:
couldn't imagine needing more for just a truck camper..
I'd buy the new ford 7.3 in a heartbeat...
couldn't imagine needing more for just a truck camper..
I'd buy the new ford 7.3 in a heartbeat...
Need and want are two different things, but we all know that.
My 6.0 does just fine for me. Actually I'm quite impressed with its measly 360 hp and 380 lb/ft of torque.
I too would buy a new 7.3 in a heartbeat. But I think my heart will quit beating before I ever get one. LOL
Quote:
My 6.0 does just fine for me.
My 6.0 does just fine for me.
Yep,it's a great engine as well as the Ford 6.2 gas..Matched with these new transmissions they perform great with a TC on..I used my son's 6.0 HD 2500 all the time..Pulled a 30ft 8500# TT all over these hills around here..It did great..
I never have understood this posting hp/tq of a pickup like it was a '56 chevy/327 and still in high school..LOL..It's a pickup and any of these engines will work just great with any of the TC's out there..Start towing 8K+ trailers with the TC and then your getting into diesel power..I have hauled truck campers with everything from the Ford straight 6 to the 283/327/350/390/454 and the 460..They all did fantastic with a truck camper and even towing two horses back to the trail head hunting..
I have a new TC in my future or new to me but not a new pickup so I'm stuck with the old 7.5 Ford and the anemic 410 ft pounds of torque..LOL
I have not been on here for a few years, but am on here to add to my extensive research for a talk I'm presenting at the Truck Camper Adventure Rally next week, and a subsequent article for the on-line magazine.
The piece should clear the air, or at least give you a perspective on the hot button issue of
GAS VS. DIESEL
Jeanie and I bought a
2020 Ford F-350 XLT FX4 4WD SRW SB SC 7.3L Godzilla Gas V-8 (430HP; 475TQ) TorqShift 10 speed 10R140 auto trans 397 amps dual Alt dual batts frnt Dana 60; rear Dana M275 E-locker 4.30's 4190# payload 7243# curb wt. 11,300# GVWR 5-er prepped.
2020 Northstar Laredo SC, 12v compressor fridge, cassette, 320w Solar sub zero insulation. 2350 pounds wet.
No, we're not selling our 2001 built Dodge H.O. Cummins.
The real differences with the new Ford 7.3L gasser are twofold:
1. The engine is not like any modern Ford truck engine i have driven because is makes gobs of torque down to 1500 rpm and has enough torque to pull heavy loads without a big mpg penalty. Ford even puts the gasser into big trucks up to F-750.
Chevy's 6.6L V-8 is close but not close enough.
Mopar's Hemi V-8 torque drops like a rock at 1500 rpm.
2. The second half of the equation is the 10 speed truck transmission.
It has the lowest of low gears, and 3, yes three overdrive gears to eek out the last drop of mpg. I might mention the 4.30 gears deliver the most rear wheel torque of all the final drives.
So, keep your eye on TCA for my extensive coverage of the
GAS vs. DIESEL debate from someone who has both and will continue to have both.
Just know that the 7.3L gasser coupled to the 10R140 trans is a game changer, especially for us that haul truck campers.
jefe
'01.5 Dodge 2500 4x4, CTD, Qcab, SB, NV5600, 241HD, 4.10's, Dana 70/TruTrac; Dana 80/ TruTrac, Spintec hub conversion, H.D. susp, 315/75R16's on 7.5" and 10" wide steel wheels, Vulcan big line, Warn M15K winch '98 Lance Lite 165s, 8' 6" X-cab, 200w Solar
jaycocreek wrote:
Yep,it's a great engine as well as the Ford 6.2 gas..Matched with these new transmissions they perform great with a TC on..I used my son's 6.0 HD 2500 all the time..Pulled a 30ft 8500# TT all over these hills around here..It did great..
I never have understood this posting hp/tq of a pickup like it was a '56 chevy/327 and still in high school..LOL..It's a pickup and any of these engines will work just great with any of the TC's out there..
Quote:
My 6.0 does just fine for me.
My 6.0 does just fine for me.
Yep,it's a great engine as well as the Ford 6.2 gas..Matched with these new transmissions they perform great with a TC on..I used my son's 6.0 HD 2500 all the time..Pulled a 30ft 8500# TT all over these hills around here..It did great..
I never have understood this posting hp/tq of a pickup like it was a '56 chevy/327 and still in high school..LOL..It's a pickup and any of these engines will work just great with any of the TC's out there..
Of course, ‘56 Chevies didn’t come with 327s... those were six years later.
2017 Northern Lite 10-2 EX CD SE
99 Ram 4x4 Dually Cummins
A whole lot more fuel, a whole lot more boost.
4.10 gears, Gear Vendors overdrive, exhaust brake
Built auto, triple disc, billet shafts.
Kelderman Air Ride, Helwig sway bar.
3 tons
jefe 4x4 wrote:
jefe 4x4 here.
I have not been on here for a few years, but am on here to add to my extensive research for a talk I'm presenting at the Truck Camper Adventure Rally next week, and a subsequent article for the on-line magazine.
jefe 4x4 here.
I have not been on here for a few years, but am on here to add to my extensive research for a talk I'm presenting at the Truck Camper Adventure Rally next week, and a subsequent article for the on-line magazine.
Good to see you back Jefe, please stop in more often I miss your wisdom and advice from years of actual experience!
2014 Wolf Creek 850SB
2012 GMC Sierra SLT 2500HD
7,220# Truck/10,400# Camper Fully Loaded
3 tons wrote:
I can only wonder how the new 7.3 would carry a 4950# camper up and over the Sierra’s Hwy 80...This is the BIG unknown to me...
3 tons
I can only wonder how the new 7.3 would carry a 4950# camper up and over the Sierra’s Hwy 80...This is the BIG unknown to me...
3 tons
?? Umm, for sure as good as any gas pickup and likely a little better than all of them, by the numbers.
2016 Ram 2500, MotorOps.ca EFIlive tuned, 5” turbo back, 6" lift on 37s
2017 Heartland Torque T29 - Sold.
Couple of Arctic Fox TCs - Sold
3 tons wrote:
I can only wonder how the new 7.3 would carry a 4950# camper up and over the Sierra’s Hwy 80...This is the BIG unknown to me...
3 tons
I can only wonder how the new 7.3 would carry a 4950# camper up and over the Sierra’s Hwy 80...This is the BIG unknown to me...
3 tons
I have no complaints about how well my 6.0L gasser did hauling my 4000 lb camper + my ATV and trailer, another 1200 lbs.
Yes, a diesel would have gone faster and that's OK.
With where the new gas engines, Ford's 7.3 and GMs 6.6 I would never consider a diesel, but then I never have.
My 2013 RAM 350 4x4 diesel with 130,000 miles will be leaving me on Tuesday.
My reasons for going back to gas:
Diesels are for pulling, gassers are for hauling cargo in the bed.
Diesel maintenance costs are exhorbantent.
Lost the turbo at 110K, dealer cost would have been $6,000! I got a rebuilt put in for $3,000.
Really hard to find good diesel mechanics...
No more carrying diesel additives, including DEF!
My cargo capacity in the old 2013 was 5,250lbs
The new Ford's capacity is 5,916 lbs!
With that capacity I am hoping I will need no aftermarket suspension equipment.
I am a firm believer in low rear end ratio's, the RAM had a 4.10 and I got the 4.30's in the new Ford. You are not buying this kind of truck if you are worried about gas mileage. You will regret getting higher gearing when city stop and go driving or up mountain passes. Just not worth wishful thinking of getting better highway mileage.
Drives like a dream, it has a 1.000 mile break in, so no truck camper for the rest of the month.
Manual says it can run on 87 octane BUT will perform under load and hot weather better if running 91 octane.
Darn thing has a 3" trailer receiver on it, I have never seen on so big. Had to order a cool adapter from E-Trailer so I can put my bike rack on it.
I got the camper package, but of course the dealer can't find the camper certification paper, they have contacted Ford to get another.
I'll start my own thread after I get the truck broke in and the camper in the bed and let you know how this truck is performing.
Cheers,
Eric
2021 FORD F350 dually 4x4 with 4.30 gears
2013 Eagle Cap 950
480 Watts Solar, 3K VictronConnect Multiplus II, VictronConnect smart DC-DC charger, VictronConnect 100/30 solar controller, 250 amps of lithium batteries by LifeBlue
egarant wrote:
My cargo capacity in the old 2013 was 5,250lbs
The new Ford's capacity is 5,916 lbs!
With that capacity I am hoping I will need no aftermarket suspension equipment.
My cargo capacity in the old 2013 was 5,250lbs
The new Ford's capacity is 5,916 lbs!
With that capacity I am hoping I will need no aftermarket suspension equipment.
Sweet new truck I'm sure, and comparing the rear suspension of 2 totally different trucks to each other is not apples to apples, but this is part of the misconception.
Camper puts most/all it's static weight on the rear axle, right?
Engine puts most/all of it's weight on the front axle, right?
Payload = gvwr - curb weight. Right?
If you have same gvwr and 700lbs more "payload" due to a lighter engine, that doesn't help the actual payload of the rear axle where the additional load is applied.
Kayteg will say its because the Ford Al bed is 500lbs lighter, lol, but you understand the principle.
Nothing against your truck, but it's really about how stiff the rear springs are. Swapping a heavy engine for a lighter one doesn't really help the situation at all in the real world.
egarant wrote:
I picked up my custom orders Ford F-350 4x4 dually with the new 7.3 liter gas engine!
My 2013 RAM 350 4x4 diesel with 130,000 miles will be leaving me on Tuesday.
My reasons for going back to gas:
Diesels are for pulling, gassers are for hauling cargo in the bed.
Diesel maintenance costs are exhorbantent.
Lost the turbo at 110K, dealer cost would have been $6,000! I got a rebuilt put in for $3,000.
Really hard to find good diesel mechanics...
No more carrying diesel additives, including DEF!
My cargo capacity in the old 2013 was 5,250lbs
The new Ford's capacity is 5,916 lbs!
With that capacity I am hoping I will need no aftermarket suspension equipment.
I am a firm believer in low rear end ratio's, the RAM had a 4.10 and I got the 4.30's in the new Ford. You are not buying this kind of truck if you are worried about gas mileage. You will regret getting higher gearing when city stop and go driving or up mountain passes. Just not worth wishful thinking of getting better highway mileage.
Drives like a dream, it has a 1.000 mile break in, so no truck camper for the rest of the month.
Manual says it can run on 87 octane BUT will perform under load and hot weather better if running 91 octane.
Darn thing has a 3" trailer receiver on it, I have never seen on so big. Had to order a cool adapter from E-Trailer so I can put my bike rack on it.
I got the camper package, but of course the dealer can't find the camper certification paper, they have contacted Ford to get another.
I'll start my own thread after I get the truck broke in and the camper in the bed and let you know how this truck is performing.
Cheers,
Eric
I picked up my custom orders Ford F-350 4x4 dually with the new 7.3 liter gas engine!
My 2013 RAM 350 4x4 diesel with 130,000 miles will be leaving me on Tuesday.
My reasons for going back to gas:
Diesels are for pulling, gassers are for hauling cargo in the bed.
Diesel maintenance costs are exhorbantent.
Lost the turbo at 110K, dealer cost would have been $6,000! I got a rebuilt put in for $3,000.
Really hard to find good diesel mechanics...
No more carrying diesel additives, including DEF!
My cargo capacity in the old 2013 was 5,250lbs
The new Ford's capacity is 5,916 lbs!
With that capacity I am hoping I will need no aftermarket suspension equipment.
I am a firm believer in low rear end ratio's, the RAM had a 4.10 and I got the 4.30's in the new Ford. You are not buying this kind of truck if you are worried about gas mileage. You will regret getting higher gearing when city stop and go driving or up mountain passes. Just not worth wishful thinking of getting better highway mileage.
Drives like a dream, it has a 1.000 mile break in, so no truck camper for the rest of the month.
Manual says it can run on 87 octane BUT will perform under load and hot weather better if running 91 octane.
Darn thing has a 3" trailer receiver on it, I have never seen on so big. Had to order a cool adapter from E-Trailer so I can put my bike rack on it.
I got the camper package, but of course the dealer can't find the camper certification paper, they have contacted Ford to get another.
I'll start my own thread after I get the truck broke in and the camper in the bed and let you know how this truck is performing.
Cheers,
Eric
That is fantastic, I’m looking forward to your report, particularly info relating to climbing the mountain passes...
3 tons
3 tons wrote:
That is fantastic, I’m looking forward to your report, particularly info relating to climbing the mountain passes...
3 tons
egarant wrote:
I picked up my custom orders Ford F-350 4x4 dually with the new 7.3 liter gas engine!
My 2013 RAM 350 4x4 diesel with 130,000 miles will be leaving me on Tuesday.
My reasons for going back to gas:
Diesels are for pulling, gassers are for hauling cargo in the bed.
Diesel maintenance costs are exhorbantent.
Lost the turbo at 110K, dealer cost would have been $6,000! I got a rebuilt put in for $3,000.
Really hard to find good diesel mechanics...
No more carrying diesel additives, including DEF!
My cargo capacity in the old 2013 was 5,250lbs
The new Ford's capacity is 5,916 lbs!
With that capacity I am hoping I will need no aftermarket suspension equipment.
I am a firm believer in low rear end ratio's, the RAM had a 4.10 and I got the 4.30's in the new Ford. You are not buying this kind of truck if you are worried about gas mileage. You will regret getting higher gearing when city stop and go driving or up mountain passes. Just not worth wishful thinking of getting better highway mileage.
Drives like a dream, it has a 1.000 mile break in, so no truck camper for the rest of the month.
Manual says it can run on 87 octane BUT will perform under load and hot weather better if running 91 octane.
Darn thing has a 3" trailer receiver on it, I have never seen on so big. Had to order a cool adapter from E-Trailer so I can put my bike rack on it.
I got the camper package, but of course the dealer can't find the camper certification paper, they have contacted Ford to get another.
I'll start my own thread after I get the truck broke in and the camper in the bed and let you know how this truck is performing.
Cheers,
Eric
I picked up my custom orders Ford F-350 4x4 dually with the new 7.3 liter gas engine!
My 2013 RAM 350 4x4 diesel with 130,000 miles will be leaving me on Tuesday.
My reasons for going back to gas:
Diesels are for pulling, gassers are for hauling cargo in the bed.
Diesel maintenance costs are exhorbantent.
Lost the turbo at 110K, dealer cost would have been $6,000! I got a rebuilt put in for $3,000.
Really hard to find good diesel mechanics...
No more carrying diesel additives, including DEF!
My cargo capacity in the old 2013 was 5,250lbs
The new Ford's capacity is 5,916 lbs!
With that capacity I am hoping I will need no aftermarket suspension equipment.
I am a firm believer in low rear end ratio's, the RAM had a 4.10 and I got the 4.30's in the new Ford. You are not buying this kind of truck if you are worried about gas mileage. You will regret getting higher gearing when city stop and go driving or up mountain passes. Just not worth wishful thinking of getting better highway mileage.
Drives like a dream, it has a 1.000 mile break in, so no truck camper for the rest of the month.
Manual says it can run on 87 octane BUT will perform under load and hot weather better if running 91 octane.
Darn thing has a 3" trailer receiver on it, I have never seen on so big. Had to order a cool adapter from E-Trailer so I can put my bike rack on it.
I got the camper package, but of course the dealer can't find the camper certification paper, they have contacted Ford to get another.
I'll start my own thread after I get the truck broke in and the camper in the bed and let you know how this truck is performing.
Cheers,
Eric
That is fantastic, I’m looking forward to your report, particularly info relating to climbing the mountain passes...
3 tons
I pulled out the Truck Camper Specification sheet for both trucks:
2013 RAM 4,784 lbs
2021 FORD 5,071 lbs
So the FORD gains me overal 666 lbs in cargo capacity which includes 287 lbs of truck camper carrying capacity
My f250 with it's 4100lb camper on and towing a 2500lb trailer or a 2,000 lb toad it pulled quite good but on some real steep curvy roads it was close to running out of power! Like coming out of Shelter Cove Calif.. and some other places.. 4.10 rear and E4od trans.
Old 7.5 205-275 hp and 345-375 torque
New 7.3 430 hp and 475 torque!
That is some impressive numbers!
Jim
2000 2500 9.6 Bigfoot,94 F250, Vision 19.5, Mich 245/70XDS2's, Bilstein shocks, air bags/pump, EU2000, PD 9260,Lifeline 100ah, 200W. solar, Morningstar Sunsaver 15A/ display panel, Trimetric, Delorme/laptop, Holux gps rec,led lights, Wave-3 heat.
egarant wrote:
I pulled out the Truck Camper Specification sheet for both trucks:
2013 RAM 4,784 lbs
2021 FORD 5,071 lbs
So the FORD gains me overal 666 lbs in cargo capacity which includes 287 lbs of truck camper carrying capacity
I pulled out the Truck Camper Specification sheet for both trucks:
2013 RAM 4,784 lbs
2021 FORD 5,071 lbs
So the FORD gains me overal 666 lbs in cargo capacity which includes 287 lbs of truck camper carrying capacity
That is due Ford switching in 2017 to aluminum beds and heat-treated frames, what saved about 500lb from truck weight.
Nothing to do with engine.
Talking about huge HP in newer engines - you can't use it if you can't cool it. Gas engines produce about twice the heat diesels do.
bigfootford wrote:
That new 7.3 is way above the old 7.5 460 gasser.. I am impressed.
My f250 with it's 4100lb camper on and towing a 2500lb trailer or a 2,000 lb toad it pulled quite good but on some real steep curvy roads it was close to running out of power! Like coming out of Shelter Cove Calif.. and some other places.. 4.10 rear and E4od trans.
Old 7.5 205-275 hp and 345-375 torque
New 7.3 430 hp and 475 torque!
That is some impressive numbers!
Jim
That new 7.3 is way above the old 7.5 460 gasser.. I am impressed.
My f250 with it's 4100lb camper on and towing a 2500lb trailer or a 2,000 lb toad it pulled quite good but on some real steep curvy roads it was close to running out of power! Like coming out of Shelter Cove Calif.. and some other places.. 4.10 rear and E4od trans.
Old 7.5 205-275 hp and 345-375 torque
New 7.3 430 hp and 475 torque!
That is some impressive numbers!
Jim
Ok, I’m looking forward to seeing one in your driveway!!
3 tons
3 tons wrote:
Haw, If I was a youngster like you I would have not one of these but a nice Dodge with a great diesel.. and a 6 speed Alison trans.. That is my want... Skipro3's truck to me is a great rig.
Ok, I’m looking forward to seeing one in your driveway!!
3 tons
bigfootford wrote:
That new 7.3 is way above the old 7.5 460 gasser.. I am impressed.
My f250 with it's 4100lb camper on and towing a 2500lb trailer or a 2,000 lb toad it pulled quite good but on some real steep curvy roads it was close to running out of power! Like coming out of Shelter Cove Calif.. and some other places.. 4.10 rear and E4od trans.
Old 7.5 205-275 hp and 345-375 torque
New 7.3 430 hp and 475 torque!
That is some impressive numbers!
Jim
That new 7.3 is way above the old 7.5 460 gasser.. I am impressed.
My f250 with it's 4100lb camper on and towing a 2500lb trailer or a 2,000 lb toad it pulled quite good but on some real steep curvy roads it was close to running out of power! Like coming out of Shelter Cove Calif.. and some other places.. 4.10 rear and E4od trans.
Old 7.5 205-275 hp and 345-375 torque
New 7.3 430 hp and 475 torque!
That is some impressive numbers!
Jim
Haw, If I was a youngster like you I would have not one of these but a nice Dodge with a great diesel.. and a 6 speed Alison trans.. That is my want... Skipro3's truck to me is a great rig.
Ok, I’m looking forward to seeing one in your driveway!!
3 tons
Following its 1983 reintroduction, the 460 received fuel injection for 1988; while remaining at 225 hp, the update significantly increased torque output; after further updates in 1992 and 1994, the final production version of the 460 produced 245 hp and 400 lb-ft of torque.
I'd take the new 7.3 in a heart beat..
How good is it?
bighatnohorse wrote:
Does the new engine have Tow/Haul or engine braking?
How good is it?
Does the new engine have Tow/Haul or engine braking?
How good is it?
I will post it again, a forum dedicated to the new 7.3: https://www.ford-trucks.com/forums/forum307/
Its an awesome engine mated to the 10speed and will only get better with upcoming mods.
2002 F-350 7.3 Lariat 4x4 DRW ZF6
2008 Lance 1191 - 220w of solar - Bring on the sun!
bighatnohorse wrote:
Does the new engine have Tow/Haul or engine braking?
How good is it?
Does the new engine have Tow/Haul or engine braking?
How good is it?
Tow/haul is mostly a transmission control mode.
As for engine braking; a compression fired engine has no engine braking unless something is added to it. A spark fired engine, where air flow into it controls speed/power will have engine braking with no add on.
I would love to see a side by each comparison, same size, same gears, same load, of exhaust brake on diesel and gas engine.
Kayteg1 wrote:
That is due Ford switching in 2017 to aluminum beds and heat-treated frames, what saved about 500lb from truck weight.
Nothing to do with engine.
Talking about huge HP in newer engines - you can't use it if you can't cool it. Gas engines produce about twice the heat diesels do.
egarant wrote:
I pulled out the Truck Camper Specification sheet for both trucks:
2013 RAM 4,784 lbs
2021 FORD 5,071 lbs
So the FORD gains me overal 666 lbs in cargo capacity which includes 287 lbs of truck camper carrying capacity
I pulled out the Truck Camper Specification sheet for both trucks:
2013 RAM 4,784 lbs
2021 FORD 5,071 lbs
So the FORD gains me overal 666 lbs in cargo capacity which includes 287 lbs of truck camper carrying capacity
That is due Ford switching in 2017 to aluminum beds and heat-treated frames, what saved about 500lb from truck weight.
Nothing to do with engine.
Talking about huge HP in newer engines - you can't use it if you can't cool it. Gas engines produce about twice the heat diesels do.
FYI the entire truck body, not just the bed is made of aluminum. I was shocked on how light the hood was compared to my RAM.
egarant wrote:
FYI the entire truck body, not just the bed is made of aluminum. I was shocked on how light the hood was compared to my RAM.
FYI the entire truck body, not just the bed is made of aluminum. I was shocked on how light the hood was compared to my RAM.
"aluminum bed" is simplification as that what counts the most for TC use.
I have tailgate without the step and I could lift it on 1 finger.
Than you see youtube showing how carwash ripped radio antenna from aluminum fender.
So comparing my 2017 F350 to previous 2006 F350 is light years apart.
egarant wrote:
FYI the entire truck body, not just the bed is made of aluminum. I was shocked on how light the hood was compared to my RAM.
Kayteg1 wrote:
That is due Ford switching in 2017 to aluminum beds and heat-treated frames, what saved about 500lb from truck weight.
Nothing to do with engine.
Talking about huge HP in newer engines - you can't use it if you can't cool it. Gas engines produce about twice the heat diesels do.
egarant wrote:
I pulled out the Truck Camper Specification sheet for both trucks:
2013 RAM 4,784 lbs
2021 FORD 5,071 lbs
So the FORD gains me overal 666 lbs in cargo capacity which includes 287 lbs of truck camper carrying capacity
I pulled out the Truck Camper Specification sheet for both trucks:
2013 RAM 4,784 lbs
2021 FORD 5,071 lbs
So the FORD gains me overal 666 lbs in cargo capacity which includes 287 lbs of truck camper carrying capacity
That is due Ford switching in 2017 to aluminum beds and heat-treated frames, what saved about 500lb from truck weight.
Nothing to do with engine.
Talking about huge HP in newer engines - you can't use it if you can't cool it. Gas engines produce about twice the heat diesels do.
FYI the entire truck body, not just the bed is made of aluminum. I was shocked on how light the hood was compared to my RAM.
Yep. Ford took the weight savings from the body and put it in the chassis. Our new gasser is 600# heavier than our previous diesel. They new chassis handles the TC weight much better. The aluminum tail gate-with old man step-unfortunately is much heavier also. I dread removing it each season.
Fish mojo wrote:
What type of payload rating are you seeing for F350 SRW Lariat with the 7.3/ 4.30 gear combination? I’d like to get rid of my class C MH and get a non-slide TC. I really like what I read about the new Lance 960 or Cirrus 920 or AF865. All of these will push 3000 plus dry weight. Doable with the 7.3 SRW?
What type of payload rating are you seeing for F350 SRW Lariat with the 7.3/ 4.30 gear combination? I’d like to get rid of my class C MH and get a non-slide TC. I really like what I read about the new Lance 960 or Cirrus 920 or AF865. All of these will push 3000 plus dry weight. Doable with the 7.3 SRW?
Been doable with every long bed HD pickup for years. New ones aren’t magical. But they’re nicer than an old truck and generally stiffer frame. Same principles apply whether it’s a 2021 or a 2001 F350. And they’ll handle about the same.
If you’re a door tag watcher, truck campers and srw trucks aren’t for you.
Fish mojo wrote:
What type of payload rating are you seeing for F350 SRW Lariat with the 7.3/ 4.30 gear combination? I’d like to get rid of my class C MH and get a non-slide TC. I really like what I read about the new Lance 960 or Cirrus 920 or AF865. All of these will push 3000 plus dry weight. Doable with the 7.3 SRW?
What type of payload rating are you seeing for F350 SRW Lariat with the 7.3/ 4.30 gear combination? I’d like to get rid of my class C MH and get a non-slide TC. I really like what I read about the new Lance 960 or Cirrus 920 or AF865. All of these will push 3000 plus dry weight. Doable with the 7.3 SRW?
Welcome back.
Somewhere ~ 4500 lbs. You’ll be fine, i am running a Eagle Cap 850 which is heavier than any of the campers you listed. Truck handles it fine and is under RAWR. The new ten speeds are sweet.
Fish mojo wrote:
What type of payload rating are you seeing for F350 SRW Lariat with the 7.3/ 4.30 gear combination? I’d like to get rid of my class C MH and get a non-slide TC. I really like what I read about the new Lance 960 or Cirrus 920 or AF865. All of these will push 3000 plus dry weight. Doable with the 7.3 SRW?
What type of payload rating are you seeing for F350 SRW Lariat with the 7.3/ 4.30 gear combination? I’d like to get rid of my class C MH and get a non-slide TC. I really like what I read about the new Lance 960 or Cirrus 920 or AF865. All of these will push 3000 plus dry weight. Doable with the 7.3 SRW?
The AF-865 with normal accessories weighed out right at 4400# and not muck is known about the Lance 960 other than the Lance buyers guide had it at 4000+ and I think the Cyrus is right there also but that's a guess..Ready to camp,Any of these would probably put my DRW over GVWR loaded up with what I carry and 4600# of payload.
Fish mojo wrote:
What type of payload rating are you seeing for F350 SRW Lariat with the 7.3/ 4.30 gear combination? I’d like to get rid of my class C MH and get a non-slide TC. I really like what I read about the new Lance 960 or Cirrus 920 or AF865. All of these will push 3000 plus dry weight. Doable with the 7.3 SRW?
What type of payload rating are you seeing for F350 SRW Lariat with the 7.3/ 4.30 gear combination? I’d like to get rid of my class C MH and get a non-slide TC. I really like what I read about the new Lance 960 or Cirrus 920 or AF865. All of these will push 3000 plus dry weight. Doable with the 7.3 SRW?
Ford has all this great info, no guessing required, in this brochure, page 13 to be exact.
Truck Slide in Camper ratings
When I was ordering my dually, the camper option was offering stiffer front sway bar.
My camper was taking weight off front axle, so their offer did opposite to what should be done.
Their cargo capacity charts don't offer rear axle capacity, making them useless for TC application.
You have to do your own checking.
Don't have all the notes handy now, but my F350 Supercab dually can legally have 6400lb cargo on rear axle (and it was carrying more).
The chart above says 4600/5600 lb.
* This post was edited 02/11/21 12:11pm by Kayteg1 *
Rear axle was derated from what I heard. so taxable 14,900lb is way below actual capabilities.
That still doesn't show their knowledge about TC use.
Kayteg1 wrote:
The tires on my F350 dually give it 18,000 lb capacity.
Rear axle was derated from what I heard. so taxable 14,900lb is way below actual capabilities.
That still doesn't show their knowledge about TC use.
The tires on my F350 dually give it 18,000 lb capacity.
Rear axle was derated from what I heard. so taxable 14,900lb is way below actual capabilities.
That still doesn't show their knowledge about TC use.
I am not a fanboy of any brand, only look for what will do the job for me. What does impress me about FORD is that they offer up everything in that brochure and you cannot find that kind of depth of information with RAM or Chevy, of which I have owned both.
Kayteg1 wrote:
The tires on my F350 dually give it 18,000 lb capacity.
Rear axle was derated from what I heard. so taxable 14,900lb is way below actual capabilities.
That still doesn't show their knowledge about TC use.
The tires on my F350 dually give it 18,000 lb capacity.
Rear axle was derated from what I heard. so taxable 14,900lb is way below actual capabilities.
That still doesn't show their knowledge about TC use.
Please post the stock tires and wheels you have on your f350 drw thatt are rated at 4500 pounds each in dual application.
'68 Avion C-11
'02 GMC DRW D/A flatbed
ticki2 wrote:
Please post the stock tires and wheels you have on your f350 drw thatt are rated at 4500 pounds each in dual application.
Please post the stock tires and wheels you have on your f350 drw thatt are rated at 4500 pounds each in dual application.
Your math is way off, but HERE is the tire in question.
Kayteg1 wrote:
That still doesn't show their knowledge about TC use.
That still doesn't show their knowledge about TC use.
Nor yours, since a good front sway bar will help control body roll which is the best possible thing hauling a TC.
ticki2 wrote:
Please post the stock tires and wheels you have on your f350 drw thatt are rated at 4500 pounds each in dual application.
Kayteg1 wrote:
The tires on my F350 dually give it 18,000 lb capacity.
Rear axle was derated from what I heard. so taxable 14,900lb is way below actual capabilities.
That still doesn't show their knowledge about TC use.
The tires on my F350 dually give it 18,000 lb capacity.
Rear axle was derated from what I heard. so taxable 14,900lb is way below actual capabilities.
That still doesn't show their knowledge about TC use.
Please post the stock tires and wheels you have on your f350 drw thatt are rated at 4500 pounds each in dual application.
Hold your horses...
Add up all 6 tires is what he meant.
Kayteg1 wrote:
That still doesn't show their knowledge about TC use.
That still doesn't show their knowledge about TC use.
It doesn’t show their lack of knowledge either.
Grit dog wrote:
Hold your horses...
Add up all 6 tires is what he meant.
ticki2 wrote:
Please post the stock tires and wheels you have on your f350 drw thatt are rated at 4500 pounds each in dual application.
Kayteg1 wrote:
The tires on my F350 dually give it 18,000 lb capacity.
Rear axle was derated from what I heard. so taxable 14,900lb is way below actual capabilities.
That still doesn't show their knowledge about TC use.
The tires on my F350 dually give it 18,000 lb capacity.
Rear axle was derated from what I heard. so taxable 14,900lb is way below actual capabilities.
That still doesn't show their knowledge about TC use.
Please post the stock tires and wheels you have on your f350 drw thatt are rated at 4500 pounds each in dual application.
Hold your horses...
Add up all 6 tires is what he meant.
Here comes 3rd (?) grade math.
6x4500=27000
Long way from 18000 we are seeking.
bigfootford wrote:
3 tons wrote:
Haw, If I was a youngster like you I would have not one of these but a nice Dodge with a great diesel.. and a 6 speed Alison trans.. That is my want... Skipro3's truck to me is a great rig.
Ok, I’m looking forward to seeing one in your driveway!!
3 tons
bigfootford wrote:
That new 7.3 is way above the old 7.5 460 gasser.. I am impressed.
My f250 with it's 4100lb camper on and towing a 2500lb trailer or a 2,000 lb toad it pulled quite good but on some real steep curvy roads it was close to running out of power! Like coming out of Shelter Cove Calif.. and some other places.. 4.10 rear and E4od trans.
Old 7.5 205-275 hp and 345-375 torque
New 7.3 430 hp and 475 torque!
That is some impressive numbers!
Jim
That new 7.3 is way above the old 7.5 460 gasser.. I am impressed.
My f250 with it's 4100lb camper on and towing a 2500lb trailer or a 2,000 lb toad it pulled quite good but on some real steep curvy roads it was close to running out of power! Like coming out of Shelter Cove Calif.. and some other places.. 4.10 rear and E4od trans.
Old 7.5 205-275 hp and 345-375 torque
New 7.3 430 hp and 475 torque!
That is some impressive numbers!
Jim
Haw, If I was a youngster like you I would have not one of these but a nice Dodge with a great diesel.. and a 6 speed Alison trans.. That is my want... Skipro3's truck to me is a great rig.
Ok, I’m looking forward to seeing one in your driveway!!
3 tons
3 tons - take a look at a company in Florida called Custom Automatic Conversions they specialize in Allison to Cummins engine work.
noteven wrote:
Kayteg1 - who built your truck camper with a c of g that removes weight from the steer axle and why would they do that do you think?
Kayteg1 - who built your truck camper with a c of g that removes weight from the steer axle and why would they do that do you think?
My camper loaded for camping removes 100 lbs off the steer axle.
noteven wrote:
Kayteg1 - who built your truck camper with a c of g that removes weight from the steer axle and why would they do that do you think?
Kayteg1 - who built your truck camper with a c of g that removes weight from the steer axle and why would they do that do you think?
I think you are putting blame on truck builder, when the blame is to share with camper builder as well.
Last time Ford build "camper special" truck was I think over 40 years ago.
That truck had rear axle mounted towards the end of the bed.
For last decades, truck manufacturers don't care about building good truck for TC mounting, so we have to deal with truck design for grocery getting, having rear axle about 1/2 way of the bed length.
When you put 12' TC on it, camper COG will be behind the axle as generator, batteries and holding tanks are in the rear of camper.
That placement of COG cantilevers camper weight, lifting some weight from front axle.
specta wrote:
My camper loaded for camping removes 100 lbs off the steer axle.
noteven wrote:
Kayteg1 - who built your truck camper with a c of g that removes weight from the steer axle and why would they do that do you think?
Kayteg1 - who built your truck camper with a c of g that removes weight from the steer axle and why would they do that do you think?
My camper loaded for camping removes 100 lbs off the steer axle.
Thanks specta - I've owned 5 slide in campers and non was built with the c of g behind the rear axle -
But come to think of it "Camper Special" trucks used to be built on a longer wheelbase than a std 8ft box truck so I bet some campers from those days would be aft c of g on a modern pickup.
Learn something ever day
![[emoticon]](http://www.coastresorts.com/sharedcontent/cfb/images/smile.gif "smile")
specta wrote:
My camper loaded for camping removes 100 lbs off the steer axle.
noteven wrote:
Kayteg1 - who built your truck camper with a c of g that removes weight from the steer axle and why would they do that do you think?
Kayteg1 - who built your truck camper with a c of g that removes weight from the steer axle and why would they do that do you think?
My camper loaded for camping removes 100 lbs off the steer axle.
Thanks specta - I've owned 5 various campers and all were c of g ahead of the rear axle on 2006 and 2012 trucks.
I always want tow capability with my camper so I look for c of g as far ahead as possible.
Learn something every day.
noteven wrote:
Thanks specta - I've owned 5 various campers and all were c of g ahead of the rear axle on 2006 and 2012 trucks.
I always want tow capability with my camper so I look for c of g as far ahead as possible.
Learn something every day.
Thanks specta - I've owned 5 various campers and all were c of g ahead of the rear axle on 2006 and 2012 trucks.
I always want tow capability with my camper so I look for c of g as far ahead as possible.
Learn something every day.
![[image]](https://i.postimg.cc/MZ7dmG3Z/ford-camper.jpg)
I'm guessing that this is the camper special you are referring to.
Ford built these F-350 Super Camper Specials from 1973-1979.
They also made the camper that is sitting on it and they were HEAVY. If I remember correctly the camper was actually built by Four Seasons, the same company that made the factory Ford shells.
![[image]](https://i.postimg.cc/q723HN3z/Ford-super-camper-special-spare-tire.jpg)
When Ford moved the rear axle further back they had to relocate the spare tire. I worked with a guy named Steve Kersey at a Ford dealer back in 2008 and he worked for FoMoCo back in 1970-73 and he was the one who designed that spare carrier.
Ford gave Steve $7000 and a brand new 1972 Ford LTD for coming up with the design.
I owned a 1972 F-250 camper special and other than the tail pipe being extended to get the exhaust away from the camper I don't remember what other features were included.
I also owned a 1979 Ford F-260 that was a camper special. It came with front and rear sway bars and it was pre-wired for a camper.
The metal gauge is not of the tin foil type
noteven wrote:
3 tons - take a look at a company in Florida called Custom Automatic Conversions they specialize in Allison to Cummins engine work.
3 tons - take a look at a company in Florida called Custom Automatic Conversions they specialize in Allison to Cummins engine work.
Fewer and fewer people are making that mistake.
Swapping in an Allison is a $10,000++ proposition and it’s not worth it.
A properly built 47RE Dodge trans is actually stronger.
The bad reputation is all from people throwing power and weight at stock ones.
Consider this: a whole lot of Chevy race trucks running Duramax engines have Dodge 47REs swapped into them!!
Spend $5000-$7000 on building the Dodge trans instead.
burningman wrote:
Fewer and fewer people are making that mistake.
Swapping in an Allison is a $10,000++ proposition and it’s not worth it.
A properly built 47RE Dodge trans is actually stronger.
The bad reputation is all from people throwing power and weight at stock ones.
Consider this: a whole lot of Chevy race trucks running Duramax engines have Dodge 47REs swapped into them!!
Spend $5000-$7000 on building the Dodge trans instead.
noteven wrote:
3 tons - take a look at a company in Florida called Custom Automatic Conversions they specialize in Allison to Cummins engine work.
3 tons - take a look at a company in Florida called Custom Automatic Conversions they specialize in Allison to Cummins engine work.
Fewer and fewer people are making that mistake.
Swapping in an Allison is a $10,000++ proposition and it’s not worth it.
A properly built 47RE Dodge trans is actually stronger.
The bad reputation is all from people throwing power and weight at stock ones.
Consider this: a whole lot of Chevy race trucks running Duramax engines have Dodge 47REs swapped into them!!
Spend $5000-$7000 on building the Dodge trans instead.
Ya the Dodge auto can be super built.
When I priced an Allison swap I’m going from a manual 6 spd to the Allison and the Allison was going to have Allison reman warranty good at Allison dealers and be programmed for tow haul more like a medium duty truck. I had a buy lined up for my manual stuff so my net money was going to be around $6 or $7k. Not a race setup.
Anyways I left it manual it’s semi retired to ranch work now and my camper truck is a Ford that has a 6 spd tow haul trans that works how I want it to.
burningman wrote:
Fewer and fewer people are making that mistake.
Swapping in an Allison is a $10,000++ proposition and it’s not worth it.
A properly built 47RE Dodge trans is actually stronger.
The bad reputation is all from people throwing power and weight at stock ones.
Consider this: a whole lot of Chevy race trucks running Duramax engines have Dodge 47REs swapped into them!!
Spend $5000-$7000 on building the Dodge trans instead.
noteven wrote:
3 tons - take a look at a company in Florida called Custom Automatic Conversions they specialize in Allison to Cummins engine work.
3 tons - take a look at a company in Florida called Custom Automatic Conversions they specialize in Allison to Cummins engine work.
Fewer and fewer people are making that mistake.
Swapping in an Allison is a $10,000++ proposition and it’s not worth it.
A properly built 47RE Dodge trans is actually stronger.
The bad reputation is all from people throwing power and weight at stock ones.
Consider this: a whole lot of Chevy race trucks running Duramax engines have Dodge 47REs swapped into them!!
Spend $5000-$7000 on building the Dodge trans instead.
But it’s only a good racing trans and grocery getter.
4 speeds behind a Cummins is like a power glide behind a half ton truck. Both s Uck for towing.
Have to be a special kind of brand loyal to just not go get a duramax if that’s what you wanted.