F550

[jacklynch]

Do you think this truck would be good for hauling the buck logs back to the wood spliter?
What i am using this truck for is mostly hauling all my gear, trailer
The F-550 Chassis cab represents the FORD entry in the conventional Cab Class 5 GVWR market, This heavy duty model is available with :

-3 cab styles-Regular, Super Cab, Crew Cab
and 4X4 drivelines
6.4L Power Stroke v8 diesel engine
-7 wheel bases
-GVWR ratings from 19,000 lbs
-Maximum payload rating of 12,170 lbs

 

[gink595]

Do you think this truck would be good for hauling the buck logs back to the wood spliter?
What i am using this truck for is mostly hauling all my gear, trailer
The F-550 Chassis cab represents the FORD entry in the conventional Cab Class 5 GVWR market, This heavy duty model is available with :

-3 cab styles-Regular, Super Cab, Crew Cab
and 4X4 drivelines
6.4L Power Stroke v8 diesel engine
-7 wheel bases
-GVWR ratings from 19,000 lbs
-Maximum payload rating of 12,170 lbs

Probably not, with a max. payload of 12,170# and a GVWR of 19,000# and a cord of oak weighing 4,000#, I'm not sure it could handle that unexcessive load. I know I will be using my old 1 ton instead with way less capabilities.

 

[2dogs]

The guy I work for has a '05 F550 4x4 Super Cab. Other than recent starting issues it has been a good truck. His truck has a farm bed, it is a flatbed dump with a gooseneck hitch. It will haul an amazing amount of wood and tows a stock trailer or flatbed tractor trailer and tractor very well. If you are going to haul firewood logs make sure you have a loader because the bed sits pretty off the ground. An inexpensive deck over flatbed trailer or even a self loading trailer might be a better option.

 

[gink595]

The guy I work for has a '05 F550 4x4 Super Cab. Other than recent starting issues it has been a good truck.

That was a 6.0L motor, that thing is history. They seemed to have a lot of problems with that motor, it was very short lived compared to the 7.3.

 

[Texas Traveler]

That was a 6.0L motor, that thing is history. They seemed to have a lot of problems with that motor, it was very short lived compared to the 7.3.

My son sell's moss covered rocks & stones & pulls with the new ford diesel.
His motor went out & was barely covered with the warranty.
It seems that they had to replace the oil cooler too, it was full of metal.

 

[jacklynch]

i will probly go with chevy? what you guys think about this truck?
What engine and Transmission should i get.
some thing like this http://www.classytrucks.org/Chevrolet/thumbnails/tn_chev2005.C8500.jpg
--------------------------------------------
The Chevy Kodiak C8500 has great maneuverability — with a tight turning diameter to get where you need to go. Plus, whether you need a tanker, high cube, or a dump, you'll be able to get the spec you need.

Max Seating Capacity: 3/6 Adults (Regular/Crew Cab) 2 Adults (Cutaway)
GVWR: 33,000 lbs(1) (standard)
GVWR: up to 44,000 lbs(1) (optional)
Engine: Isuzu 6H Diesel 7.8L I-6 with 230 hp and 660 lb.-ft. of torque (2)(standard)
Engine: Vortec 8.1L V8 with 295 hp and 440 lb.-ft. of torque (optional) (2)
Engine: CAT C7 Diesel 7.2L I-6 with 210 hp and 620 lb.-ft. of torque (optional) (2)
Engine: CAT C7 Diesel 7.2L I-6 with 230 hp and 620 lb.-ft. of torque (optional) (2)
Engine: CAT C7 Diesel 7.2L I-6 with 250 hp and 660 lb.-ft. of torque (optional) (2)
Engine: CAT C7 Diesel 7.2L I-6 with 250 hp and 800 lb.-ft. of torque (optional) (2)
Engine: Isuzu 6H Diesel 7.8L I-6 with 260 hp and 660 lb.-ft. of torque (optional) (2)
Engine: Isuzu 6H Diesel 7.8L I-6 with 260 hp and 835 lb.-ft. of torque (optional) (2)
Engine: Isuzu 6H Diesel 7.8L I-6 with 300 hp and 860 lb.-ft. of torque (optional) (2)
Transmission: Allison 3000 RDS Series; close ratio six-speed with 0.65 overdrive and a 1100 ft.-lb. torque rating; includes instrument panel-mounted push-button control (standard) (Requires diesel engine)
Transmission: Allison 3000 EVS Series; close ratio five-speed automatic with 0.75 overdrive and a 1250 ft.-lb. torque rating; includes instrument panel-mounted push-button control (optional) (Requires diesel engine)
Transmission: Allison 3000 EVS Series; close ratio six-speed automatic with 0.65 overdrive and a 1250 ft.-lb. torque rating; includes engine-driven power takeoff and instrument panel-mounted push-button control (optional) (Requires diesel engine)
Transmission: Allison 3000 RDS Series; close ratio five-speed automatic with 0.75 overdrive and a 1100 ft.-lb. torque rating; includes instrument panel-mounted push-button control (optional) (Requires diesel engine)
Transmission: Allison 3500 EVS Series; wide ratio five-speed automatic with 0.75 overdrive and a 985 ft.-lb. torque rating; includes engine-driven power take-off and instrument panel-mounted push-button control (optional) (Requires diesel engine)
Transmission: Allison 3500 EVS Series; wide ratio six-speed automatic with 0.65 overdrive and a 985 ft.-lb. torque rating; includes engine-driven power take-off and instrument panel-mounted push-button control (optional) (Requires diesel engine)
Transmission: Allison 3500 RDS Series; wide ratio five-speed automatic with 0.75 overdrive and 860 ft.-lb. torque rating; includes instrument panel-mounted push-button control (optional) (Requires diesel engine)
Transmission: Allison 3500 RDS Series; wide ratio six-speed automatic with 0.65 overdrive and 860 ft.-lb. torque rating; includes instrument panel-mounted push-button control (optional) (Requires diesel engine)
Transmission: Eaton-Fuller FS08406, six-speed manual, with .078 overdrive (optional) (Requires diesel engine)
Transmission: Eaton-Fuller FS5205A, five-speed manual, direct drive, wide ratio (optional) (Requires gasoline engine)
Transmission: Eaton-Fuller FS6305A, five-speed manual, direct-drive, wide-ratio (optional) (Requires diesel engine)
Transmission: Eaton-Fuller FS6305B; five-speed manual, direct-drive, soft-fourth (optional) (Requires diesel engine)
Transmission: Eaton-Fuller FS6406A, six-speed manual, direct-drive (optional) (Requires diesel engine)
Transmission: Eaton-Fuller FS5406A; six-speed manual, direct-drive (optional) (Requires diesel engine)
Transmission: Eaton-Fuller RT6609A, nine-speed manual, direct-drive (optional) (Requires diesel engine)
Transmission: Eaton-Fuller RT8709B, nine-speed manual, direct-drive, with a 860 lb.-ft. torque rating (optional) (Requires diesel engine)
Transmission: Eaton-Fuller RT8908LL, 10-speed manual, direct drive (optional) (Requires diesel engine)
Frame: Straight, full length "C" channel frame rails; 34" wide
Frame strength: 8 mm 80,000 psi frame rails
Frame Strength: 10 mm 120,000 psi frame rails (optional)
Frame reinforcement: Inverted "L" 80,000 or 120,000 psi (optional)
Wheelbases: 140" up to 296" (Regular Cab and Commercial Cutaway); 194" to 260" (Crew Cab)
Front axle: 12,000-lb. capacity, up to 50-degree turn angle (standard)
Front axle: 14,600-lbs. capacity, up to 50-degree turn angle (optional)
Front axle: 16,000-lbs. capacity up to 45 degree turn angle (optional)
Front axle: 18,000-lbs. capacity up to 45 degree turn angle (optional on Regular Cab models)
Rear axle: Single speed, 21,000-lbs. capacity (standard)
Rear axle: Single speed 23,000-lbs. capacity (optional)
Rear axle: Single speed 26,000 lbs. capacity (optional)
Rear axle: Two-speed 21,000-lbs. capacity with electric shift (optional)
Rear axle: Two-speed 23,000-lbs. capacity with electric shift (optional)
Rear axle: Two-speed 26,000-lbs. capacity with electric shift (optional)
Rear axle: Diff lock for 21,000 and 23,000-lbs. single speed axles (optional)
Brakes: four-channel Bendix antilock air brake system, 'S' cam type Meritor
Up to 50° wheel cut angles and a 34" frame width make this truck perfect for working in crowded, city areas
Big windshield and sloped hood — for great visibility
Crew Cab carries up to six adults comfortably
Tractor specification for Regular Cab (optional)
Built to help reduce costs with easy maintenance and service — including an impressive warranty(3)

 

[gink595]

My son sell's moss covered rocks & stones & pulls with the new ford diesel.
His motor went out & was barely covered with the warranty.
It seems that they had to replace the oil cooler too, it was full of metal.

Are you talking about the 6.4? I don't have an idea about those motors other than what some RV magazines say about them. I heard they a torque monster, Honestly though I'd really look at the cummmins if I wanted a new truck, I just wish the crap around came in a different package, like in a Ford chasis.

 

[Texas Traveler]

Are you talking about the 6.4? I don't have an idea about those motors other than what some RV magazines say about them. I heard they a torque monster, Honestly though I'd really look at the cummmins if I wanted a new truck, I just wish the crap around came in a different package, like in a Ford chasis.

It is the new diesel motor, they screwed up when they left the 7.3 as far as I am concerned.
It is out in the news that Ford will spend over 9 billion in Mexico on new plants instead of doing it here.
That is the new sucking sound going south.

 

[gink595]

It is the new diesel motor, they screwed up when they left the 7.3 as far as I am concerned.
It is out in the news that Ford will spend over 9 billion in Mexico on new plants instead of doing it here.
That is the new sucking sound going south.

Yeah thats how I feel, I really liked the 7.3, though it had it's problems it was the diesel motor that made diesel pickups popular and what they are today.
That sucks about the plants going down to Mexico maybe it will draw some of the illegal population to sneak back into their own country.

 

[motoroilmccall]

If you really think you need a class 5 truck, look at the new Dodge C+C. With the Cummins 6.7, and the Aisin 6-spd automatic, and the integrated exhaust brake, you'll have a bulletproof truck. It comes with solid axles, which will last you a lot longer than any IFS setup, and the entire driveline is nearly indestructable. From the NP271 T-case to the massive AAM axles, and the Dana driveshafts that piece them together, the thing is built way beyond class 5.

I'd move past the 6.4L Ford, and do you really need an 8500 Chevy? Its a great truck as long as you get it with something bigger than the Duramax, but its gonna kill your fuel mileage, and its a lot more expensive to buy, operate, and insure.

 

[Texas Traveler]

If you really think you need a class 5 truck, look at the new Dodge C+C. With the Cummins 6.7, and the Aisin 6-spd automatic, and the integrated exhaust brake, you'll have a bulletproof truck. It comes with solid axles, which will last you a lot longer than any IFS setup, and the entire driveline is nearly indestructable. From the NP271 T-case to the massive AAM axles, and the Dana driveshafts that piece them together, the thing is built way beyond class 5.

I'd move past the 6.4L Ford, and do you really need an 8500 Chevy? Its a great truck as long as you get it with something bigger than the Duramax, but its gonna kill your fuel mileage, and its a lot more expensive to buy, operate, and insure.

After years in heavy construction & watching heavy duty mechanics rigging their trucks.
The International trucks come to mind, the little 4700 is a beaut.

 

[motoroilmccall]

Yeah, but again, does he need that much truck? A DT466 would be perfect for a drivetrain, if you could find it with a P-Pump, but the Cummins 12V in the old Dodges already offers it, just as powerful, in a smaller, more efficient package. But if he wants new, a 4700 isn't gonna help much if he's figuring he wants to spend $50,000. Your talking close to or over 6 figures for an Int.

Thats why I said, if he can get away with a class 5 pickup/c+c, he can save half of his initial investment for nice equipment, hell, go buy 20 or 30 new saws and you'd still be spending less money than on a new Int. or Freightliner. If I had all the money I could use, and I wanted a nice new truck for what he's doing, it'd be a nice new FL60 or FL80, but your talking big $$$.

 

[jacklynch]

1.From all the resarch i have done is that i can make a huge killing in profits.


2. even buying a used truck you will have the millage and breaking parts all the time

3. with the dodge 5500 you get really good truck and a full tank
of diesel

4 i wont just be using it for wood i will be plowing with it and slating

-thanks guys for all your help--

 

[jacklynch]

i built e the dodge 5500 to how i want it and the price came out to . to fill both tanks at the
same time the total came out to $515
2008 RAM 5500 SLT CHASSIS REGULAR CAB 4X4 144.5in WB G Pkg. $41,790

Destination Charge $900


Color $0

Khaki $0
Light Khaki Metallic Clear Coat $0



Power $2,540

6-Speed Automatic Transmission $2,295
Electric Shift-on-the-Fly Transfer Case $245
6.7-Liter Cummins® Turbo Diesel Engine Incl.
GVW Rating 18,750 Pounds Incl.



Features/Options $535

Power Take-Off Prep $195
Heavy Duty Snow Plow Prep Group $190

Transfer Case Skid Plate Shield
160-Ampere Alternator
Security Alarm $150
Cloth 40/20/40 Split Bench Seat Incl.

YES Essentials® Stain/Odor Resistant Seat Fabric
40/20/40 Split Bench Seat
Full Tank of Fuel $0
Monotone Paint Incl.
Black Vinyl Floor Covering Incl.
Front Floor Mats Incl.
Fold-Away Power Trailer Tow Mirrors Incl.
Remote Keyless Entry Incl.
Sentry Key® Theft Deterrent System Incl.
Air Conditioning Incl.
Body Insulation Incl.
Color-Keyed Instrument Panel Bezel Incl.
Power Locks Incl.
Power Windows with Driver's One-Touch-Down Feature Incl.
"SLT" Badge Incl.
Bright Front Bumper Incl.
Bright Grille Incl.
22-Gallon Midship Fuel Tank $0

5.5 Additional Gallons of Diesel
Speed Control Incl.
4-Speakers Incl.
AM/FM Stereo with CD Player Incl.
225/70R19.5F All Position Front/Traction Rear Tires Incl.
Goodyear Brand Tires Incl.
19.5" x 6.0" Steel Wheels Incl.



Adjustments $995

BLUETEC Ultra-Clean Diesel System $995

 

[Texas Traveler]

Every one needs to own at least one dodge in their life. That is all it takes.

 

[redprospector]

Every one needs to own at least one dodge in their life. That is all it takes.

Yep, they'll last a lifetime.
The Cummins part anyway.

Andy

 

[Texas Traveler]

Yep, they'll last a lifetime.
The Cummins part anyway.

Andy

I have owned Cummins & sling-a-part but I had rather have a Cat:greenchainsaw:

 

[motoroilmccall]

Boy Tex, my Dodge has outlasted my Cummins so far, no major repairs on the truck, but the headgasket has let go 3 times on my 97 12V. And my 95 had the Turbo go, of course I replaced the tranny in that truck after 260K miles, guess that ol' Dodge tranny was junk huh? Put in a good track bar, and keep things greased and they'll roll forever.

On the other hand, every Ford I've had has gone through tranny's and motors like it was brakes. U-joints were another common problem. Keep things greased and it helped, but the cheaper bearings they used never did hold up...

Chevy's always had good motors, but those suspensions drove me nuts. Ball joints, bushings, CV's, you name it... And what was with all the electronic issues? Window motors quitting, wiper switches literally melting apart, power seats that would die in a few years... Great product, let me tell ya .

Of course my ol' Toyota was a rust bucket, the drivers side door literally fell off getting into a jobsite. Fenders were like swiss cheese, the bed looked like a sieve, tailgate never opened, and I could use the Fred Flintstone braking method the floors were so bad... But that thing never gave me a lick of trouble besides clutch hydraulics. Those lines would vibrate and crack every 20K miles on the nose, and I'd be stuck with a truck I couldn't shift. Other than that, it got me where I needed to go. But if you neglected them, no grease, no oil, no filters, they'd start whining about it in a hurry.

All of the newer vehicles are 10x better. but back in the day, it was hit or miss, no matter what you bought.

 

[Zodiac45]

I've had the best luck with Fords. I agree with the bearings deal but the bodies and chassis seemed to hold up better for me along with the motors. Chevy's same deal, good motors but crap suspensions and niggling issues. Dodge I've always felt had the best power but the bodies seemed ill fitting and thin and they rattled allot. Toyota, I've never owned but my BIL swears by them. He gets a new one every few years though (unlike me). I tend to buy used and drive too death. Prolly Motoroil's right and it all about getting lucky and getting a good one no matter the brand. The new Toyota's Tacoma are a bit bigger now (new style) and they go pretty good. I drove my BIL's V-6, 6 speed and it's quite nice. Not sure about the plastic bed though? Time will tell.
PS: Sorry to get off track Jack, I think the 550 will do you nicely.

 

[Texas Traveler]

I've had the best luck with Fords. I agree with the bearings deal but the bodies and chassis seemed to hold up better for me along with the motors. Chevy's same deal, good motors but crap suspensions and niggling issues. Dodge I've always felt had the best power but the bodies seemed ill fitting and thin and they rattled allot. Toyota, I've never owned but my BIL swears by them. He gets a new one every few years though (unlike me). I tend to buy used and drive too death. Prolly Motoroil's right and it all about getting lucky and getting a good one no matter the brand. The new Toyota's Tacoma are a bit bigger now (new style) and they go pretty good. I drove my BIL's V-6, 6 speed and it's quite nice. Not sure about the plastic bed though? Time will tell.
PS: Sorry to get off track Jack, I think the 550 will do you nicely.

Well look at it this way, you are getting into a different world when you go above a one ton.
Good or bad it is a different world, always go with a proven product.
And service charges are 10% cheaper at a International dealership than others.:greenchainsaw: