Loading issues on Dump Trailer

[David_Kb7uns]

Get a bigger truck 1500 towing a dump trailer is a no go here. Takes me less then 2 minutes for a truck or 5 minutes for truck and trailer.. Yet waste over 5 to do a utility trailer for $20 You will only get a corner loaded bucket unless you have a full sized dump trailer and HD pickup. Have had requests to load box store utility trailers with a yard of rock (1.3 tons) , side by side utvs bed heaped,, and even the cut off top uhaul box trucks with a 5 yard load, almost 7 tons. Always count the lug nuts before loading trailer. Center on front axle but have requests to load rear only to make it easier to dump, and that is always denied The CAT 966G I run is 5 yards level 6 heaped and with moderate moisture I can load our 15 Ton 4 axle trucks with 2 good scoops. Always let the trailer owner tell me when on loading when to stop but have had several wave me on when loading the trailer and stopped at a safe point when the springs sagged. A few times trailer owners have regretted loading so much at their direction when fenders rubbed hard or when their car rated tires blew out. You go to the pit make sure your tires are inflated, chains hooked, brakes hooked up or there is a good chance you will not get loaded.

 

[nisaacs]

Read the link, don't see anything referencing the -50 designation, were all the -50 the BIG JOB versions? Those were kinda a different class of truck that turned into the L series later on.
It's strange all of my service and parts references from when I use to work on them don't list any of the -50 designations until after '99

Here is a copy & paste of a small section of the link:

"For the 2000 model year, Ford introduced the seventh generation of its medium-duty truck line. Following the sale of the Aeromax/Louisville and Cargo heavy-truck ranges to Freightliner in 1997, these became the largest vehicles produced by Ford in North America. Following the 1999 split of the F-Series into light- and heavy-duty vehicles, medium-duty trucks became part of the Super Duty range. In another change, medium-duty trucks adopted the "x50" nomenclature used by Ford F-Series trucks since 1953, as the F-650 and F-750 Super Duty (the F-800 was dropped)."

I don't think the "L" series used the x50, just the F, N and C series. The L series replace the N series. I think medium duty was 500-800, which included the 750. The Heavy duty started with the 850, 900, 950, 1000 and 1100.

I think the "Big Job" was mostly marketing. The 'Super Duty v/8 in the heavy duty's, 401, 477 and 534 had a special badge also for some years. When the diesel became available in the medium duty's, Ford added an extra "0" I don't think the diesel used the x50.

Storage Yard Classic: 1963-70 Ford N-Series Trucks

 

[TMGT]

No, as far as I know the L series never used the 50 designation, and yes the diesels just added a 0 to the model number, but I think that was only until about '70 when they switched to the L series I think, because they just added diesel badges to the 600, 700, and 800's. I'm pretty sure the L series derived from the heavy F line, the N was the cab forward version so maybe they just combined them both into the L?

Thats what drives me nuts about Ford, they have way to many models and subsets, GM seemed just as bad. Want to pull your hair out? Work on some of the 80-mid 90's GM pickups and try to do a rear brake job, i think there is about a dozen different combinations. Oh, and the one you need is never in stock!

I appears the 50 was only on the heavy trucks with the exception of the 750, I pretty much only delt with the medium line (which would explain why I only kind of remember a 750 but didn't see many of them).

 

[John0829]

Back in the 70's Ford's Louisville line (L) did have the 50, the quarry I worked at had a small fleet of L750 single axle dumps with 391 gasser for delivery to individuals and L800 & L9000 tandem dumps for the construction/paving crews and some of the tandems did have diesels (the 9000's) but most of them had the 477 or 534 gassers.

 

[Kschwennsen]

Speaking as an Engineer in the towing world, with a bumper tow trailer, you should have 10%-15% of your total trailer weight on the tongue of your trailer. This is the optimal loading parameters as too much or too little may encourage trailer sway at speeds. Now I've had both too much and too little tongue load and both can be scary to work with. I just tell the loader where to put the load as it's my bacon on the line going down the road not theirs. A good loader should know how to load a trailer though too.

 

[Wood_Butcher_Dav]

Well found a photo of my '1500' size truck and single axle dump trailer. mater of scale, rated 3800 payload had 2t of sand and it dumped fine, could probably overload it with wet sand.

Dave

 

[ddbackhoe]

Luck Stone | Inspired by Customers Every Step of the Way

www.luckstone.com

Spotsylvania plant? Ive wondered if Walker (Rte 3 and 301) gets their stock from Luck.

 

[TMGT]

Spotsylvania plant? Ive wondered if Walker (Rte 3 and 301) gets their stock from Luck.

No, thats the Bealton plant, I'm right at the Stafford/Fauquier line on 17 so its more convenient. Not sure if walker gets it from Luck or Vulcan, probably Luck as they seem to have a lot more locations, I'm never at walker, too far for me to go.

 

[mikester]

Hauling 10,000 lbs with a half ton means you are driving at the limits of your vehicle. If your truck is new or very well maintained you can get away with it...hauling 1 load a mile down your country road. In reality you need a bigger truck.

Just because you can make it go doesn't mean you can stop safely or control your load adequately.

 

[nisaacs]

The truck stops the truck, the trailer stops the trailer.

 

[LD1]

The truck stops the truck, the trailer stops the trailer.

View attachment 715269

Everyone forgets this with their unfounded hatred towards half tons towing anything more than a jetski or logsplitter

 

[LD1]

2020 silverado half ton. 420hp/460torque, 10-speed auto, GCWR 18k, 2300# payload capacity, curb weight 5200#, 12k tow rating 13.5" rotors both front and rear

1999 F250 235hp/335torque 5-speed auto, 13.5k GCWR 2900# payload, 5400# curb weight, 12" front rotors, 13" rear rotors

1997 silverado 2500, 255hp, 330torque, 4-speed auto, 5200# curb weight, 7k tow rating, 12.5" front rotors and rear drums.

Yup....better just get an old 3/4 ton because they are bigger and heavier and stop better....lol.

Quit living in the past. If I had to tow a 10k load and had a choice of a 20-25 year old 3/4 ton vs a modern half ton.....the half ton wins.

 

[brettt]

After years in the property mgmt. business in Phoenix we hauled about everything, crushed stone all ways very heavy! Thanks

 

[ning]

2020 silverado half ton. 420hp/460torque, 10-speed auto, GCWR 18k, 2300# payload capacity, curb weight 5200#, 12k tow rating 13.5" rotors both front and rear

1999 F250 235hp/335torque 5-speed auto, 13.5k GCWR 2900# payload, 5400# curb weight, 12" front rotors, 13" rear rotors

1997 silverado 2500, 255hp, 330torque, 4-speed auto, 5200# curb weight, 7k tow rating, 12.5" front rotors and rear drums.

Yup....better just get an old 3/4 ton because they are bigger and heavier and stop better....lol.

Quit living in the past. If I had to tow a 10k load and had a choice of a 20-25 year old 3/4 ton vs a modern half ton.....the half ton wins.

No kidding.

My 97 F350 can't stop on a dime unless I have a telescope to see it miles ahead... discs in front, drums in the rear. I've read somewhere about using a brake booster from the same year F-Superduty (F450 equivalent) to get better braking but I don't drive it enough to invest much in it.

It's also only rated to tow 9900 if I recall (SRW 4x4) though "I'm sure it could pull a lot more than that" haha

 

[4570Man]

No kidding.

My 97 F350 can't stop on a dime unless I have a telescope to see it miles ahead... discs in front, drums in the rear. I've read somewhere about using a brake booster from the same year F-Superduty (F450 equivalent) to get better braking but I don't drive it enough to invest much in it.

It's also only rated to tow 9900 if I recall (SRW 4x4) though "I'm sure it could pull a lot more than that" haha

My 92 ton isn’t horrible on braking but it’s not even close to my F-750 with air so I just use it for towing now. But the bigger problem is the 30 year old ton truck has no power and the cooling isn’t up to the job either.

 

[Kubota L39]

I've hauled 100's of similar or larger loads with my F150. The gravel pit I go to loads with the corner of the bucket also and they do a pretty nice job. However, sometimes you get it loaded more front or rear heavy than ideal- it's hard to predict precisely how the gravel is going to dump. I can tell by looking how the trailer is loaded and carry a shovel to adjust things if necessary. It's never more than a minute or 2 of shoveling to shift the weight how I like it. At the same time I clear the fenders or any other locations of loose material. It's much better to be tongue heavy than tail heavy.

 

[BackRoad]

Amazing...154 posts...did we lose the OP?

What was the chosen way forward???

 

[ptsg]

Amazing...154 posts...did we lose the OP?

What was the chosen way forward???

I believe he is waiting on a couple quote from some heavy haul companies to make sure he can move his fully loaded dump trailer safely. According to this thread, turns out a half ton can't move it and will break in half...

 

[deezler]

2020 silverado half ton. 420hp/460torque, 10-speed auto, GCWR 18k, 2300# payload capacity, curb weight 5200#, 12k tow rating 13.5" rotors both front and rear

1999 F250 235hp/335torque 5-speed auto, 13.5k GCWR 2900# payload, 5400# curb weight, 12" front rotors, 13" rear rotors

1997 silverado 2500, 255hp, 330torque, 4-speed auto, 5200# curb weight, 7k tow rating, 12.5" front rotors and rear drums.

Yup....better just get an old 3/4 ton because they are bigger and heavier and stop better....lol.

Quit living in the past. If I had to tow a 10k load and had a choice of a 20-25 year old 3/4 ton vs a modern half ton.....the half ton wins.

I mean, a bit silly to cherry pick stats like that. No one said we had to go back 25 years to get a 2500 to compare with a modern half ton. And you chose an absolutely top of the line half ton there, that's a $60k truck. For the same price you can also get a 2020 2500HD instead, that will nearly double those capacity numbers. Shoot my 2003 2500HD with the lowly base engine comes close to that GCVWR of a half-ton that is 17 years newer (and the 8.1L and 6.6L Dmax eclipse it).

I won't argue on the "stop better" point, newer trucks definitely have stronger brakes! Still, the frame size, suspension capacity, and weight of the tow vehicle all factor into towing dynamics as well. Doesn't matter how big your brake rotors are if they are trying to lock up while your truck gets jacked all around. And yes, you can put load range E tires on your half ton... but how many people actually do that?

I find the fact that we are debating whether a half ton can tow the OPs load rather amusing. Because he showed us all directly, how his can't. He can't handle the proper amount of tongue weight for safe towing of his load, Period. Could some max'd out levers on a WD hitch, or helper air bags keep him more level? Sure, but that is only masking the inherent under capacity of the base vehicle itself. Am I wrong?

 

[LD1]

I mean, a bit silly to cherry pick stats like that. No one said we had to go back 25 years to get a 2500 to compare with a modern half ton. And you chose an absolutely top of the line half ton there, that's a $60k truck. For the same price you can also get a 2020 2500HD instead, that will nearly double those capacity numbers. Shoot my 2003 2500HD with the lowly base engine comes close to that GCVWR of a half-ton that is 17 years newer (and the 8.1L and 6.6L Dmax eclipse it).

I won't argue on the "stop better" point, newer trucks definitely have stronger brakes! Still, the frame size, suspension capacity, and weight of the tow vehicle all factor into towing dynamics as well. Doesn't matter how big your brake rotors are if they are trying to lock up while your truck gets jacked all around. And yes, you can put load range E tires on your half ton... but how many people actually do that?

I find the fact that we are debating whether a half ton can tow the OPs load rather amusing. Because he showed us all directly, how his can't. He can't handle the proper amount of tongue weight for safe towing of his load, Period. Could some max'd out levers on a WD hitch, or helper air bags keep him more level? Sure, but that is only masking the inherent under capacity of the base vehicle itself. Am I wrong?

No, its not silly to cherry pick stats. It proves my point. There are literally dozens of ways to configure a truck, both half ton and 3/4 ton. So what is silly is the CONSTANT blanket statements that half tons are too small and you need a 3/4 ton.

And 3/4-tons normally handle heavier loads and tow more.....sure. No argument that they are better built for being a towing and hauling machine. But that DOESNT mean that 1/2-tons are incapable.....especially modern ones.

What I find amusing is the above statement. What the OP is showing us is that he simply wants a better load placement on the trailer, NOT that his truck cannot handle towing the trailer and load he wants.

I have a one ton and a gooseneck trailer. If I load a mini excavator and pull it all the way up to where the blade touches the risers I am GROSSLY overloading the truck. But still well within the load rating of the trailer and truck . Same thing going on here.....only difference is when getting a trailer loaded by someone else, you dont have much control of load placement. Something the OP is trying to alleviate.