Just can't get a good basic truck, like the old days!

[jyoutz]

I’d like to have a pickup with 100 percent air ride like class 8 trucks. There’s no need for springs and air. That’s just more complexity that isn’t needed. The reason I’d like air ride is to air up and down under the trailer hitch. Yes I realize they make hydraulic jacks but it isn’t practical to get every trailer with that.

Air shocks and air bags

 

[Jstpssng]

So what are you doing to destroy leaf springs?? Been through a lot of vehicles in my time...both pickups I currently own are over 20 years old. I have NEVER had to replace leaf springs and don't know of anyone else who had to replace theirs. My 2004 dually lives with a 3000+ lb camper in the bed and has for many years and the springs are still going fine. No sagging.

Hauling snow sleds, ATVs and firewood. A lot of rough roads.
I had 2 Rangers and replaced springs on each one to get the rear end back up in the air where it belongs; my 2004 had a complete set. Both times the springs were fatigued when I bought them.
Springs on my '81 F100 were fatigued when I got it; I added a leaf to each one to get it back up in the air.
Springs on my '84 F150- the last truck that I bought new- wore out from use. I replaced the entire set.
For several years, GM had a batch of bad leaf springs. Every 1/2 ton truck in the company had the center springs replaced at least once.

It's not the weight that breaks them, it's the sudden release.

 

[paulsharvey]

The Lincoln navigators had air ride, but also had a very expensive system (atleast through the OEM), because when they failed, people often just didnt replace/repair.

Its not really a complex system, or atleast doesnt Have to be. It can be as simple as a belt driven compressor, clutch, 30 ft of hose, and air bags; or it can be as complex as matching air pressure to terrian and speed...

I have considered adding them to my Ram, but just manual bags, and did some breif searching for larger, stronger brake systems that are direct replacements.

 

[WinterDeere]

Don't hear of leaf springs failing!

Others beat me to it, but I've also broken leaf springs, and I'm only a weekend warrior.

Ironically, for all the shade thrown on coil springs, I've never broken one of those.

I will say that my 1/2 ton Dodge (coils) sags more under hitch weight than prior pickups, without resorting to air bags or weight-distributing hitches, tho. That's more about the chosen gauge and length of the coils than the fact that they are coils, though.

I think truck makers are trying to make the ride too comfortable, at the expense of stability and towing capability. Real shame, as a 1/2 ton "truck" should still be a truck, the listed capacities are ideal for most pulling personal trailers, etc.

 

[RB5]

A couple of my friends had broken springs on their old chevy 1/2 tons from the 70s. Even with all the riding off the pavement I did in mine I never broke one. I used to load the 8' bed up above the top of the bed with green oak and drive 15 minutes to the house to unload it in my heavy half. I never had a leaf spring issue.

 

[RB5]

I was talking Ram HD Cummins, not 1/2 tons.
A 1/2 ton in MY operation would be useless as teets on a bull.

Got it. For me I could even tow my 4000 pound tractor with my 1/2 ton. If I'm only going to do that once or twice a year at most I don't need the added cost of a heavier duty truck. I have a friend with a Ram and a Cummins in it. Those things are beasts. A tradesman in 3/4 or in a 1 ton might be a better deal than the 1500 vs others. I considered a 3/4 ton when I bought my current ruck, but I could not justify the extra expense that I would rarely if ever need.

 

[Hay Dude]

Got it. For me I could even tow my 4000 pound tractor with my 1/2 ton. If I'm only going to do that once or twice a year at most I don't need the added cost of a heavier duty truck. I have a friend with a Ram and a Cummins in it. Those things are beasts. A tradesman in 3/4 or in a 1 ton might be a better deal than the 1500 vs others. I considered a 3/4 ton when I bought my current ruck, but I could not justify the extra expense that I would rarely if ever need.

It’s really hard to explain to people the feeling of Cummins Power in a pickup when you drive it. It’s a smooth as silk torque monster. It feels like it’s always in its’ power band. You hook up a trailer and it wants to pull as much weight as you can throw at it.
I have had numerous powerstrokes, a 2007 Duramax and this 20 Cummins and the Cummins just has a completely different “vibe” to it. It begs to be worked hard. It gives you everything you need in a small 1000-2500RPM powerband. It needs no revving.
If you want red light to red light speed, it’s not your truck/engine.
If you want a truck with an engine that feels like it was designed & powered by a heavy duty diesel manufacturer, it’s like truck paradise.
6 cylinder diesel power has a completely different feel than V-8 diesel, or gas power.

 

[sd455dan]

Me - definitely avoid. Can't beat the simplicity and load-carrying ability of leaf springs. These new trucks are complicated enough without adding air suspension to the mix. I've read of multiple cases of air suspension failure, disabling the vehicle. Don't hear of leaf springs failing!

If they do that, it better include a full floater rear axle for the increased payload as well.

I also "Hope" in RAM's case it has not blown it on the HD diesels by going to this New CP8 injection Pump on the Cummins.

It is a derivative of the CP4 and for once agree with AI

"In summary, while the CP3 is a proven workhorse, the CP8 is a new design intended to address the flaws of the CP4. It is too early to definitively say it is having widespread problems, but the diesel community remains cautious given the previous CP4 experience"

 

[Hay Dude]

If they do that, it better include a full floater rear axle for the increased payload as well.

I also "Hope" in RAM's case it has not blown it on the HD diesels by going to this New CP8 injection Pump on the Cummins.

It is a derivative of the CP4 and for once agree with AI

"In summary, while the CP3 is a proven workhorse, the CP8 is a new design intended to address the flaws of the CP4. It is too early to definitively say it is having widespread problems, but the diesel community remains cautious given the previous CP4 experience"

If the CP4 pump was designed properly, it would have been an improvement, but it wasn’t.
I have a tractor with a CP-4 and it runs awesome (so do lots of other AG tractors). 9500 AG hours and no issues because its fed fuel properly by its supply pump.

Of course nobody knows, but if the CP-4 is redesigned properly, and fed fuel so it won’t glitter bomb, it will be capable of more injection cycles at faster rates. Diesels will run smoother, quieter and more efficiently.

Lots of ifs, but we shall see.

 

[sd455dan]

Actually yes you do. Class 8 trucks break springs all the time. It’s common enough that you’re supposed to look through over the spring packs in the pre trip inspection. Breaking them in pickups is less common but they do wear out. I changed them on my last ton truck because it was riding on the overload spring unloaded. The air ride assist idea isn’t new either. My mom had a suburban in 2002 with air assist suspension. I bought a Nissan armada from a guy I worked with that needed cash and it had the same thing.

I have a 1983 Chev 2500 farm truck with a cracked main leaf, It broke right where it wraps around to make the front bushing eyelet. Parked because of it for now. Broke the left main leaf on the Trans Am right at the locating pin.

 

[WinterDeere]

Broke the left main leaf on the Trans Am right at the locating pin.

That's where I've seen them break, as well. But beyond breaking, I have bent many more. In fact, the pair on the front axle of my tandem are bent, and I've been debating replacing them, when I can manage to clear a few other projects ahead of that.

 

[QRTRHRS]

Actually yes you do. Class 8 trucks break springs all the time. It’s common enough that you’re supposed to look through over the spring packs in the pre trip inspection. Breaking them in pickups is less common but they do wear out. I changed them on my last ton truck because it was riding on the overload spring unloaded. The air ride assist idea isn’t new either. My mom had a suburban in 2002 with air assist suspension. I bought a Nissan armada from a guy I worked with that needed cash and it had the same thing.

Ever had the "dis pleasure" of a Reyco spring suspension? Getting into air ride after that is like a gift from heaven.

 

[QRTRHRS]

It’s really hard to explain to people the feeling of Cummins Power in a pickup when you drive it. It’s a smooth as silk torque monster. It feels like it’s always in its’ power band. You hook up a trailer and it wants to pull as much weight as you can throw at it.
I have had numerous powerstrokes, a 2007 Duramax and this 20 Cummins and the Cummins just has a completely different “vibe” to it. It begs to be worked hard. It gives you everything you need in a small 1000-2500RPM powerband. It needs no revving.
If you want red light to red light speed, it’s not your truck/engine.
If you want a truck with an engine that feels like it was designed & powered by a heavy duty diesel manufacturer, it’s like truck paradise.
6 cylinder diesel power has a completely different feel than V-8 diesel, or gas power.

It’s really hard to explain to people the feeling of Cummins Power in a pickup when you drive it. It’s a smooth as silk torque monster. It feels like it’s always in its’ power band. You hook up a trailer and it wants to pull as much weight as you can throw at it.
I have had numerous powerstrokes, a 2007 Duramax and this 20 Cummins and the Cummins just has a completely different “vibe” to it. It begs to be worked hard. It gives you everything you need in a small 1000-2500RPM powerband. It needs no revving.
If you want red light to red light speed, it’s not your truck/engine.
If you want a truck with an engine that feels like it was designed & powered by a heavy duty diesel manufacturer, it’s like truck paradise.
6 cylinder diesel power has a completely different feel than V-8 diesel, or gas power.

I agree. Although my experience with V8 diesels is limited to various 8V's and the pos V8's in L series Fords, I drove a lot of big Cummins, Cat's and Detroit's. Can't beat the power and feel of a straight six. I will admit though that back in the 70's, I was running a dump trailer and this guy had an Astro with a V12 Detroit that blew the doors off of everyone else.

 

[ultrarunner]

I agree. Although my experience with V8 diesels is limited to various 8V's and the pos V8's in L series Fords, I drove a lot of big Cummins, Cat's and Detroit's. Can't beat the power and feel of a straight six. I will admit though that back in the 70's, I was running a dump trailer and this guy had an Astro with a V12 Detroit that blew the doors off of everyone else.

Heck… even BMW is famous for their silky smooth 6 cylinder motors…

I drove a slant 6 more than 20 years…

Never driven a Cummins Diesel.

 

[Hay Dude]

Heck… even BMW is famous for their silky smooth 6 cylinder motors…

We have one. Nothing too scary, just a straight six, 4L twin turbo in an X-5. She’ll scoot when you call on her to.

I drove a slant 6 more than 20 years…

Never driven a Cummins Diesel.

It’s a different feel. It almost feels like you’re being “pulled” when you accelerate, not pushed.

 

[BravoXray]

Don't hear of leaf springs failing!

Yes, they fail, but are far less costly to repair than an air suspension.

 

[4570Man]

Yes, they fail, but are far less costly to repair than an air suspension.

Are you sure about that? Not to mention you can do the air bag without a forklift or taking tires off the truck.

 

[paulsharvey]

Depending the system, on board compressor or not, electric or belt, "smart" pressure or not, all affect what it would cost. A simple dumb system, manually pressurized really could be Dirt cheap. On board compressor could be anywhere from a few hundred to a few thousand, depending on system. Add auto pressure to match speed/terrian/load, all linked to the computer, that could be more than a few thousand $.

 

[BravoXray]

Are you sure about that? Not to mention you can do the air bag without a forklift or taking tires off the truck.

Not on a pickup truck, I'll bet.

 

[sd455dan]

If the CP4 pump was designed properly, it would have been an improvement, but it wasn’t.
I have a tractor with a CP-4 and it runs awesome (so do lots of other AG tractors). 9500 AG hours and no issues because its fed fuel properly by its supply pump.

Of course nobody knows, but if the CP-4 is redesigned properly, and fed fuel so it won’t glitter bomb, it will be capable of more injection cycles at faster rates. Diesels will run smoother, quieter and more efficiently.

Lots of ifs, but we shall see.

I did find from looking at pics and checking Bosch info there is apparently no new actual CP8 it seems to be a rebranded CP4 variant.

• Design Improvements: The CP8 was engineered to be more robust and address the reliability weaknesses associated with the CP4, which was prone to failure if contaminated with water or debris.
• Lubrication System: A significant change in the CP8 is its closed-loop lubrication circuit, which is independent from the fuel system that feeds the injectors. Fuel used for lubrication is returned directly to the tank, reducing the risk of internal metal debris contaminating the entire high-pressure fuel system

We have one. Nothing too scary, just a straight six, 4L twin turbo in an X-5. She’ll scoot when you call on her to.

It’s a different feel. It almost feels like you’re being “pulled” when you accelerate, not pushed.

True that, on the feel of the Cummins six, it does feel different, few PU truck engines while pulling weight sound as happy and at the same time relaxed and also like they would be happy to do it 24/7/365.

Finally did some maintenance on my 03 3500 SRW manual, new calipers, rotors, pads, and a power bleed new fluid, also new Carter lift pump and fuel filter and tomorrow Christmas gift seat covers.
Brakes made it to 150K not to bad.