Hauling 34,500 with an f350 p24v - Dodge Cummins Diesel Forum
98.5-02 24V P-Pump Conversion Discussion of converting 24V trucks from the VP44 stock pump to a P-Pump powered 24V No Advertising ...NO ADVERTISING

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post #1 of 13 (permalink) Old 06-07-2019, 08:27 AM Thread Starter
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Hauling 34,500 with an f350 p24v

Hey all, first post long time reader. Started up a forestry mulching and land clearing business and the skid steer is huge, T-Rex Rt350 with a 120 hp Cummins that weighs 13,5 with the mulching head. To tow it currently have a 96 f350 p pump 24 valve swapped truck with 3.55s on 35" toyo mt's load range F tires. Absolutely not ideal for towing 34,5k I know but i was wondering if anyone has any experience towing this kind of weight with something like this. Planning on an f550 as soon as money allows

I bought the parts truck already built and it was setup for race by a crazy hillbilly that thought all the fuel was best. It had 150 horse ddp injectors, full cut delivery valves and all afc adjustments set for max fuel with some weird 66/65/12 turbo. I didnt realize how maxed the fuel was and actually hauled the whole load 3 hrs home from where we bought it, with the 3.55s and 35s it hauled 70mph in 4th with about 975egts. I've since taken out the full cuts and yesterday started tuning the Afc down and it runs 100 times better empty, turbo spools way better and i actually hit 40psi, smoke actually clears up, still need to take out some pre boost fuel I think.

My question is can i tune this pump down enough to haul this load without smoking out all of Missouri down low, or do i need to either swap 4.10s in or get compound turbos? Will compound turbos tear my truck apart towing that much weight? perfectly fine driving conservatively while hauling that much.

I dont want to bore anyone with a much longer post but other truck specs include hydroboost brakes, 01 nv4500 with a 3250 dual disc, all alumunium 6.0 intercooler, quad motor mounts, superduty icon leave springs that actually haul the load awesomely, dual North star AGM batteries, fass pump set to 38 psi and custom filters. Thanks for reading and any input

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post #2 of 13 (permalink) Old 06-07-2019, 11:54 AM
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That's some tall gearing.... roll out of it slow that's all I can say. Maybe trying pulling a bit of fuel down low, then let it ramp up hard in the mid range to keep momentum up.
I assume it was set up to be a monster up top?

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post #3 of 13 (permalink) Old 06-07-2019, 12:18 PM
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You need to figure out what size pump it is, what fuel plate ect. so the guys can help with tuning info. maybe also look into the afc live?

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post #4 of 13 (permalink) Old 06-12-2019, 01:19 AM
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You can setup the Cummins to deal with that kind of weight but's the only thing built hd enough for that kind task imo. Nv4500 wont like it either, heat will kill it eventually.
I use to tow 10~20k with a 94 f350 (4.10's) and it got sketchy. It was a good truck but you could feel it wasn't up to the task. Eventually retired it after the rear end blew up.

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post #5 of 13 (permalink) Old 06-12-2019, 07:31 PM Thread Starter
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Haha yes "Monster up top" perfectly describes how it was set up

The pump was a 180 pump with an 8 plate ground to a 100 profile, .93 lines and crossover tubes. It had full cut dvs in it but i put in some cpp hot street delivery valves in. With the full cuts I had what i think may have been pre detontation rattle in higher rpms, the cpp hot street valves made it run so much better and got rid of the high rpm rattle. The star wheel was turned in so far i had to reach up under the plug after i took it off with a 90 degree pick to turn it back to where i could see it, turned it out about 30 clicks, runs way better and i can hit 40 psi boost, which is what it seems like the wastegate must be set at, fairly easy now. Never even saw over 30 psi when the truck was set up for full fuel. Lol

I think youre right that that kind of weight is too much for the truck and things will likely break, hopefully i wont have to use it too long as the tow rig. We did decide to swap in some 4.10 gears and detroit truetrac for the rear. After a few bid runs on jobs, it was pretty clear we needed lower gears just for the crazy hills and technical back woods road driving we're gonna be doing.

Thanks for the replies so far! Does anyone have any experience hauling loads with the nv4500 in 5th gear? I was doing a lot of reading and it seems like a split decision between "dont do it" and "its ok on a flat road with no lugging under 1500 rpms"
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post #6 of 13 (permalink) Old 06-29-2019, 04:07 PM
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Keep it on the level roads and watch for the temps to rise when it's hot out. A 1 ton truck isn't really built for that much towing weight.

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post #7 of 13 (permalink) Old 06-30-2019, 01:44 PM
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Quote:
Originally Posted by Kodiak2063 View Post
Does anyone have any experience hauling loads with the nv4500 in 5th gear? I was doing a lot of reading and it seems like a split decision between "dont do it" and "its ok on a flat road with no lugging under 1500 rpms"
I do, pulling trailers much lighter than you have. Most of the RVs I pulled were in the 10,000 pound range, some bumped 14,000, but not many. I went through 12 NV4500s in 730,000 miles, most of which failed because I towed in 5th. Limiting boost to 20 psi slowed the carnage. I installed a G56 about 600,000 miles ago. Hauling the same types of trailers I have only had to remove it for minor repair one time. Totally puzzled about the "lugging under 1500 rpm advice. There isn't much tq developed by the engine at that low rpm. There is speculation, without any verification, that low rpm operation in 5th causes the 5th gear retaining nut to back off. It has nothing to do with failure, you just have a 4 speed. And when it fails more than likely it will be catastrophic, as in a pile of broken gears and bearings laying in the bottom of the case.

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post #8 of 13 (permalink) Old 06-30-2019, 05:03 PM
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Iíll assume you know youíve gotta carry a CDL when your gross is over 26,000.
Around here theyíve been really cracking down on that stuff.

You should be tuning that engine for as little power as possible. Youíre badly over stressing your trans, u-joints, rear end, etc.
Youll notice when you buy an F550 it comes with a de-rated engine compared to the F350 and F450, for that reason.

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post #9 of 13 (permalink) Old 06-30-2019, 05:19 PM
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Iíll assume you know youíve gotta carry a CDL when your gross is over 26,000.
Not exactly. It is the gross combined weight rating of truck and trailer that dictates the type of driver's license you need. So in fact, the actual gross weight could be well under 26,000 and the driver would still need a class A.

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post #10 of 13 (permalink) Old 06-30-2019, 08:26 PM
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Well if you really wanna get technical, it’s not the gross weight rating of the truck and trailer it’s the amount of weight registration you license it for. (AND actual scale weight).
You can under-register a heavier duty truck and as long as you do keep it under 26,000 you’re OK.

This is why the tow ratings war between Ford and Ram is kinda’ silly. I read somewhere Chevy chose not to do battle with them, not because they can’t, but because like 0.0002% of pickup truck buyers are pulling 30,000 pound trailers, and you need a CDL to pull a trailer over 18,000 - 20,000-ish anyway.

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post #11 of 13 (permalink) Old 06-30-2019, 08:38 PM
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Originally Posted by Monstermaker View Post
Well if you really wanna get technical, itís not the gross weight rating of the truck and trailer itís the amount of weight registration you license it for. (AND actual scale weight).
You can under-register a heavier duty truck and as long as you do keep it under 26,000 youíre OK.
Totally wrong. Take the same amount of time it took you to post that nonsense and pull up the DMV website of your state, or any other state. CDL requirements are the same nation wide.

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post #12 of 13 (permalink) Old 07-15-2019, 10:13 PM
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I run heavy trucks for a living, and have for three decades.
Iím not sure how qualified you are, but it sounds like you need to study some DOT regs.

'99 QC 4x4 Dually.
In the near future Iím ripping out all the electronic junk and P-pumping it.
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